TY  - RPRT
AN  - 01069772
AU  - Federal Aviation Administration
TI  - Tri-State airport runway improvements, Huntington : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - West Virginia
UR  - https://trid.trb.org/view/829157
ER  - 

TY  - RPRT
AN  - 01069771
AU  - Federal Aviation Administration
TI  - Columbus airport land acquisition : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Nebraska
UR  - https://trid.trb.org/view/829156
ER  - 

TY  - RPRT
AN  - 01069767
AU  - Federal Aviation Administration
TI  - Ingersoll airport runway construction : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Illinois
UR  - https://trid.trb.org/view/829152
ER  - 

TY  - RPRT
AN  - 01069762
AU  - Federal Aviation Administration
TI  - Oxford County regional airport runway and taxiway improvement, Oxford : environmental impact statement
PY  - 1972///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Maine
UR  - https://trid.trb.org/view/829147
ER  - 

TY  - RPRT
AN  - 01069761
AU  - Federal Aviation Administration
TI  - Panola County airport, Batesville : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/829146
ER  - 

TY  - RPRT
AN  - 01069760
AU  - Federal Aviation Administration
TI  - Mississippi County airport ADAP : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/829145
ER  - 

TY  - RPRT
AN  - 01069759
AU  - Federal Aviation Administration
TI  - Bolton Field airport improvements, Columbus : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/829144
ER  - 

TY  - RPRT
AN  - 01069758
AU  - Federal Aviation Administration
TI  - Concord municipal airport runway and taxiway construction : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - New Hampshire
UR  - https://trid.trb.org/view/829143
ER  - 

TY  - RPRT
AN  - 01069756
AU  - Federal Aviation Administration
TI  - Salt Lake City International Airport land acquisition and improvements : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Utah
UR  - https://trid.trb.org/view/829141
ER  - 

TY  - RPRT
AN  - 01069755
AU  - Federal Aviation Administration
TI  - Duplin County airport development : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/829140
ER  - 

TY  - RPRT
AN  - 01069752
AU  - Federal Aviation Administration
TI  - Grant Municipal Airport runway construction, Perkins County : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Nebraska
UR  - https://trid.trb.org/view/829137
ER  - 

TY  - RPRT
AN  - 01069746
AU  - Federal Aviation Administration
TI  - Aitkin municipal airport improvements : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/829131
ER  - 

TY  - RPRT
AN  - 01069743
AU  - Federal Aviation Administration
TI  - Cleveland airport development : environmental impact statement
PY  - 1972///Volumes held: Draft
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/829128
ER  - 

TY  - RPRT
AN  - 00155615
AU  - ECKERT, R D
AU  - American Enterprise Institute for Public Policy Research
TI  - AIRPORTS AND CONGESTION: A PROBLEM OF MISPLACED SUBSIDIES
PY  - 1972
SP  - 71 p.
AB  - Although federal airport subsidy programs have strong adherents, the case in favor of them is an uneasy one.  The beneficiaries of these subsidies are mainly higher income groups.  The is no reason to suppose that airports and aviation make a contribution to the nation's economic growth that is more important than many nonsubsidized industries. Airports also create costs in the form of noise, air, and water pollution which suggest that their activities might be taxed rather than subsidized.  For the purpose of this paper, however, one of the most important arguments against subsidies is that they increase congestion rather than reduce it.  Charging below-cost prices also creates new users who lobby in behalf of continuing subsidies.  Recent court decisions indicate that the pricing of airport services is legal.  Pricing systems could be of two kinds. The first would impose peak-hour landing fees.  These fees would have to be adjusted from time to time according to a "trial-and-error" procedure until queues declined to desired levels.  The second kind would create landing rights or slots that would be vested in current users and be fully transferable.  This would allow higher-valued users to purchase slots from lower-valued users, and thus improve airport efficiency.  The rights need not be given in perpetuity.  They could be renewable permits granted for 3-year periods.  Neither of these pricing systems is likely to present large problems in implementation.  But some experience with their operation could be gained through experiments at two or three airports that might last up to three years.  The experiments could be funded under the planning grant authority of Public Law 91-258.  They would produce information on the nature of airport demand, the extent to which prices can reduce congestion, and any unforeseen problems in administration.
KW  - Airports
KW  - Consumers
KW  - Costs
KW  - Environmental impacts
KW  - Environmental quality
KW  - Federal assistance programs
KW  - Federal government
KW  - Federal programs
KW  - Finance
KW  - Landing
KW  - Peak periods
KW  - Subsidies
KW  - Traffic congestion
KW  - Users
UR  - https://trid.trb.org/view/49313
ER  - 

TY  - RPRT
AN  - 00155613
AU  - Institute Transport Aerien
TI  - THE AIRPORT. ACCESS BY AIR AND LAND
PY  - 1972
SP  - 190 p.
AB  - This symposium considered problems which are centered on the airport: on its setting, its location and its role. They are related to the characteristics of the air transportation industry and can be defined under six main headings: congestion, distance, number of airports, environment, cost and role.  Congestion before and after the airport.  The saturation of airspace and the congestion of surface links affect air transport in terms of time, regularity and financial costs.  Compared with other transport media, they may also create a handicap if urban, suburban and regional extensions are not adequately drained and irrigated by convenient services.  The dispersion of points and zones involved adds to the complexity.  The increasing distance between cities and airports which are cut off from their economic and demographic context and lose in efficiency and integration in daily life what they gain from the technical viewpoint.  An environment effected by disturbances - particularly noise -which are tolerated less and less.  Increasing the number of airports, either to serve major cities or equip a region or country: diversification gives obvious advantages but poses problems concerning traffic distribution, operation and frequencies, investment and land acquisition.
KW  - Airport access
KW  - Airport capacity
KW  - Airport congestion
KW  - Airport location
KW  - Airport noise
KW  - Airport operations
KW  - Airport planning
KW  - Airports
KW  - Costs
KW  - Environment
KW  - Landside capacity
KW  - Location
KW  - Traffic congestion
UR  - https://trid.trb.org/view/49312
ER  - 

TY  - RPRT
AN  - 00090092
AU  - Moses, R O
AU  - Blackstone, S L
AU  - Martin Marietta Corporation
AU  - Federal Aviation Administration
TI  - FILTER BELT OIL RECOVERY SYSTEM
PY  - 1971/12
SP  - 308 p.
AB  - The results of a systems development program (Phase I) for preliminary design of a high seas oil recovery system are presented. Requirements were to project a system capable of recovering 2000 gpm of oil with a low water content. Oil would be recovered from the water surface by two continuous filter belts mounted in the center of a catamaran hull. The filter material retains oil but allows water to pass through freely. An additional oil/water separation system is not required. The system would include a 2000 gpm oil transfer system for offloading recovered oil. It may be used in conjunction with oil containment booms, floating oil storage bags, barges, or small tankers. The system would be designed to operate in waves up to 5 ft. average height. The system would be required to be transported by land vehicles or C-130 cargo aircraft. This report describes basic filter material performance testing, model basin testing, filter belt development, subsystem requirements definition, and preliminary design.
KW  - Belts
KW  - Filters
KW  - Manual safety belts
KW  - Oil spills
KW  - Performance
KW  - Performance engineering
KW  - Test procedures
KW  - Water pollution
UR  - https://trid.trb.org/view/23531
ER  - 

TY  - RPRT
AN  - 00155597
AU  - Federal Highway Administration
AU  - Peat, Marwick, Mitchell and Company
TI  - AIRPORT ACCESS - A PLANNING GUIDE
PY  - 1971/10
SP  - 20 p.
AB  - The organization and financing of airport access studies appear to be unique in each application.  Financing sources range from the Federal Government with support from communities or local transportation agencies to the airport owner/operator.  Regardless of the source of financing, a consistent and broad set of goals and objectives should be defined and analyses undertaken to evaluate the impacts of system and operational alternatives on the users, the community, and the organizations involved.  Unless the financial implications and potential benefits are clearly defined, it will be difficult to implement the recommendations.  Even a clear or reasonably accurate statement of impacts will not guarantee implementation, since the value structure of the private or public sector agencies, as measured by the definition of priorities and allocation of revenues, are influenced by institutional factors and may be different than the values structures of the community at large.  Also, budgeting or resource-allocation considerations of potential implementing agencies may span a broader or different set of objectives. This set may be completely consistent with the role of the implementing agencies.
KW  - Airport access
KW  - Alternatives analysis
KW  - Financing
KW  - Impacts
KW  - Landside capacity
KW  - Resource allocation
UR  - https://trid.trb.org/view/49298
ER  - 

TY  - RPRT
AN  - 00091282
AU  - Dunlay, WJJ
AU  - Federal Aviation Administration
TI  - A STOCHASTIC MODEL OF CONTROLLED AIRWAY TRAFFIC
PY  - 1971/10
SP  - 55 p.
AB  - The model presented in this paper may be used to estimate the expected number of overtake, crossing and merging conflicts at one flight level of an airway network. In addition, procedures are described for estimating the workload and saturation capacities of the network. A number of simplifying assumptions facilitate the analysis. Among these are (1) poisson arrival processes at all points, (2) constant aircraft velocities, and (3) aircraft paths that are coincident with charted airways, or otherwise predictable straight line segments. Each conflict model is essentially a conditional probability model given a particular pair of aircraft types which is then summed up over all possible aircraft-type pairs to obtain the unconditional conflict probabilities. A discussion of possible extensions of the model is included at the end of the report.
KW  - Air traffic
KW  - Air traffic control
KW  - Capacity quantity
KW  - Civil aviation
KW  - Classification
KW  - Conflict (Psychology)
KW  - Flight paths
KW  - Forecasting
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Networks
KW  - Probability
KW  - Stochastic processes
UR  - https://trid.trb.org/view/24087
ER  - 

TY  - RPRT
AN  - 00090151
AU  - ohio University, Athens
AU  - Federal Aviation Administration
TI  - INSTRUMENT LANDING SYSTEM IMPROVEMENT PROGRAM
PY  - 1971/10
SP  - 186 p.
AB  - Results of ILS improvement studies performed at Ohio University are reported. The report is divided into sections ILS Glide Slope and ILS Localizer. Some of the topics treated under ILS Glide Slope are terrain effects and terrain grading criteria, snow effects, development of a directional glide slope antenna with integral monitoring, siting problems at specific sites, and introductory work on reflections from large aircraft. The main topics treated under ILS Localizer are suppression of parasitics in the Scanwell localizer, study of augmentation of clearance generated by the Scanwell localizer, performance of the Scanwell array and three types of monitor under localizer fault conditions, reflection of localizer signals from hangars and from large aircraft, and preliminary work on design of a localizer array which produces clearance within a 35 degrees sector only.
KW  - Attenuation
KW  - Directional antennas
KW  - Glide path systems
KW  - Instrument landing systems
KW  - Monitoring
KW  - Radio transmission
KW  - Scattering
KW  - Transmission
UR  - https://trid.trb.org/view/23558
ER  - 

TY  - RPRT
AN  - 00203770
AU  - Federal Aviation Administration
TI  - GROVE CITY AIRPORTS, GROVE CITY PENNSYLVANIA. FINAL ENVIRONMENTAL IMPACT STATEMENT
PY  - 1971/10
SP  - 25 p.
AB  - THE PROJECT PROPOSES TO ACQUIRE LAND FOR AIRPORT DEVELOPMENT TO CONSTRUCT RUNWAYS AND TAXIWAYS TERMINAL APRON AND TAXIWAY TURNAROUNS; TO CONSTRUCT ACCESS ROADS; TO INSTALL MEDIUM INTENSITY LIGHTING SYSTEM INCLUDING VASL, STUB TAXIWAY LIGHTING AND ROTATING BEACON, AND LIGHTED WIND CONE AND SEGMENTED CIRCLE. THE PROPOSED DEVELOPMENT WILL PROVIDE A PAVED AND LIGHTED AIRPORT, WHICH WILL ENHANCE THE OVERALL ECONOMY OF THE AREA SERVED AND IMPROVED THE INDUSTRIAL AND COMMERCIAL GROWTH OF THE COMMUNITY. /AUTHOR/GRA/
KW  - Airport runways
KW  - Airports
KW  - Development
KW  - Economic benefits
KW  - Economic development
KW  - Industries
KW  - Intermodal terminals
KW  - Lightning
KW  - Taxiways
KW  - Trade
UR  - https://trid.trb.org/view/95523
ER  - 

TY  - RPRT
AN  - 00203771
AU  - Federal Aviation Administration
TI  - SANTA BARBARA MUNICIPAL AIRPORT, SANTA BARBARA, CALTFORNIA: ENVIRONMENTAL IMPACT STATEMENT
PY  - 1971/10
SP  - 127 p.
AB  - THE PROJECT PROPOSES TO CONSTRUCT A PORTION OF A PARALLEL TAXIWAY TO SERVE THE MAIN INSTRUMENT RUNWAY AT THE MUNICIPAL AIRPORT. THE PROPOSED TAXIWAY IMPROVEMENT IS NOT EXPECTED TO AFFECT THE ENVIRONMENT OF THE SURROUNDING AREA OR HINDER THE ECOLOGICAL BALANCE OF GOLETA SLOUGH. /AUTHOR(GRA)/
KW  - Airport runways
KW  - Airports
KW  - Construction
KW  - Environmental impacts
KW  - Taxiways
UR  - https://trid.trb.org/view/95525
ER  - 

TY  - RPRT
AN  - 00226631
AU  - Obrien, P J
AU  - National Aviation Facilities Experimental Center
TI  - A DYNAMIC SIMULATION STUDY OF AIR TRAFFIC CAPACITY IN THE SAN FRANCISCO BAY TERMINAL AREA
PY  - 1971/08
SP  - 114 p.
AB  - A DYNAMIC SIMULATION OF AIR TRAFFIC OPERATIONS IN THE SAN FRANCISCO BAY TERMINAL AREA WAS CONDUCTED TO DETERMINE AIR TRAFFIC CAPACITY ESTIMATES WHEN SEVERAL DIFFERENT AIRPORT EXPANSION PLANS WERE IMPLEMENTED. CAPACITY ESTIMATES WERE MADE FOR THE FOLLOWING SEPARATE CONDITIONS: FIRST, THE PRESENT DAY SYSTEM SLIGHTLY MODIFIED TO ACCOMMODATE AN INCREASED VOLUME OF TRAFFIC; SECOND, WITH THE OPERATION OF AN ADDITIONAL RUNWAY AT SAN FRANCISCO AIRPORT; THIRD, WITH THE OPERATION OF AN ADDITIONAL RUNWAY AT OAKLAND AIRPORT; AND FOURTH, WITH THE OPERATION OF A NEW MULTIPARALLEL RUNWAY AIRPORT LOCATED NEAR THE SOUTH END OF SAN FRANCISCO BAY AND WITHOUT THE EXPANSION TO EITHER SAN FRANCISCO OR OAKLAND AIRPORTS. AN ESTIMATE WAS ALSO MADE OF THE TOTAL SYSTEM CAPACITY WHEN ALL AIRPORT EXPANSIONS WERE IMPLEMENTED. /AUTHOR/ (GRA)
KW  - Air traffic
KW  - Air traffic forecasts
KW  - Airport capacity
KW  - Airport planning
KW  - Airport runways
KW  - Airspace capacity
KW  - Development
KW  - Expansion
KW  - Forecasting
KW  - Highway capacity
KW  - Metropolitan Oakland International Airport
KW  - Parallel runways
KW  - Parallel taxiways
KW  - San Francisco International Airport
KW  - Simulation
KW  - Taxiways
KW  - Traffic simulation
UR  - https://trid.trb.org/view/112979
ER  - 

TY  - RPRT
AN  - 01351688
AU  - Mohler, Stanley R
AU  - Gerathewohl, Siegfried J
AU  - Federal Aviation Administration
TI  - Civil Aeromedical Standards for General-Use Aerospace Transportation Vehicles: The Space-Shuttle Follow-on
PY  - 1971/07/01/OAM Report
SP  - 8p
AB  - Second-generation general-use aerospace transportation vehicles will evolve, and aerospace medical specialists must provide timely medical criteria for (a) occupant selection, (b) vehicle design features, and (c) operational guidelines. Incorporation of this aeromedical data will result in (1) enhanced mission success and mission efficiency, and (2) minimized opportunity for mission failure, accidents, and long-range adverse consequences due to human factor deficiencies. The data include medical standards for the occupants plus standards for oxygen, nitrogen, carbon dioxide and monoxide, humidity, heat, water vapor, internal noise, radiation and other items.
KW  - Aerospace engineering
KW  - Civil engineering
KW  - Guidelines
KW  - Human factors engineering
KW  - London Orbital Motorway
KW  - Medical services
KW  - Space shuttles
KW  - Vehicle design
UR  - http://ntl.bts.gov/lib/39000/39100/39167/AM71-33.pdf
UR  - https://trid.trb.org/view/1114749
ER  - 

TY  - RPRT
AN  - 01351732
AU  - Smith, Roger C
AU  - FAA Civil Aeromedical Institute
AU  - Federal Aviation Administration
TI  - Personality Assessment in Aviation: An Analysis of the Item Ambiguity Characteristics of the 16PF and MMPI
PY  - 1971/07//OAM Report
SP  - 8p
AB  - Devices such as the 16PF and MMPI have been widely employed in the evaluation of personnel in aviation settings. The present study investigated the problem of item ambiguity (the degree to which an item elicits multiple interpretation) which may limit the utility of such devices when used in screening procedures.Subjects completed either the 16PF or the MMPI while concurrently rating each item on a five-point ambiguity scale. The ambiguity for each item was determined and the relationship between ambiguity and sex of the respondent, the individual factor scales, and the scores of subjects on the scales were considered. The implications of the findings for the item construction and use of the tests in various applications were discussed.
KW  - Ambiguity resolution
KW  - Aviation
KW  - Evaluation and assessment
KW  - Gender
KW  - Human factors
KW  - Personality
KW  - Psychological aspects
UR  - http://ntl.bts.gov/lib/39000/39100/39169/AM71-35.pdf
UR  - https://trid.trb.org/view/1114753
ER  - 

TY  - RPRT
AN  - 01351660
AU  - Cobb, Bart B
AU  - Lay, Carolyn D
AU  - Bourdet, Nancy M
AU  - FAA Civil Aeromedical Institute
AU  - Federal Aviation Administration
TI  - The Relationship between Chronological; Age and Aptitude Test Measures of Advanced-Level Air traffic Control Trainees
PY  - 1971/07//OAM Report
SP  - 32p
AB  - This study examined the interrelationships of age, aptitude measures, and training performance scores for 710 men who entered basic air traffic control (ATC) training at the Federal Aviation Administration (FAA) academy during November 1968 through March 1970. They ranged in age from 21 to 52 years, but less than 12% were over the age of 40. More of the subjects were former military controllers who possessed sufficient prior ATC experience to be (a) selected for training with an exemption from a qualifying aptitude index and (b) appointed to trainee status with higher-than-normal pay grades. Age correlated negatively with 21 of the 22 aptitude measures and with training grades. On most tests, performance means of subjects over age 34 were significantly lower than those obtained for the younger trainees,and their attrition rate for the training course was three times that of their younger classmates. Only one of the 22 aptitude measures failed to correlate positively with the training grades. The results indicated that greater effectiveness in screening such applicants could be attained if eligibility standards were modified to include considerations of both age and aptitudes.
KW  - Age
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Aptitude
KW  - Personnel performance
KW  - Tests
KW  - Training
UR  - http://ntl.bts.gov/lib/39000/39100/39170/AM71-36.pdf
UR  - https://trid.trb.org/view/1114814
ER  - 

TY  - RPRT
AN  - 00200611
AU  - Federal Aviation Administration
TI  - OPERATIONS UNDER THE AIRPORT AND AIRWAY DEVELOPMENT ACT
PY  - 1971/06/30
SP  - 46 p.
AB  - THE AIRPORTS PROGRAM IS BASED PRIMARILY ON THE PROVISIONS OF THE AIRPORT AND AIRWAY DEVELOPMENT ACT OF 1970 (PUBLIC LAW 91-258) ENACTED ON 21 MAY 1970. PRINCIPAL ACTIVITIES OF THIS PROGRAM INCLUDE: PREPARATION OF A NATIONAL AIRPORT SYSTEM PLAN; ADMINISTERING PROGRAMS OF GRANTS-IN-AID FOR AIRPORT PLANNING AND AIRPORT DEVELOPMENT; DEVELOPMENT AND APPLICATION OF AIRPORT PLANNING, ENGINEERING, AND SAFETY STANDARDS; AIRPORT CERTIFICATION AND INSPECTION FOR SAFETY OF OPERATIONS; FIELD COLLECTION OF INFORMATION FOR THE AIRPORT DATA PROGRAM; PARTICIPATION IN TRANSFER OF FEDERAL LAND AND PROPERTY FOR CIVIL AIRPORT USE; AND THE PROGRAM FOR ASSURING COMPLIANCE AND ENFORCEMENT OF AIRPORT AGREEMENTS. /AUTHOR/
KW  - Airports
KW  - Development
KW  - Laws
KW  - Programs
KW  - Safety
UR  - https://trid.trb.org/view/89571
ER  - 

TY  - RPRT
AN  - 00226628
AU  - Federal Aviation Administration
TI  - SYSTEM DESIGN FOR AN ALL WEATHER AIRPORT SURFACE TRAFFIC SYSTEM
PY  - 1971/04/26
SP  - 135 p.
AB  - THE DESIGN REQUIREMENTS AND DEVELOPMENT PLAN FOR AN ALL WEATHER SYSTEM FOR CONTROLLING AIRPORT SURFACE TRAFFIC ARE PRESENTED. THE STAGES IN PROGRESSING FROM THE CURRENT SYSTEM FOR CONTROLLING AIRPORT SURFACE TRAFFIC TO AN ALL WEATHER SYSTEM ARE DESCRIBED AND INCLUDE: EXISTING SYSTEM, VISUAL SIGNALLING, DETECTION, ALARM/PRIORITY LOGIC, COMPUTER PROCESSING, AND REDUCED VISIBILITY GUIDANCE AND 1269545 TRAFFIC CONTROL SYSTEMS
KW  - Airports
KW  - Design
KW  - Design features
KW  - Detection and identification
KW  - Detectors
KW  - Guidance
KW  - Information processing
KW  - Traffic control
KW  - Weather
UR  - https://trid.trb.org/view/112976
ER  - 

TY  - RPRT
AN  - 00092083
AU  - Federal Aviation Administration
AU  - National Aeronautics and Space Administration
TI  - MEASUREMENT OF RUNWAY FRICTION CHARACTERISTICS ON WET, ICY OR SNOW COVERED RUNWAYS
PY  - 1971/04/01
SP  - 26 p.
AB  - Three methods of measuring runway friction characteristics are described and possible usage of the data obtained is indicated. The information presented reflects the current state-of-the-art for measurement and classification of the relative slipperiness of runway surfaces. The three methods described include: (1) The diagonal-braked vehicle test method for measuring stopping distances on paved surfaces, (2) the Mu Meter method for evaluating runway surface characteristics, and (3) the James Brake Decelerometer method for determining runway slipperiness in the form of a friction coefficient.
KW  - Acceptability
KW  - Acceptance
KW  - Airport runways
KW  - Equipment tests
KW  - Friction
KW  - Ice
KW  - Military facilities
KW  - Moisture content
KW  - Pavements
KW  - Skidding
KW  - Snow
KW  - State of the art
KW  - Surfaces
KW  - Test equipment
KW  - Test procedures
UR  - https://trid.trb.org/view/28824
ER  - 

TY  - RPRT
AN  - 01513857
AU  - United States Federal Aviation Administration
TI  - Grove municipal airport land acquisition and runway and taxiway construction : environmental impact statement
PY  - 1971///Volumes held: Final
KW  - Environmental impact statements
KW  - Oklahoma
UR  - https://trid.trb.org/view/1298181
ER  - 

TY  - RPRT
AN  - 01513855
AU  - United States Federal Aviation Administration
TI  - Jesup-Wayne County Airport land acquisition and runway improvements : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Georgia
UR  - https://trid.trb.org/view/1298179
ER  - 

TY  - RPRT
AN  - 01513854
AU  - United States Federal Aviation Administration
TI  - Carrizozo municipal airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - New Mexico
UR  - https://trid.trb.org/view/1298178
ER  - 

TY  - RPRT
AN  - 01513853
AU  - United States Federal Aviation Administration
TI  - Redding municipal airport land acquisition : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1298177
ER  - 

TY  - RPRT
AN  - 01513852
AU  - United States Federal Aviation Administration
TI  - Albert Lea municipal airport expansion : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/1298176
ER  - 

TY  - RPRT
AN  - 01513851
AU  - United States Federal Aviation Administration
TI  - Salisbury-Wicomico County airport land acquisition : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Maryland
UR  - https://trid.trb.org/view/1298175
ER  - 

TY  - RPRT
AN  - 01513850
AU  - United States Federal Aviation Administration
TI  - Wahoo municipal airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1298174
ER  - 

TY  - RPRT
AN  - 01513849
AU  - United States Federal Aviation Administration
TI  - Lawrence Township municipal airport land acquisition and runway extension, Clearfield : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/1298173
ER  - 

TY  - RPRT
AN  - 01513848
AU  - United States Federal Aviation Administration
TI  - Clarion County airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/1298172
ER  - 

TY  - RPRT
AN  - 01512971
AU  - United States Federal Aviation Administration
TI  - Calhoun County airport, new airport, Pittsboro : environmental impact statement
PY  - 1971///Volumes held: Draft(in F), Final
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/1297295
ER  - 

TY  - RPRT
AN  - 01512970
AU  - United States Federal Aviation Administration
TI  - Lonesome Pine airport runway extension, Wise County : environmental impact statement
PY  - 1971///Volumes held: Final
KW  - Environmental impact statements
KW  - Virginia
UR  - https://trid.trb.org/view/1297294
ER  - 

TY  - RPRT
AN  - 01512968
AU  - United States Federal Aviation Administration
TI  - Rexburg-Madison County airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Idaho
UR  - https://trid.trb.org/view/1297292
ER  - 

TY  - RPRT
AN  - 01512966
AU  - United States Federal Aviation Administration
TI  - Truckee-Tahoe airport land acqusisition and runway improvements : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1297290
ER  - 

TY  - RPRT
AN  - 01512965
AU  - United States Federal Aviation Administration
TI  - Dothan airport runway improvements and extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Alabama
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1297289
ER  - 

TY  - RPRT
AN  - 01512961
AU  - United States Federal Aviation Administration
TI  - Terry County airport runway resurfacing and extension, Brownsville : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/1297285
ER  - 

TY  - RPRT
AN  - 01512960
AU  - United States Federal Aviation Administration
TI  - Memphis International Airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/1297284
ER  - 

TY  - RPRT
AN  - 01512957
AU  - United States Federal Aviation Administration
TI  - New Holstein municipal airport upgrading runway pavement : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/1297281
ER  - 

TY  - RPRT
AN  - 01512037
AU  - United States Federal Aviation Administration
TI  - Alma/Bacon County airport land acqusition and runway construction : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Georgia
UR  - https://trid.trb.org/view/1296361
ER  - 

TY  - RPRT
AN  - 01512036
AU  - United States Federal Aviation Administration
TI  - Batesville airport land acquisition, runway and taxiway construction : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Arkansas
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1296360
ER  - 

TY  - RPRT
AN  - 01512034
AU  - United States Federal Aviation Administration
TI  - Allentown/Bethlehem/Easton airport land acquisition and runway extension, Allentown : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/1296358
ER  - 

TY  - RPRT
AN  - 01512033
AU  - United States Federal Aviation Administration
TI  - Gettysburg municipal airport land acquisition and runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - South Dakota
UR  - https://trid.trb.org/view/1296357
ER  - 

TY  - RPRT
AN  - 01512027
AU  - United States Federal Aviation Administration
TI  - Pierre municipal airport runway upgrading : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - South Dakota
UR  - https://trid.trb.org/view/1296351
ER  - 

TY  - RPRT
AN  - 01511118
AU  - United States Federal Aviation Administration
TI  - Jekyll Island airport runway-taxiway extension, Glynn County : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Georgia
UR  - https://trid.trb.org/view/1295442
ER  - 

TY  - RPRT
AN  - 01511117
AU  - United States Federal Aviation Administration
TI  - Mission Field runway extension, Livingston : environmental impact statement
PY  - 1971///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Montana
UR  - https://trid.trb.org/view/1295441
ER  - 

TY  - RPRT
AN  - 01511116
AU  - United States Federal Aviation Administration
TI  - Kent County airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Michigan
UR  - https://trid.trb.org/view/1295440
ER  - 

TY  - RPRT
AN  - 01511115
AU  - United States Federal Aviation Administration
TI  - Iowa Falls municipal airport land acquisition and runway construction : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Iowa
UR  - https://trid.trb.org/view/1295439
ER  - 

TY  - RPRT
AN  - 01511114
AU  - United States Federal Aviation Administration
TI  - Colby municipal airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Kansas
UR  - https://trid.trb.org/view/1295438
ER  - 

TY  - RPRT
AN  - 01511113
AU  - United States Federal Aviation Administration
TI  - Henryetta municipal airport runway extension and reconstruction : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Oklahoma
UR  - https://trid.trb.org/view/1295437
ER  - 

TY  - RPRT
AN  - 01511112
AU  - United States Federal Aviation Administration
TI  - Martin County airport runway extension, Williamstown : environmental impact statement
PY  - 1971///Volumes held: Final
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1295436
ER  - 

TY  - RPRT
AN  - 01511111
AU  - United States Federal Aviation Administration
TI  - Pender municipal airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1295435
ER  - 

TY  - RPRT
AN  - 01510200
AU  - United States Federal Aviation Administration
TI  - Jefferson Davis airport, new airport, Prentiss : environmental impact statement
PY  - 1971///Volumes held: Draft(in F), Final, Final(microfiche)
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/1294524
ER  - 

TY  - RPRT
AN  - 01510199
AU  - United States Federal Aviation Administration
TI  - Capital Airport runway relocation, Springfield : environmental impact statement
PY  - 1971///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Illinois
UR  - https://trid.trb.org/view/1294523
ER  - 

TY  - RPRT
AN  - 01510198
AU  - United States Federal Aviation Administration
TI  - Reidsville airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Georgia
UR  - https://trid.trb.org/view/1294522
ER  - 

TY  - RPRT
AN  - 01510196
AU  - United States Federal Aviation Administration
TI  - Savannah municipal airport long term development : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Georgia
UR  - https://trid.trb.org/view/1294520
ER  - 

TY  - RPRT
AN  - 01510195
AU  - United States Federal Aviation Administration
TI  - Great Falls International Airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Montana
UR  - https://trid.trb.org/view/1294519
ER  - 

TY  - RPRT
AN  - 01510194
AU  - United States Federal Aviation Administration
TI  - Cambridge municipal airport land acquisition : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/1294518
ER  - 

TY  - RPRT
AN  - 01510193
AU  - United States Federal Aviation Administration
TI  - Carson airport land acquisition and runway extension, Carson City : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Nevada
UR  - https://trid.trb.org/view/1294517
ER  - 

TY  - RPRT
AN  - 01510192
AU  - United States Federal Aviation Administration
TI  - Goldsboro/Wayne municipal airport land reimbursement and improvements : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1294516
ER  - 

TY  - RPRT
AN  - 01510191
AU  - United States Federal Aviation Administration
TI  - Loup City municipal airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1294515
ER  - 

TY  - RPRT
AN  - 01510189
AU  - United States Federal Aviation Administration
TI  - Lancaster County airport ADAP, Lancaster : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - South Carolina
UR  - https://trid.trb.org/view/1294513
ER  - 

TY  - RPRT
AN  - 01509309
AU  - United States Federal Aviation Administration
TI  - Atlanta airport loop road construction, drainage system, Clayton/Fulton counties : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Georgia
UR  - https://trid.trb.org/view/1293633
ER  - 

TY  - RPRT
AN  - 01509308
AU  - United States Federal Aviation Administration
TI  - Walker Field runway extension, Grand Junction : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Colorado
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1293632
ER  - 

TY  - RPRT
AN  - 01509307
AU  - United States Federal Aviation Administration
TI  - Bonifay airport new runway construction and land reimbursement : environmental impact statement
PY  - 1971///Volumes held: Draft(in F), Final
KW  - Environmental impact statements
KW  - Florida
UR  - https://trid.trb.org/view/1293631
ER  - 

TY  - RPRT
AN  - 01509306
AU  - United States Federal Aviation Administration
TI  - Mankato municipal airport expansion : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/1293630
ER  - 

TY  - RPRT
AN  - 01509304
AU  - United States Federal Aviation Administration
TI  - Minot International Airport land acquisition and runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - North Dakota
UR  - https://trid.trb.org/view/1293628
ER  - 

TY  - RPRT
AN  - 01509302
AU  - United States Federal Aviation Administration
TI  - Ogallala municipal airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1293626
ER  - 

TY  - RPRT
AN  - 01509301
AU  - United States Federal Aviation Administration
TI  - Pickens County airport runway extension, Liberty : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - South Carolina
UR  - https://trid.trb.org/view/1293625
ER  - 

TY  - RPRT
AN  - 01508405
AU  - United States Federal Aviation Administration
TI  - Murray Field runway extension, Eureka : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1292729
ER  - 

TY  - RPRT
AN  - 01508402
AU  - United States Federal Aviation Administration
TI  - Broken Bow municipal airport land acquisition : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1292726
ER  - 

TY  - RPRT
AN  - 01508401
AU  - United States Federal Aviation Administration
TI  - Salt Lake City airport land acquisition and runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Utah
UR  - https://trid.trb.org/view/1292725
ER  - 

TY  - RPRT
AN  - 01508399
AU  - United States Federal Aviation Administration
TI  - Reading municipal airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Pennsylvania
UR  - https://trid.trb.org/view/1292723
ER  - 

TY  - RPRT
AN  - 01508396
AU  - United States Federal Aviation Administration
TI  - Plattsmouth municipal airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1292720
ER  - 

TY  - RPRT
AN  - 01507434
AU  - United States Federal Aviation Administration
TI  - Pine Belt Regional Airport (proposed), Laurel and Hattiesburg : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/1291758
ER  - 

TY  - RPRT
AN  - 01507433
AU  - United States Federal Aviation Administration
TI  - Fostoria metropolitan airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/1291757
ER  - 

TY  - RPRT
AN  - 01507432
AU  - United States Federal Aviation Administration
TI  - Russell Field runway improvements, Rome : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Georgia
UR  - https://trid.trb.org/view/1291756
ER  - 

TY  - RPRT
AN  - 01507430
AU  - United States Federal Aviation Administration
TI  - Anaconda airport turf runway construction : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Montana
UR  - https://trid.trb.org/view/1291754
ER  - 

TY  - RPRT
AN  - 01507429
AU  - United States Federal Aviation Administration
TI  - Fulton/Itawamba County airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/1291753
ER  - 

TY  - RPRT
AN  - 01507428
AU  - United States Federal Aviation Administration
TI  - Ortonville municipal airport runway improvements : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Minnesota
UR  - https://trid.trb.org/view/1291752
ER  - 

TY  - RPRT
AN  - 01507427
AU  - United States Federal Aviation Administration
TI  - Houghton County Memorial Airport reconstruction : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Michigan
UR  - https://trid.trb.org/view/1291751
ER  - 

TY  - RPRT
AN  - 01507426
AU  - United States Federal Aviation Administration
TI  - Ryan Airport runway reconstruction, Baton Rouge : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Louisiana
UR  - https://trid.trb.org/view/1291750
ER  - 

TY  - RPRT
AN  - 01507424
AU  - United States Federal Aviation Administration
TI  - Ashtabula County airport land acquisition and runway extension : environmental impact statement
PY  - 1971///Volumes held: Final
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/1291748
ER  - 

TY  - RPRT
AN  - 01507423
AU  - United States Federal Aviation Administration
TI  - Brewster Field/Holdrege municipal airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1291747
ER  - 

TY  - RPRT
AN  - 01507422
AU  - United States Federal Aviation Administration
TI  - Hastings municipal airport land acquisition and construction : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1291746
ER  - 

TY  - RPRT
AN  - 01507421
AU  - United States Federal Aviation Administration
TI  - Tecumseh municipal airport land acquisition : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1291745
ER  - 

TY  - RPRT
AN  - 01507420
AU  - United States Federal Aviation Administration
TI  - Wayne Wonderland Airport land acquisition and runway extension, Loa : environmental impact statement
PY  - 1971///Volumes held: Draft, F
KW  - Environmental impact statements
KW  - Utah
UR  - https://trid.trb.org/view/1291744
ER  - 

TY  - RPRT
AN  - 01507419
AU  - United States Federal Aviation Administration
TI  - Maury County regional airport land acquisition and runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/1291743
ER  - 

TY  - RPRT
AN  - 01507418
AU  - United States Federal Aviation Administration
TI  - Norfolk regional airport land acquisition and runway extensions : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Virginia
UR  - https://trid.trb.org/view/1291742
ER  - 

TY  - RPRT
AN  - 01454132
AU  - Federal Aviation Administration
TI  - The Eagle-Eyed Pilot (Video)
PY  - 1971
AB  - This video stresses that a pilot's vision and flight safety go hand-in-hand. It acquaints the general aviation pilot with the physiology of pilot vision, particularly highlighting the limitations of the eye in flight and factors that can affect and impair sight and safety while airborne.
KW  - Air pilots
KW  - Aviation safety
KW  - Eye
KW  - General aviation
KW  - Vision
UR  - http://www.youtube.com/watch?v=DRsw_cUl8CM
UR  - https://trid.trb.org/view/1222789
ER  - 

TY  - RPRT
AN  - 01161611
AU  - Federal Aviation Administration
TI  - Lexington municipal airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/922595
ER  - 

TY  - RPRT
AN  - 01069868
AU  - Federal Aviation Administration
TI  - Harlingen airport runway extension : environmental impact statement
PY  - 1971///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/829253
ER  - 

TY  - RPRT
AN  - 01069846
AU  - Federal Aviation Administration
TI  - Republic Airport runway extension transfer, Farmingdale : environmental impact statement
PY  - 1971///Volumes held: Draft
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/829231
ER  - 

TY  - RPRT
AN  - 01069783
AU  - Federal Aviation Administration
TI  - Fairfax County airport, new airport : environmental impact statement
PY  - 1971///Volumes held: Draft
KW  - Environmental impact statements
KW  - Virginia
UR  - https://trid.trb.org/view/829168
ER  - 

TY  - RPRT
AN  - 00911855
AU  - Federal Aviation Administration
TI  - STAFF STUDY: CIVIL AERONAUTICAL PRODUCTION, CALENDAR YEAR 1968..
T2  - CIVIL AERONAUTICAL PRODUCTION.
PY  - 1971
AB  - No abstract provided.
KW  - Air transportation
UR  - https://trid.trb.org/view/585464
ER  - 

TY  - JOUR
AN  - 00407652
JO  - GA-20-85     -UNTRACED SERIES
PB  - Federal Aviation Administration
AU  - DAY, B A
AU  - Federal Aviation Administration
TI  - THE AFRO-AMERICAN AIRMAN IN WORLD WAR II
PY  - 1971
SP  - 1 p.
AB  - No abstract provided.
KW  - African Americans
KW  - Air pilots
KW  - History
KW  - United States
KW  - World War, 1939-1945
UR  - https://trid.trb.org/view/224330
ER  - 

TY  - RPRT
AN  - 00402092
AU  - Federal Aviation Administration
TI  - AVIATION'S ENVIRONMENTAL ACTION REPORT. COMPILATION OF THE NEWSPAPER, RADIO AND TELEVISION COVERAGE OF THE VARIOUS RELEASES AND DEMONSTRATI
PY  - 1971
SP  - 89 p.
AB  - No abstract provided.
KW  - Aircraft exhaust gases
KW  - United States
UR  - https://trid.trb.org/view/215388
ER  - 

TY  - RPRT
AN  - 00155616
AU  - Northeastern Illinois Planning Commission
TI  - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY, O'HARE INTERNATIONAL AIRPORT, CHICAGO, ILLINOIS
PY  - 1971
SP  - 118 p.
AB  - At Chicago's O'Hare two runways built since 1965 will enlarge the noise-impacted area to include the homes of half a million persons by 1975.  Land use strategies in this short time can only limit the 58,000 persons which residential construction trends would bring into the noise-impacted area by 1975.  Operational changes plus acoustical lining of existing aircraft engine nacelles might reduce the impacted population to 190,000.  Operational changes plus new engines of quieter design might cut the impacted population to 140,000--less than half of the 1965 number.  Motel builders successfully have limited airport noise by adding 20 to 30 percent to construction costs for soundproofing.  These techniques are feasible for new multiple-family dwellings in the moderately noise-impacted area, but not in the heavily noise-impacted area, and not for single-family dwellings.  Local building codes legally could require soundproofing performance standards for new rental buildings but not for existing owner-occupied dwellings.  One solution for two neighborhoods at the runways' edge might be to remove the dwellings and redevelop the land for commerce and industry.  Proposed expansion of the airport grounds will remove some of the most noise-impacted vacant land from the market.  So will the proposed Elgin-O'Hare Freeway, and the projected growth of industry and commerce.  Thirty-nine million dollars should be spent to acquire six noise-impacted sites for regional open space, including flood reservoirs, golf courses, and cemeteries.  Moderately noise-impacted land is also suitable for neighborhood playgrounds and ballparks.  A regional airport systems plan should be drawn as the first step toward publishing noise forecast maps for all airports in the eight-county bistate region of northeastern Illinois-northwestern Indiana.  Zoning could forestall noise impact problems around any future jetport, if land use controls can be coordinated on a regional basis.
KW  - Aircraft noise
KW  - Airport noise
KW  - Airport runways
KW  - Chicago O'Hare International Airport
KW  - Damping (Engineering)
KW  - Engine design
KW  - Engines
KW  - Environmental impact analysis
KW  - Environmental impacts
KW  - Housings
KW  - Land use
KW  - Nacelles
KW  - Noise control
KW  - Noise reduction
KW  - Vehicle design
UR  - https://trid.trb.org/view/49314
ER  - 

TY  - JOUR
AN  - 00155586
JO  - AIRPORT SERVICES MANAGEMENT
AU  - Lakewood Publications
TI  - PASSENGER GROUND TRANSIT SYSTEMS
PY  - 1970/08
VL  - 10
IS  - 8
SP  - p. 24-27
AB  - Three new ground transit systems are described: automatic shuttle trains; prototype capsule-type vehicles; and moving walkways.  The shuttle train system at Tampa International Airport incorporates a passenger transfer system which connects the main Landside building with the outlying Airside building where gate check-in, passenger holding and related ramp functions are conducted.  A prototype overhead monorail system installed at Dallas/Fort Worth airport, consists of individual cars holding 14 passengers or up to 6,000 pounds of baggage operating along almost a mile of elevated track between the parking lot and terminal lobby. Two other systems being evaluated at the same airport, consist of small passenger transfer modules, containerized air cargo modules will be loaded and unloaded from aircraft by automated transfer systems.  A conveyor system is described which can handle 22,000 passengers an hour over distances ranging from 1000 ft. to several miles.
KW  - Airport access
KW  - Automatic train operation
KW  - Conveyors
KW  - Dallas-Fort Worth International Airport
KW  - Elevated guideways
KW  - Ground transportation
KW  - Landside capacity
KW  - Passengers
KW  - People movers
KW  - Railroad bridges
KW  - Shuttle service
UR  - https://trid.trb.org/view/52598
ER  - 

TY  - RPRT
AN  - 00155566
AU  - Kiernam, J
AU  - Institute for Defense Analyses
TI  - BIBLIOGRAPHY ON AIR TRAVEL AND ASSOCIATED GROUND TRANSPORTATION
PY  - 1970/06
SP  - 43 p.
AB  - This bibliography is intended to provide background reading for a study performed by IDA for the Office of Research of the Urban Mass Transportation Administration of the U.S. Department of Transportation.  In keeping with the focus of the IDA Study, S-351, Intra-Airport Transportation systems: An Examination of Technology and Evaluation Methodology, a survey of documents and articles was made to help identify current data and studies relating to air travel demand projections, alternative airport configurations, flow patterns and rates, and available or potential ground transportation concepts, systems, and components.  This bibliography covers the subject areas up to August 1969.
KW  - Air traffic
KW  - Air traffic forecasts
KW  - Airport design
KW  - Airports
KW  - Bibliographies
KW  - Forecasting
KW  - Intermodal terminals
KW  - Intra airport transit
KW  - Landside capacity
KW  - Passenger terminals
KW  - Structural design
KW  - Terminal facilitation
KW  - Travel demand
UR  - https://trid.trb.org/view/49276
ER  - 

TY  - RPRT
AN  - 00073998
AU  - Federal Aviation Administration
TI  - THE NATIONAL AVIATION SYSTEM PLAN - TEN YEAR PLAN - 1971-1980
PY  - 1970/05
AB  - Orderly development of an adequate system of airways facilities and airports is essential if the demands of our rapidly growing aviation industry are to be satisfied. This, the second annual edition of the National Aviation Plan, is the Federal Aviation Administration's long-range plan for that development.  It consists of the National Aviation System Policy Summary and the 1970 National Aviation System Plan, which cover the period 1971 through 1980.
KW  - Air transportation
KW  - Government policies
KW  - National Aviation System
KW  - Policy
UR  - https://trid.trb.org/view/24589
ER  - 

TY  - RPRT
AN  - 00074089
AU  - Federal Aviation Administration
TI  - R AND D PLAN TO INCREASE AIRPORT AND AIRWAY SYSTEM CAPACITY
PY  - 1970/05
AB  - The purpose of the research and development activity described is to achieve the national goal of providing an air transportation system for all categories of aviation commensurate with projected growth of the air transportation industry.
KW  - Air transportation
KW  - Airport capacity
KW  - Development
KW  - Research
KW  - Research and development
UR  - https://trid.trb.org/view/24603
ER  - 

TY  - RPRT
AN  - 00073834
AU  - Federal Aviation Administration
TI  - PLANNING THE METROPOLITAN AIRPORT SYSTEM
PY  - 1970/05
AB  - The metropolitan airport system plan is a representation of the aviation facilities required to meet the immediate and future air transportation needs of the metropolitan area. It recommends the general location for and characteristics of new airports and the nature of expansion for existing ones. The metropolitan airport system planning process involves the preparation of both broad and specific policies, plans, and programs needed to establish a viable, integrated network of airports at the metropolitan level.
KW  - Airport forecasts
KW  - Airport planning
KW  - Airports
KW  - Forecasting
KW  - Land use planning
UR  - https://trid.trb.org/view/24546
ER  - 

TY  - JOUR
AN  - 00155599
JO  - ITA Bulletin
PB  - Institut du Transport Aerien
AU  - Institut du Transport Aerien
TI  - PARALLEL RUNWAYS TO BEAT AIRPORT CONGESTION
PY  - 1970/03
SP  - p. 241-244
AB  - Parallel runways make it possible to increase the airport's capacity and reduce delays to a greater extent than divergent or intersecting runways.  The various possible configurations for parrallel runways are tabulated together with data relating to their respective capacity compared with those of intersecting or divergent runways.  A minimum spacing of 5,000 ft. between runways is essential.  This spacing makes possible simultaneous ILS approaches, thus giving the parallel runway system true double capacity.
KW  - Airport capacity
KW  - Airport runways
KW  - Instrument landing systems
KW  - Runway spacing
KW  - Spacing
UR  - https://trid.trb.org/view/52602
ER  - 

TY  - RPRT
AN  - 00061108
AU  - Federal Aviation Administration
TI  - NORTHEAST CORRIDOR AIR TRAFFIC AND HIGH SPEED GROUND TRANSPORTATION
PY  - 1970/03
SP  - 38 p.
AB  - The report reviews the high-speed ground transportation program of the Department of Transportation and studies the impact high-speed rail passenger service may have on air traffic in this critical, congested area of the United States known as the Northeast Corridor.  (Author)
KW  - Air traffic
KW  - Air transportation
KW  - Civil aviation
KW  - Economic impacts
KW  - Economics
KW  - Forecasting
KW  - High speed ground transportation
KW  - High speed rail
KW  - Impacts
KW  - Metroliner (Express train)
KW  - Northeast Corridor
KW  - Northeastern United States
KW  - Passenger service
KW  - Passenger vehicles
KW  - Passengers
KW  - Pricing
KW  - Railroads
KW  - Short takeoff
KW  - Socioeconomic factors
KW  - Statistics
KW  - STOL aircraft
KW  - Takeoff
KW  - Transportation
KW  - United States
UR  - https://trid.trb.org/view/17689
ER  - 

TY  - RPRT
AN  - 00155610
AU  - Goodfriend (LS) and Associates
TI  - NOISE-REDUCING CONSTRUCTIONS AND COST ESTIMATING IN HIGH NOISE AREAS
PY  - 1970/02
SP  - 61 p.
AB  - The 1975 Noise Exposure Forecasts (NEF's) Base Line and Quiet Engine Contour maps were examined to obtain octave-band sound-pressure levels on the NEF-30 and -40 contours from which noise reducing structures and cost estimates were developed for existing and new buildings in the B and C zones.  The process of computing the sound-pressure levels existing at approximately ground level at one mile intervals (the distance selected to provide sufficient sound-level difference) on the NEF-30 and -40 contours is discussed.  The computed maximum octave-band sound-pressure levels on the NEF B and C contours were selected along with suitable interior noise design goals to determine the appropriate sound reducing constructions for various existing and new buildings types in the B and C zones.  In addition, cost estimates were derived for these sound reducing constructions and the cost estimates are discussed and the results summarized.  Recommendations for reducing the intruding aircraft noise levels by a system of electronically introducing a suitable interior background noise in the various building types are discussed. Respective cost estimates in incremental cost per square foot are also given for comparison of cost per square foot sound reducing constructions with cost per square foot of an electronic masking system.
KW  - Aircraft noise
KW  - Airport noise
KW  - Construction
KW  - Cost estimating
KW  - Effective sound pressure
KW  - Environmental impact analysis
KW  - Environmental impacts
KW  - Estimates
KW  - Noise
KW  - Noise contours
KW  - Noise control
KW  - Noise exposure
KW  - Noise reduction
KW  - Sound level
UR  - https://trid.trb.org/view/49309
ER  - 

TY  - JOUR
AN  - 00155600
JO  - AIRPORT SERVICES MANAGEMENT
AU  - MARTIN, F F
AU  - Lakewood Publications
TI  - CURRENT PROBLEMS RELATED TO AIRPORT FINANCING
PY  - 1970/01
VL  - 10
IS  - 1
SP  - p. 32-36
AB  - Problems related to airport management's ability to obtain money to finance physical facilities to accommodate the rapid growth in air transportation are discussed.  The lack of market for good quality bonds because of interest rate limitations by governing bodies is considered, as well as the situation with municipal bond prices, and the short-term money market for interim financing.  The advantages of the latter approach seems now to be outweighed by the risk of the bond market continuing to decline.  Possible changes in the existing tax-exemption of interest derived from state and municipal obligations are discussed and comments are made on the tax-exempt status of airport bonds.  The development of airport authorities is noted, and non-profit corporations are considered as a practical approach to financing.
KW  - Airport operations
KW  - Airports
KW  - Bonds
KW  - Finance
KW  - Financing
KW  - Prices
KW  - Taxes
UR  - https://trid.trb.org/view/52603
ER  - 

TY  - RPRT
AN  - 00074050
AU  - Redlich, R W
AU  - MCFARLAND, R H
AU  - Gorman, J T
AU  - Federal Aviation Administration
TI  - INSTRUMENT LANDING SYSTEM IMPROVEMENT PROGRAM
PY  - 1970/01
AB  - Two new analog-type monitors have been designed,  built and tested for the purpose of providing a reliable, and accurate representation of the ILS localizer signal as seen by an aircraft flying on an approach. This annual progress report also contains discussions of other work performed to  provide for improvement in the operation of the present instrument landing system.
KW  - Analog computers
KW  - Analog systems
KW  - Approach
KW  - Instrument landing systems
UR  - https://trid.trb.org/view/24595
ER  - 

TY  - RPRT
AN  - 00073860
AU  - Yance, J V
AU  - Federal Aviation Administration
TI  - THE DEMAND FOR USE OF WASHINGTON NATIONAL AIRPORT
PY  - 1970/01
SP  - 22 p.
AB  - This analysis is part of a study to explore the use of a pricing system to reduce congestion at airports. It is clear that there is considerable excess demand for the use of National Airport.  The question we attempt to answer here is, how much would airlines be willing ot pay for additional slots.  First the study attempts to estimate the difference in average profit per flight of operating from Washington National vs. operating from Friendship, to each of a set of cities served from both airports.  Using data collected in a CAB survey conducted in November, 1967, we calculate for each market the difference in average revenue per flight from National and from Friendship and the difference in average operating cost per flight, obtaining from these the average profit advantage per flight at DCA.
KW  - Airport capacity
KW  - Airport congestion
KW  - Airspace capacity
KW  - Baltimore Washington International Airport
KW  - Demand
KW  - Operating costs
KW  - Prices
KW  - Profits
KW  - Revenues
KW  - Ronald Reagan Washington National Airport
KW  - Traffic congestion
KW  - Washington Dulles International Airport
UR  - https://trid.trb.org/view/21046
ER  - 

TY  - RPRT
AN  - 01512969
AU  - United States Federal Aviation Administration
TI  - Palmdale International Airport (proposed), Palmdale : environmental impact statement
PY  - 1970///v. held: Findings of the Secretary of Transportation on environmental impact B1 (2 pts, pt. 1 fol); Proposal for planning grant for area surrounding new intercontinental jet airport B2.
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1297293
ER  - 

TY  - RPRT
AN  - 01454866
AU  - Federal Aviation Administration
TI  - Silver Eagle: the Master of the Skies (Video)
PY  - 1970
AB  - This video uses nostalgia and good humor to remind general aviation pilots of the importance of good aeromedical habits. It shows a pilot who envisions himself as having extraordinary judgment and flying prowess, but like many pilots, he occasionally overestimates his own capabilities. It discusses the adverse effects of alcohol, medicine, stress, and fatigue and emphasizes the importance of good vision, hearing, coordination, and judgment.
KW  - Air pilots
KW  - Alcohol effects
KW  - Aviation medicine
KW  - Aviation safety
KW  - Fatigue (Physiological condition)
KW  - Health
KW  - Stress (Psychology)
UR  - https://trid.trb.org/view/1223291
ER  - 

TY  - RPRT
AN  - 01454650
AU  - Federal Aviation Administration
TI  - Medical Facts for Pilots (Video)
PY  - 1970
AB  - This video provides beginning pilots with facts concerning some of the fundamental physical, physiological, and psychological limitations in flight. It discusses such aeromedical factors as disorientation, the effect of alcohol, oxygen requirements, and pilot vision.
KW  - Air pilots
KW  - Alcohol effects
KW  - Aviation medicine
KW  - Aviation safety
KW  - Disorientation
KW  - Oxygen
KW  - Vision
UR  - https://trid.trb.org/view/1223282
ER  - 

TY  - RPRT
AN  - 01454098
AU  - Federal Aviation Administration
TI  - Caution - Wake Turbulence (Video)
PY  - 1970
AB  - The video illustrates the phenomenon of wing tip vortices, how they are generated, what generates them, their effects on light aircraft, and suggests pilot actions on how best to avoid them.
KW  - Aviation safety
KW  - Small aircraft
KW  - Turbulence
KW  - Wakes
UR  - https://trid.trb.org/view/1222783
ER  - 

TY  - RPRT
AN  - 01074374
AU  - Federal Aviation Administration
TI  - Lexington industrial (municipal) airport, Lexington : environmental impact statement
PY  - 1970///Volumes held: Final(microfiche)
KW  - Environmental impact statements
KW  - Mississippi
UR  - https://trid.trb.org/view/833768
ER  - 

TY  - RPRT
AN  - 00888525
AU  - Gerathewohl, Siegfried J
AU  - MORRIS, EVERETT W
AU  - SIRKIS, JOSEPH A
AU  - Federal Aviation Administration
AU  - AM;
TI  - ANTICOLLISION LIGHTS FOR THE SUPERSONIC TRANSPORT (SST).
PY  - 1970
IS  - 70-9
AB  - No abstract provided.
KW  - Aeronautics
KW  - Airplanes
KW  - Lighting
KW  - Supersonic transport planes
UR  - https://trid.trb.org/view/579628
ER  - 

TY  - RPRT
AN  - 00888560
AU  - Federal Aviation Administration
TI  - INDEX TO FAA OFFICE OF AVIATION MEDICINE REPORTS, 1961 THROUGH 1969..
PY  - 1970
AB  - No abstract provided.
KW  - Aviation medicine
UR  - https://trid.trb.org/view/579645
ER  - 

TY  - RPRT
AN  - 00888544
AU  - LEWIS, MARK F
AU  - MERTENS, HENRY W
AU  - Federal Aviation Administration
TI  - TWO-FLASH THRESHOLDS AS A FUNCTION OF COMPARISON STIMULUS DURATION.
PY  - 1970
AB  - No abstract provided.
KW  - Airplanes
KW  - Lighting
UR  - https://trid.trb.org/view/579635
ER  - 

TY  - RPRT
AN  - 00888555
AU  - DRUCKENBROD, WILLIAM F
AU  - HUSTVELDT, ERLING H
AU  - STREET, WILLIAM G
AU  - National Technical Information Service
AU  - Federal Aviation Administration
TI  - ESTIMATED TRENDS IN UNIT COST OF GOVERNMENT PROGRAMS IN SUPPORT OF AIR AND HIGHWAY TRAVEL.
PY  - 1970
AB  - No abstract provided.
KW  - Air transportation
KW  - Federal aid
KW  - Highway transportation
KW  - Transportation
KW  - United States
UR  - https://trid.trb.org/view/579641
ER  - 

TY  - RPRT
AN  - 00888539
AU  - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT
TI  - ECONOMIC IMPACT OF IMPLEMENTING ACOUSTICALLY TREATED NACELLE AND DUCT CONFIGURATIONS APPLICABLE TO LOW BYPASS TURBOFAN ENGINES: FINAL REPORT.
PY  - 1970
AB  - No abstract provided.
KW  - Airplanes
KW  - Costs
KW  - Economic factors
KW  - Economic impacts
KW  - Nacelles
KW  - United States
UR  - https://trid.trb.org/view/579630
ER  - 

TY  - RPRT
AN  - 00888559
AU  - Mohler, Stanley R
AU  - Federal Aviation Administration
TI  - PHYSIOLOGICALLY TOLERABLE DECOMPRESSION PROFILES FOR SUPERSONIC TRANSPORT TYPE CERTIFICATION.
PY  - 1970
AB  - No abstract provided.
KW  - Atmospheric pressure
KW  - Certification
KW  - Physiological aspects
KW  - Physiological effect
KW  - Supersonic transport planes
UR  - https://trid.trb.org/view/579644
ER  - 

TY  - RPRT
AN  - 00888006
AU  - DINERMAN, BERNHART V
AU  - Federal Aviation Administration
TI  - EVALUATION OF AREA NAVIGATION IN THE NORTHEAST CORRIDOR: FINAL REPORT.
PY  - 1970
AB  - No abstract provided.
KW  - Air traffic control
KW  - Aircraft pilotage
KW  - Airports
KW  - Northeastern United States
UR  - https://trid.trb.org/view/579508
ER  - 

TY  - RPRT
AN  - 00887303
AU  - HORONJEFF, RICHARD D
AU  - PAUL, ALLAN
AU  - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT
TI  - A DIGITAL COMPUTER PROGRAM FOR COMPUTATION OF NOISE EXPOSURE FORECAST CONTOURS: FINAL REPORT.
PY  - 1970
AB  - No abstract provided.
KW  - Airplanes
KW  - Computer programs
KW  - Forecasting
KW  - Simulation
UR  - https://trid.trb.org/view/579328
ER  - 

TY  - RPRT
AN  - 00839054
AU  - Garner, J D
AU  - BLETHROW, JOHN G
AU  - Federal Aviation Administration
TI  - EVACUATION TESTS FROM AN SST MOCK-UP.
PY  - 1970
AB  - No abstract provided.
KW  - Safety
KW  - Supersonic transport planes
UR  - https://trid.trb.org/view/531942
ER  - 

TY  - RPRT
AN  - 00839055
AU  - LATEGOLA, MICHAEL T
AU  - Federal Aviation Administration
TI  - COMPARISON OF STATUS VARIABLES AMONG ACCIDENT AND NON-ACCIDENT AIRMEN FROM THE ACTIVE AIRMAN POPULATION.
PY  - 1970
AB  - No abstract provided.
KW  - Air pilots
KW  - Psychology
UR  - https://trid.trb.org/view/531943
ER  - 

TY  - RPRT
AN  - 00839053
AU  - MCFADDEN, ERNEST B
AU  - SMITH, ROGER C
AU  - Federal Aviation Administration
TI  - PROTECTIVE SMOKE HOOD STUDIES.
PY  - 1970
AB  - No abstract provided.
KW  - Airplanes
KW  - Oxygen equipment
UR  - https://trid.trb.org/view/531941
ER  - 

TY  - RPRT
AN  - 00155607
AU  - Cleary, Gottlieb, Sten & Hamilton
TI  - CERTAIN LEGAL ASPECTS OF REQUIRED SOUNDPROOFING IN HIGH NOISE AREAS NEAR JOHN F. KENNEDY INTERNATIONAL AIRPORT IN NEW YORK
PY  - 1970
SP  - 132 p.
AB  - The compulsory soundproofing proposals with respect to new and existing structures.  This study is made primarily in light of Federal and New York state constitutional provisions and certain state and local legislation.  The authors conclude that the principal constitutional problems are the scope of the police and spending powers; that extensive compulsory soundproofing requirements, at least in the highest noise areas, affecting such new privately-owned structures as multiple dwellings, schools and hospitals and perhaps private residences, are likely to be upheld, assuming that in other respects the requirements are reasonably drafted; but that such requirements for existing privately-owned structures would be of dubious validity, except perhaps for multiple dwellings, schools and hospitals.  The authors conclude that such requirements could be enacted either by the affected municipalities, if state enabling legislation were made adequate, or by the state legislature in mandatory or optional form; but that at JFK state legislation would appear more promising. Soundproofing of publicly-owned structures and the requirement of soundproofing near airports by the Federal government itself present different problems which are not within the scope of this study and are only mentioned in passing.
KW  - Airport noise
KW  - Damping (Engineering)
KW  - Environmental impact analysis
KW  - Environmental impacts
KW  - Federal government
KW  - Hospitals
KW  - Housings
KW  - John F. Kennedy International Airport
KW  - Legal factors
KW  - Requirement
KW  - Schools
KW  - Specifications
KW  - State laws
UR  - https://trid.trb.org/view/49306
ER  - 

TY  - RPRT
AN  - 00155608
AU  - Tri-State Transportation Commission
TI  - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY; JOHN F. KENNEDY INTERNATIONAL AIRPORT, NEW YORK
PY  - 1970
SP  - 124 p.
AB  - The Tro-State Transportation Commission, under contract to the U.S. Department of Housing and Urban Development (HUD), has prepared this report as part of the Metropolitan Aircraft Noise Abatement Policy Studies (MANAPS) at four airports in different cities.  This report considers alternative measures, or combinations of measures, to provide relief from aircraft noise in affected communities around John F. Kennedy International Airport, and offers recommendations for reducing aircraft-noise problems.  The Commission studied present land use, local development policies and codes, sound insulations of structures, redevelopment, future land-use alternatives, legal aspects and airport operations.  Alternative methods of reducing noise at the source were furnished by the Federal Aviation Administration (FAA), U.S. Department of Transportation (DOT).  Costs are estimated for the alternative procedures considered.
KW  - Aircraft noise
KW  - Airport noise
KW  - Airport operations
KW  - Environmental impact analysis
KW  - Environmental impacts
KW  - John F. Kennedy International Airport
KW  - Land use
KW  - Legal factors
KW  - Metropolitan areas
KW  - Noise control
KW  - Noise reduction
KW  - Policy
UR  - https://trid.trb.org/view/49307
ER  - 

TY  - RPRT
AN  - 00073002
AU  - Federal Aviation Administration
TI  - OFFSHORE AIRPORT PLANNING
PY  - 1969/08
AB  - This document provides planning guidance to interested planners concerned with development of   airports in offshore marine environments.  Basic planning factors are established and site evaluation methodology is suggested. Also provided are parameters to determine desirability of an offshore location and the types of construction and methods of access that may be used.
KW  - Airport construction
KW  - Airport planning
KW  - Airports
KW  - Construction
KW  - Offshore airports
UR  - https://trid.trb.org/view/24448
ER  - 

TY  - RPRT
AN  - 00073001
AU  - Federal Aviation Administration
TI  - EVALUATION OF CONSTRUCTION METHODS FOR OFFSHORE AIRPORTS
PY  - 1969/08
AB  - This report presents a narrative summary and evaluations of existing and proposed offshore airports and related construction.  Ranges of unit costs for construction of an offshore site, by   the various construction methods, are compared.  Methods of access are discussed, as well as unit costs for various access systems. On the basis of the studies and evaluations performed, it is concluded that the offshore airport is generally technically feasible but will normally cost more to construct than an onshore alternative.
KW  - Airport construction
KW  - Airports
KW  - Construction
KW  - Construction management
KW  - Design
KW  - Offshore airports
UR  - https://trid.trb.org/view/24447
ER  - 

TY  - RPRT
AN  - 00146815
AU  - O'Brien, P J
AU  - BUSCH, A C
AU  - National Aviation Facilities Experimental Center
TI  - EFFECTS OF SELECTIVE SYSTEM PARAMETERS ON COMMUNICATIONS INTELLIGIBILITY
PY  - 1969/03
SP  - 64 p.
AB  - The communications frequency study was made to facilitate spectrum planning by FAA Frequency Management personnel. The study relates communications intelligibility to frequency channel spacing, bandwidth, modulation type, and signal-to-interference ratio. The overall approach was to conduct talker/listener intelligibility tests, voice communications equipment tests, and digital communications equipment tests. The test procedure subjected the Speech Communications Index Meter (SCIM) simulated speech signals, the Air Traffic Control (ATC) messages, and the Modified Rhyme Tests (MRTs) to specific levels of interference. The SCIM signal was first applied to the SCIM analyzer for computation and display of articulation index (AI). The ATC messages and MRTs were then recorded at the configuration which produced these discrete values of AIs. These recordings were subsequently used to perform subjective intelligibility testing. Talker/listener intelligibility tests were conducted to determine the particular values of AI required for communications links within the ATC system using both ATC and MRT vocabularies. Voice and digital communications tests were conducted to obtain data pertaining to channel assignments for various configurations of conventional and proposed operational modes.
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Articulation index
KW  - Bandwidth
KW  - Civil aviation
KW  - Communication systems
KW  - Computer programming
KW  - Data communications
KW  - Definitions
KW  - Digital computers
KW  - Digital systems
KW  - Frequency (Electromagnetism)
KW  - Frequency allocation
KW  - Hearings
KW  - Intelligibility
KW  - Legibility
KW  - Management
KW  - Management planning and control
KW  - Modulation
KW  - Modulation (Communications)
KW  - Performance (Human)
KW  - Personnel performance
KW  - Physical distribution
KW  - Planning
KW  - Radio
KW  - Separation
KW  - Signal to noise ratio
KW  - Simulation
KW  - Speech
KW  - Speech transmission
KW  - Test procedures
KW  - Vocabulary
KW  - Voice communication
KW  - Voice frequency
UR  - https://trid.trb.org/view/63569
ER  - 

TY  - RPRT
AN  - 00911517
AU  - MAXWELL, JEWELL CLINTON
AU  - THOMAS, D D
AU  - Federal Aviation Administration
TI  - MEMORANDA FOR GENERAL MAXWELL AND D.D. THOMAS CONCERNING THE SST PROGRAM..
T2  - MEMORANDA FOR GENERAL MAXWELL AND D.D. THOMAS CONCERNING THE SUPERSONIC TRANSPORT PROGRAM
PY  - 1969
AB  - No abstract provided.
KW  - Supersonic transport planes
KW  - United States
UR  - https://trid.trb.org/view/585346
ER  - 

TY  - RPRT
AN  - 00888541
AU  - SULZER, RICHARD L
AU  - PAPROCKI, THOMAS H
AU  - Federal Aviation Administration
TI  - FLIGHT TEST AND EVALUATION OF HELIPORT LIGHTING FOR VFR.
PY  - 1969
AB  - No abstract provided.
KW  - Airplanes
KW  - Airport runways
KW  - Heliports
KW  - Landing aids
UR  - https://trid.trb.org/view/579632
ER  - 

TY  - RPRT
AN  - 00888543
AU  - KILPATRICK, GEORGE A
AU  - Federal Aviation Administration
AU  - FAA-RD REPORT;
AU  - DEPT. OF TRANSPORTATION.
TI  - ENVIRONMENTAL EFFECTS ON AIRPORT PAVEMENT GROOVE PATTERNS.
PY  - 1969
IS  - NO. 69-37
AB  - No abstract provided.
KW  - Airport runways
KW  - Design
KW  - Pavements
KW  - Testing
UR  - https://trid.trb.org/view/579634
ER  - 

TY  - RPRT
AN  - 00888007
AU  - PHILLIPS, CECIL B
AU  - Federal Aviation Administration
TI  - RETRO-REFLECTIVE MARKERS AS TAXIWAY VISUAL AIDS: INTERIM REPORT.
PY  - 1969
AB  - No abstract provided.
KW  - Airport runways
KW  - Airports
KW  - Landing aids
KW  - Reflectorized materials
UR  - https://trid.trb.org/view/579509
ER  - 

TY  - RPRT
AN  - 00887944
AU  - WEINSTEIN, BERNARD
AU  - Federal Aviation Administration
TI  - TEST AND EVALUATE RUNWAY ALIGNMENT INDICATOR LIGHT (RAIL) FOR ASPPROACH GUIDANCE: FINAL REPORT.
PY  - 1969
AB  - No abstract provided.
KW  - Airplanes
KW  - Airport runways
KW  - Airports
KW  - Landing aids
UR  - https://trid.trb.org/view/579499
ER  - 

TY  - RPRT
AN  - 00839271
AU  - BUCKLEY, EDWARD P
AU  - Federal Aviation Administration
TI  - A COMPARATIVE ANALYSIS OF INDIVIDUAL AND SYSTEM PERFORMANCE INDICES FOR THE AIR TRAFFIC CONTROL SYSTEM.
PY  - 1969
AB  - No abstract provided.
KW  - Air traffic control
KW  - Evaluation
UR  - https://trid.trb.org/view/532035
ER  - 

TY  - RPRT
AN  - 00839269
AU  - SNYDER, RICHARD G
AU  - YOUNG, JOSEPH W
AU  - SNOW, CLYDE C
AU  - Federal Aviation Administration
TI  - EXPERIMENTAL IMPACT PROTECTION WITH ADVANCED RESTRAINT SYSTEMS: PRELIMINARY PRIMATE TESTS WITH AIR BAG AND INERTIA REEL/INVERTED-Y YOKE TORSO HARNESS.
PY  - 1969
AB  - No abstract provided.
KW  - Aeronautics
KW  - Airplanes
KW  - Safety harness (Aeronautics)
KW  - Shoulder harnesses
UR  - https://trid.trb.org/view/532033
ER  - 

TY  - RPRT
AN  - 01454141
AU  - Federal Aviation Administration
AU  - Flying W Productions, Inc.
TI  - All It Takes Is Once (Video)
PY  - 1968
AB  - This video depicts the serious flight hazard of mental distraction, and shows how pilots can be distracted in flight by preoccupation with personal problems. Five psychological problems frequently encountered by general aviation pilots are presented.
KW  - Aviation safety
KW  - Distraction
KW  - General aviation pilots
KW  - Stress (Psychology)
UR  - http://archive.org/details/gov.ntis.ava05441vnb1
UR  - https://trid.trb.org/view/1222781
ER  - 

TY  - RPRT
AN  - 00911384
AU  - Federal Aviation Administration
TI  - REGISTERED GENERAL AVIATION AIRCRAFT BY COMMUNITY SIZE, 1963-1968..
PY  - 1968
AB  - No abstract provided.
KW  - Airplanes
KW  - Motor vehicles
KW  - Private aircraft
KW  - Registration
KW  - Statistics
KW  - United States
UR  - https://trid.trb.org/view/585311
ER  - 

TY  - RPRT
AN  - 00888538
AU  - SPERRY, WILLIAM C
AU  - FEDERAL AVIATION ADMINISTRATION, OFFICE OF NOISE ABATEMENT
TI  - AIRCRAFT NOISE EVALUATION: TECHNICAL REPORT.
PY  - 1968
AB  - No abstract provided.
KW  - Airplanes
KW  - Evaluation
UR  - https://trid.trb.org/view/579629
ER  - 

TY  - RPRT
AN  - 00887992
AU  - HIERING, WILLIAM A
AU  - GRISEL, CHARLES R
AU  - Federal Aviation Administration
TI  - FRICTION EFFECTS OF RUNWAY GROOVES, RUNWAY 18-36, WASHINGTON NATIONAL AIRPORT: FINAL REPORT.
PY  - 1968
AB  - No abstract provided.
KW  - Airport runways
KW  - Asphalt concrete pavements
KW  - Design
KW  - Evaluation
KW  - Pavements
KW  - Skid resistance
KW  - Testing
KW  - Washington Metropolitan Area
UR  - https://trid.trb.org/view/579505
ER  - 

TY  - RPRT
AN  - 00887987
AU  - ROSSITER, SIDNEY B
AU  - Federal Aviation Administration
TI  - GRAPHIC SIMULATION STUDY OF SITES FOR A THIRD CHICAGO METROPOLITAN AIRPORT.
PY  - 1968
AB  - No abstract provided.
KW  - Airports
KW  - Chicago Metropolitan Area
KW  - Location
KW  - Planning
UR  - https://trid.trb.org/view/579502
ER  - 

TY  - RPRT
AN  - 00564133
AU  - BULFORD, D E
AU  - Federal Aviation Administration
TI  - COLLISION AVOIDANCE;: A BIBLIOGRAPHY, 1955-SEPTEMBER 1968
PY  - 1968
SP  - 166 p.
AB  - No abstract provided.
KW  - Aeronautics
KW  - Airplanes
KW  - Bibliographies
KW  - Crash avoidance systems
KW  - Safety
UR  - https://trid.trb.org/view/324851
ER  - 

TY  - RPRT
AN  - 00427741
AU  - Mohler, S R
AU  - Federal Aviation Administration
TI  - AIRCRAFT ACCIDENTS BY OLDER PERSONS
PY  - 1967/10
SP  - 5 p.
AB  - No abstract provided.
KW  - Aeronautics
KW  - Aged
KW  - Air pilots
KW  - Crashes
KW  - Health
KW  - Physical condition
KW  - United States
UR  - https://trid.trb.org/view/240814
ER  - 

TY  - RPRT
AN  - 00073831
AU  - Federal Aviation Administration
TI  - AVIATION DEMAND AND AIRPORT FACILITY REQUIREMENT FORECASTS FOR LARGE AIR TRANSPORTATION HUBS THROUGH 1980
PY  - 1967/08
AB  - This report presents forecasts of long-range airport aviation demand and selected airport facility requirements at the Nation's large air transportation hubs as developed by the FAA's Airports Service. The forecasts are designed for use in advance planning of the physical, as well as financial, airport facility development required to meet the air transportation needs of 1980.
KW  - Airport forecasts
KW  - Airports
KW  - Demand
KW  - Economic forecasting
KW  - Forecasting
UR  - https://trid.trb.org/view/24544
ER  - 

TY  - RPRT
AN  - 01359637
AU  - Collins, William E
AU  - Guedry, Fred E
AU  - Federal Aviation Administration
TI  - Adaptation to Vestibular Disorientation V. Eye-Movement and Subjective Turning Responses to Two Durations of Angular Acceleration
PY  - 1967/05
SP  - 16p
AB  - During prolonged angular acceleration, inertial torque defects the capula but the deflection is eventually balanced, primarily by the capula’s elastic restorative force.  Assuming that cupula displacement from its position of static equilibrium controls the magnitude of vestibular reactions, a prolonged angular acceleration should, according to the Torsion-Pendulum theory yield an increasing response for about 20-30 seconds; this response level should be maintained without decline as long as the angular acceleration continues. Several authors have reported that the subjective velocity rises and declines during prolonged angular acceleration, contrary to theoretical expectations. It has been shown that the temporal period required for the subjective reaction to peak (and then decline) was about constant at 27 seconds for angular accelerations ranging in magnitude from 0.5 to 2°/sec². Subsequent experiments showed this is true for stimuli up to 4°/sec². The experiments in this paper seek to compare cat and man in regard to several characteristics of nystagmic response elicited by two durations of a 4°/sec² angular acceleration.
KW  - Angular acceleration
KW  - Experiments
KW  - Eye movements
KW  - Spatial disorientation
KW  - Torsion tests
KW  - Vestibular response
UR  - http://ntl.bts.gov/lib/42000/42800/42887/AM67-06.pdf
UR  - https://trid.trb.org/view/1125662
ER  - 

TY  - RPRT
AN  - 00073110
AU  - O'Liddy, G E
AU  - Federal Aviation Administration
TI  - COST/BENEFIT ANALYSIS OF SHORT TAKEOFF AND LANDING (STOL) AND VERTICAL TAKEOFF AND LANDING (VTOL) AIR TRANSPORTATION FOR THE UNITED STATES
PY  - 1967/01/20
AB  - The availability of public transportation to meet the needs of a growing population has been, and will continue to be, a major factor in the economic development of the country. One of the responsibilities of the Federal Aviation Agency is to identify the role of civil aviation in meeting the nation's transportation requirements--in part with respect to the use of Short Take Off and Landing (STOL) and Vertical Take Off and Landing V/TOL aircraft.  The use of STOL and VTOL aircraft could involve the introduction  of a completely new high density mass transportation system in the 1970's. The Contractor's analytical effort hereunder shall be directed toward the evaluation of the utility of introducing STOL and VTOL air transport systems beginning in the middle 1970's.
KW  - Benefit cost analysis
KW  - Demand
KW  - Economic forecasting
KW  - Short takeoff aircraft
KW  - STOL aircraft
KW  - VTOL aircraft
UR  - https://trid.trb.org/view/24466
ER  - 

TY  - RPRT
AN  - 00888405
AU  - BALZO, JOSEPH M DEL
AU  - Federal Aviation Administration
TI  - ECONOMIC AND TECHNICAL FEASIBILITY ANALYSIS OF ESTABLISHING AN ALL WEATHER V/STOL TRANSPORTATION SYSTEM: A THESIS.
PY  - 1967
AB  - No abstract provided.
KW  - Air transportation
KW  - United States
KW  - VTOL aircraft
UR  - https://trid.trb.org/view/579595
ER  - 

TY  - RPRT
AN  - 00888008
AU  - MARSCHALL, FRED
AU  - Federal Aviation Administration
TI  - RADIOACTIVE TAXI GUIDANCE TEST CATEGORY III GROUND GUIDANCE EQUIPMENT: FINAL REPORT.
PY  - 1967
AB  - No abstract provided.
KW  - Airplanes
KW  - Airport runways
KW  - Airports
KW  - Landing aids
KW  - Road markings
KW  - Transportation markings
UR  - https://trid.trb.org/view/579510
ER  - 

TY  - RPRT
AN  - 00825720
AU  - Federal Aviation Administration
TI  - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT..
PY  - 1967
AB  - No abstract provided.
KW  - Airports
KW  - Periodicals
KW  - United States
UR  - https://trid.trb.org/view/515904
ER  - 

TY  - RPRT
AN  - 00564125
AU  - COBB, B B
AU  - Federal Aviation Administration
TI  - THE RELATIONSHIPS BETWEEN CHRONOLOGICAL AGE, LENGTH OF EXPERIENCE, AND JOB PERFORMANCE RATINGS OF AIR ROUTE TRAFFIC CONTROL SPECIALISTS
PY  - 1967
SP  - 9 p.
AB  - No abstract provided.
KW  - Air traffic controllers
KW  - Evaluation and assessment
UR  - https://trid.trb.org/view/324845
ER  - 

TY  - RPRT
AN  - 00073599
AU  - Federal Aviation Administration
TI  - NEW APPROACH TO AIR SAFETY STATISTICS
PY  - 1966/11
AB  - It is our purpose here to show that any single number, no matter upon what basis computed, is logically insufficient for an adequate analysis of air safety; a meaningfuel aand revealing evaluation requires at least three independent rates.
KW  - Air transportation crashes
KW  - Airlines
KW  - Crash data
KW  - Crash investigation
KW  - Crashes
KW  - Statistics
UR  - https://trid.trb.org/view/24503
ER  - 

TY  - RPRT
AN  - 00239078
AU  - Annus, L K
AU  - Federal Aviation Administration
TI  - ACCESS TO AIRPORTS
PY  - 1966/08
AB  - THIS BIBLIOGRAPHY IS A PARTIALLY ANNOTATED COMPILATION OF SELECTED REFERENCES FROM 1963 TO DATE.  IT IS DIVIDED INTO SECTIONS ON AIR TRANSPORTATION, MOTOR TRANSPORTATION, RAIL TRANSPORTATION AND WATER TRANSPORTATION.
KW  - Access
KW  - Air transportation
KW  - Airports
KW  - Bibliographies
KW  - Highway transportation
KW  - Railroad transportation
KW  - Water transportation
UR  - https://trid.trb.org/view/131153
ER  - 

TY  - RPRT
AN  - 00073102
AU  - Federal Aviation Administration
AU  - McDonnell Aircraft Corporation
TI  - TECHNICAL AND ECONOMIC EVALUATION OF AIRCRAFT FOR INTERCITY SHORT-HAUL TRANSPORTATION - VOL. II
PY  - 1966/04
AB  - This report evaluates the potential airline use of STOL/VTOL aircraft to serve intercity short haul travelers. The air travel market in the California Corridor (Between Los Angeles and San Diego on the south and Sacramento and San Francisco on the north) was used for the study but the results would be generally applicable to other areas. Based on 1970 technology, four STOL and VTOL aircraft configurations were designed as 60-, 90-, and 120-passenger transports and developed for lowest operating costs for a 500-mile stage length. A conventional jet transport was used as a base of reference and a conventional helicopter was included for comparison. The special STOL/VTOL airports were located for passenger convenience and acceptable noise levels for the surrounding areas. To evaluate STOL/VTOL economic viability, STOL and VTOL airline service was simulated in the California Corridor in 1975 and in 1980, and then compared  with the conventional jet simulation in those years. It was found that the time savings and convenience provided by either STOL or VTOL airline service would enable STOL or VTOL to capture a substantial share of the short-haul air travel market when combined in a system with conventioal jets, and would induce additional air travel. This system would give a satisfactory return on investment The report is in three volumes. Volume I is an executive summary containing introduction, conclusions, and the summary of method and results Volume II develops each step in the method, and lists results in greater detail. Vol. III contains appendices .
KW  - California
KW  - California corridor
KW  - Central business districts
KW  - Costs
KW  - Intercity transportation
KW  - Short haul
KW  - Short takeoff aircraft
KW  - STOL aircraft
KW  - Transportation corridors
KW  - VTOL aircraft
UR  - https://trid.trb.org/view/24463
ER  - 

TY  - RPRT
AN  - 01454099
AU  - Federal Aviation Administration
AU  - Flagg Films, Inc.
TI  - Density Altitude (Video)
PY  - 1966
AB  - This video follows a young married couple on a vacation flight from New Orleans to Lake Tahoe. In crossing the Rockies and the High Sierras, they learn the hard way about the effects of high altitude and temperature on light aircraft performance.
KW  - Aviation safety
KW  - Density altitude
KW  - High altitude
KW  - Small aircraft
KW  - Temperature
UR  - http://www.askacfi.com/1109/density-altitude.htm
UR  - http://www.youtube.com/watch?v=RZCb6nw_T4U
UR  - https://trid.trb.org/view/1222788
ER  - 

TY  - RPRT
AN  - 00911507
AU  - Federal Aviation Administration
TI  - GENERAL AVIATION OCCUPANT LOAD FACTOR: STAFF STUDY..
PY  - 1966
AB  - No abstract provided.
KW  - Air transportation
KW  - Local service airlines
KW  - Private flying
KW  - United States
UR  - https://trid.trb.org/view/585342
ER  - 

TY  - RPRT
AN  - 00860077
AU  - LEFKOWITZ, MATTHEW
AU  - SCHLATTER, ERNEST R
AU  - Federal Aviation Administration
TI  - AN ANALYSIS OF MODIFICATIONS TO RUNWAY VISUAL RANGE EQUIPMENT FOR LOW RVR VALUES: FINAL REPORT.
PY  - 1966
AB  - No abstract provided.
KW  - Airplanes
KW  - Airport runways
KW  - Landing aids
UR  - https://trid.trb.org/view/522988
ER  - 

TY  - RPRT
AN  - 00860076
AU  - GREEN, THOMAS H
AU  - Federal Aviation Administration
TI  - DISCUSSION OF THE UTILITY OF AVAILABLE TECHNIQUES FOR MEASURING AIRCRAFT NOISE AND PREDICTING COMMUNITY RESPONSE.
PY  - 1966
AB  - No abstract provided.
KW  - Airplanes
KW  - Airport noise
KW  - Measurement
KW  - Public opinion
UR  - https://trid.trb.org/view/522987
ER  - 

TY  - RPRT
AN  - 00859889
AU  - RWICHELL, N H
AU  - PHILLIPS, CECIL B
AU  - Federal Aviation Administration
TI  - TESTING OF REFLECTIVE MARKERS FOR INDICATING THE THRESHOLD AND CENTERLINE OF RUNWAYS FOR SMALL AIRPORTS: INTERIM REPORT.
PY  - 1966
AB  - No abstract provided.
KW  - Airport runways
KW  - Design
KW  - Landing aids
KW  - Reflectorized materials
KW  - Road markings
KW  - Testing
KW  - Transportation markings
UR  - https://trid.trb.org/view/522922
ER  - 

TY  - RPRT
AN  - 00839273
AU  - VON ROSENBERG, C W
AU  - KEEN, F R
AU  - MOHLER, STANLEY R
AU  - Federal Aviation Administration
TI  - THE "STALL BARRIER" AS A NEW PREVENTIVE IN GENERAL AVIATION ACCIDENTS.
PY  - 1966
AB  - No abstract provided.
KW  - Aerodynamic stability
KW  - Indicators (Instruments)
KW  - Private flying
KW  - Stall
KW  - Warning signals
UR  - https://trid.trb.org/view/532037
ER  - 

TY  - RPRT
AN  - 00401747
AU  - Federal Aviation Administration
TI  - REPORT OF THE CHAIRMAN, UNITED STATES DELEGATION TO THE INTERNATIONAL CONFERENCE ON THE REDUCTION OF NOISE AND DISTURBANCE CAUSED BY CIVIL AIRCRAFT
PY  - 1966
AB  - No abstract provided.
KW  - Airplanes
KW  - Conferences
KW  - Noise
UR  - https://trid.trb.org/view/216063
ER  - 

TY  - RPRT
AN  - 00073959
AU  - Federal Aviation Administration
TI  - POLICY STATEMENT OF THE FEDERAL AVIATION AGENCY
PY  - 1965/04
AB  - This statement of policy is intended to serve as a comprehensive and long-term guide for the Federal Aviation Agency in the accomplishment of its missions and in its relations with those it serves. It sets forth the basic principles which will guide the Agency in the conduct of its regulatory responsibilities and as builder and operator of a National Airspace System. With respect to regulatory principles, the policy statement affirms the Agency's obligation to regulate private conduct only to the extent required in the public interest; to recognize the right of the general public to be informed and to be heard; to place the regulatory hand evenly on persons similarly situated, while also recognizing differences in the rights and duties and operational requirements of the various segments of the aviation community; and to manage the airspace as a national resource in a manner which best serves the diverse requirements of military and civil users, and which also recognizes the interests of persons on the ground. With respect to the Agency's responsibility to build and operate a National Airspace System, the policy statement establishes the favorable balancing of benefit vs. cost as the basic test for Agency endeavor. It reiterates the Federal Government's policy of recovering through user charges Agency expenditures for activities which confer special benefits on identifiable individuals over and above benefits accruing to the public at large. Finally, the statement articulates the role of the Agency in promoting the development of civil aviation and providing essential defense services.
KW  - Government policies
KW  - National Airspace System
KW  - Policy
KW  - U.S. Federal Aviation Administration
UR  - https://trid.trb.org/view/24578
ER  - 

TY  - RPRT
AN  - 00181936
AU  - Grom, R V
AU  - Federal Aviation Administration
TI  - EXPERIMENTAL TESTING OF A SCINTILLATION DEVICE DESIGNED TO DETECT COBALT-60 IN SEEDED DETONATOR CAPS
PY  - 1965/03
SP  - 36 p.
AB  - Tests were conducted to determine the operating characteristics, capabilities, and limitations of a nuclear scintillation detection system developed by Catholic University of America for use in conjunction with the detection of Cobalt-60 in seeded explosive detonator caps. Results were generally favorable except for the inability of the device to detect rapidly moving sources and the relative ease with which a source might be shielded from the detector. (Author)
KW  - Attenuation
KW  - Bombs
KW  - Cobalt
KW  - Detectors
KW  - Detonation
KW  - Detonators
KW  - Radioisotopes
KW  - Scintillation counters
KW  - Shielding
KW  - Signals
UR  - https://trid.trb.org/view/75632
ER  - 

TY  - RPRT
AN  - 00074327
AU  - Waldo, R K
AU  - Tilton, P D
AU  - Federal Aviation Administration
TI  - AN ECONOMIC ANALYSIS OF COMMERCIAL VTOL AND STOL TRANSPORT AIRCRAFT
PY  - 1965/02
AB  - This report presents the results of Stanford Research Institute's economic analysis of commercial VTOL and STOL aircraft suitable for city-center service.  In this study, the design and performance requirements of of a commercially successful V/STOL aircraft are identified.  These are compared with the characteristics of V/STOL aircraft which may be available for service in 1975.  Based on this comparison, separate market estimates are provided for V/STOL aircraft meeting the specified requirements for those aircraft considered technically  feasible.  An analysis is then made of requirements for V/STOL ground facilities. Finally, an assessment is made of the national interest in commercial V/STOL development.
KW  - Economic analysis
KW  - Economic forecasting
KW  - Market research
KW  - Short takeoff aircraft
KW  - STOL aircraft
KW  - VTOL aircraft
UR  - https://trid.trb.org/view/24629
ER  - 

TY  - RPRT
AN  - 00073093
AU  - Federal Aviation Administration
AU  - McDonnell Aircraft Corporation
TI  - STOL-V/STOL CITY CENTER TRANSPORT AIRCRAFT STUDY
PY  - 1964/10/01
AB  - The objective of this report is to present the design, performance, weights, and direct operating costs of several STOL and V/STOL transport aircraft which could be made operational for passenger service between city centers in 1975. A number of STOL and V/STOL concepts were considered in the study.  From these, four concepts were selected for evaluation. Recurring and non-recurring costs are broken down into major units and assumptions are spelled out for determining the costs. Particular attention is given to adjusting Air Transport Association (ATA) methods of determining crew costs and maintenance to permit comparisons of direct operating costs(DOC) with existing airline operating costs.  DOC's are shown versus number of passengers for stage lengths of 50, 100, 200, 500, and 750 statute miles and for airplane buys of 50, 100 and 200 aircraft. Results of estimates of noise levels and noise profiles are shown for the four concepts with corrections in decibels for the various sizes of aircraft. The data contained in this report establish the STOL and V/STOL aircraft performance and direct operating costs necessary for Stanford Research Institute to complete an over-all economic feasibility study of city center-to-city center commercial operation in the 1975 time period.
KW  - Central business districts
KW  - Costs
KW  - Short haul
KW  - Short takeoff aircraft
KW  - STOL aircraft
KW  - VTOL aircraft
UR  - https://trid.trb.org/view/24461
ER  - 

TY  - RPRT
AN  - 00205319
AU  - Federal Aviation Administration
TI  - AIRPORT PAVING
PY  - 1964/06/10
AB  - THIS CIRCULAR GIVES AIRPORT PAVING GUIDANCE TO THE PUBLIC. THE PRINCIPLES DESCRIBED ARE ACCEPTABLE IN ACCOMPLISHING A PROJECT MEETING THE ELIGIBILITY REQUIREMENTS OF THE FEDERAL- AID AIRPORT PROGRAM. DATA ARE PROVIDED FOR THE DESIGN AND CONSTRUCTION OF PAVEMENTS AT CIVIL AIRPORTS, INCORPORATING THE INFORMATION CONTAINED IN AC 150/5320-8 AND IN AIRPORT PAVING 1956 /AND THE 1962 REPRINT/.  THE PRINCIPAL CHANGES LISTED ARE' A/ NEW DESIGN CURVES FOR AIRCRAFT WEIGHING LESS THAN 30,000 POUNDS, B/ THE PORTION DEALING WITH REINFORCED CONCRETE IS EXPANDED, AND C/ A REDUCTION IN PAVEMENT THICK- NESS IS RECOMMENDED WHEN CEMENT TREATED BASE COURSE IS USED.
KW  - Airport runways
KW  - Base course (Pavements)
KW  - Bituminous pavements
KW  - Cement treated bases
KW  - Cement treated soils
KW  - Design
KW  - Design criteria
KW  - Flexible pavements
KW  - Guides
KW  - Guides to information
KW  - Pavement design
KW  - Pavement thickness
KW  - Pavements
KW  - Paving
KW  - Portland cement concrete
KW  - Reinforced concrete pavements
KW  - Thickness
UR  - https://trid.trb.org/view/99331
ER  - 

TY  - RPRT
AN  - 00404224
AU  - ARAD, B
AU  - Federal Aviation Administration
TI  - NOTES ON THE MEASUREMENT OF CONTROL LOAD AND SECTOR DESIGN IN THE ENROUTE ENVIRONMENT
PY  - 1964/06
SP  - 162 p.
AB  - No abstract provided.
KW  - Air traffic control
KW  - United States
UR  - https://trid.trb.org/view/219472
ER  - 

TY  - RPRT
AN  - 00073740
AU  - Federal Aviation Administration
TI  - CLIMATIC STUDIES FOR PROPOSED LANDING SYSTEM FOR JOHN F. KENNEDY INTERNATIONAL AIRPORT
PY  - 1964/06
AB  - This report consists of 32 volumes of climatological data for 32 different major airports.  Ceiling, visibility, wind and weather information is grouped seasonally and  by various periods of the day.  Various weather categories are tabulated, in most cases from  10 years of data, to act as an aid in making decisions affecting the landing systems at these 32 air terminals.
KW  - Ceilings
KW  - John F. Kennedy International Airport
KW  - Meteorological data
KW  - Meteorological phenomena
KW  - Visibility
KW  - Weather forecasting
KW  - Wind
UR  - https://trid.trb.org/view/24526
ER  - 

TY  - RPRT
AN  - 00652760
AU  - Catalano, J
AU  - McKown, C
AU  - Federal Aviation Administration
TI  - A STUDY OF REQUIREMENTS FOR A PILOT WARNING INSTRUMENT FOR VISUAL AIRBORNE COLLISION AVOIDANCE
PY  - 1963/12
SP  - 113 p.
AB  - The utility of information which would be provided by operational Pilot Warning Instruments (PWI) was studied experimentally in terms of the effect of PWI upon each stage of pilot activity occurring when a pilot is confronted by and intruder, viz., detection of the intruder, evaluation of the intruder threat, and the resulting avoidance maneuver. It was found that PWI improved the probability of detecting intruder aircraft.  The extent of improvement was directly related to the amount of the information it provided. In addition, earlier detection, as would occur from PWI information, resulted in earlier evaluation of intruder threat and in earlier maneuvering, when necessary.
KW  - Air pilots
KW  - Cockpit displays
KW  - Crash avoidance systems
KW  - Instrumentation
KW  - Requirements
KW  - Specifications
KW  - Warning systems
UR  - https://trid.trb.org/view/393022
ER  - 

TY  - RPRT
AN  - 00554500
AU  - PAPROCKI, T H
AU  - Federal Aviation Administration
TI  - EVALUATION OF SIMPLIFIED APPROACH LIGHTING AIDS
PY  - 1963/11
SP  - 4 p.
AB  - No abstract provided.
KW  - Airports
KW  - Landing aids
KW  - Landing aids aeronautics
KW  - Lighting
UR  - https://trid.trb.org/view/317114
ER  - 

TY  - RPRT
AN  - 00073049
AU  - Federal Aviation Administration
TI  - U. S. SHORT HAUL PASSENGER-CARGO AIRCRAFT
PY  - 1963/10/11
AB  - The short-haul market in aviation has proven to be very difficult from an economical standpoint for both aircraft manufacturers and airline operators; however, the Administration and the Congress have stated that development of local service aviation is in the national interest. Therefore, the FFA continues to study how it may help further local service aviation. The market for short-haul aircraft has been dominated by surplus vehicles so that manufacturers have been reluctant to undertake the development of new aircraft that could better serve this specialized market. The FAA believes that the introduction of new small and economical short-haul aircraft in the local service operation can materially assist in the continuation and expansion of service to small communities by giving them modern aircraft at minimum cost.
KW  - Local service airlines
KW  - Market research
KW  - Short haul
UR  - https://trid.trb.org/view/24453
ER  - 

TY  - RPRT
AN  - 00554499
AU  - PAZERA, E E
AU  - Federal Aviation Administration
TI  - AN ANALYSIS OF REQUIREMENTS FOR DISPLACED THRESHOLD RUNWAY LIGHTING
PY  - 1963/05
AB  - No abstract provided.
KW  - Airport runways
KW  - Airports
KW  - Lighting
UR  - https://trid.trb.org/view/318549
ER  - 

TY  - RPRT
AN  - 00911823
AU  - Federal Aviation Administration
AU  - NATIONAL AIRSPACE SYSTEM (U.S.)
AU  - Federal Aviation Administration
AU  - Systems Research and Development Service
TI  - SUMMARY PRESENTATION OF THE SYSTEMS RESEARCH AND DEVELOPMENT SERVICE PROGRAM..
PY  - 1963
AB  - No abstract provided.
UR  - https://trid.trb.org/view/585440
ER  - 

TY  - RPRT
AN  - 00402013
AU  - Federal Aviation Administration
TI  - REPORTS TO THE SUPERSONIC TRANSPORT STEERING GROUP
PY  - 1963
AB  - No abstract provided.
KW  - Air transportation
KW  - Passenger traffic
KW  - Supersonic transport planes
KW  - United States
UR  - https://trid.trb.org/view/216109
ER  - 

TY  - RPRT
AN  - 00554517
AU  - ALEO, J
AU  - Federal Aviation Administration
TI  - EVALUATION OF SNOW, ICE, AND SLUSH REMOVAL AND DISPOSAL EQUIPMENT FO WASHINGTON INTERNATIONAL AIRPORT
PY  - 1962/07
SP  - 21 p.
AB  - No abstract provided.
KW  - Airports
KW  - Maintenance
KW  - Ronald Reagan Washington National Airport
KW  - Slush
KW  - Snow removal
KW  - Washington (District of Columbia)
UR  - https://trid.trb.org/view/317128
ER  - 

TY  - RPRT
AN  - 00401904
AU  - GEOFFRION, D R
AU  - KIBARDIN, V M
AU  - Federal Aviation Administration
TI  - STATISTICAL PRESENTATION OF OPERATIONAL LANDING PARAMETERS FOR TRANSPORT JET AIRPLANES
PY  - 1962/06
AB  - No abstract provided.
KW  - Jet propelled aircraft
KW  - Landing
UR  - https://trid.trb.org/view/216090
ER  - 

TY  - RPRT
AN  - 00403067
AU  - PHILLIPS, C B
AU  - TWICHELL, N H
AU  - Federal Aviation Administration
TI  - INVESTIGATION OF DRILL TESTING FOR PANCAKE LIGHTS : FINAL REPORT
PY  - 1962/03
SP  - 39 p.
AB  - No abstract provided.
KW  - Airports
KW  - Landing aids
KW  - Landing aids aeronautics
KW  - Lighting
UR  - https://trid.trb.org/view/215712
ER  - 

TY  - RPRT
AN  - 00402008
AU  - Federal Aviation Administration
TI  - DIRECT OPERATING COSTS AND OTHER PERFORMANCE CHARACTERISTICS OF TRANSPORT AIRCRAFT IN AIRLINE SERVICE
PY  - 1962
AB  - No abstract provided.
KW  - Airlines
KW  - Operating costs
KW  - Periodicals
KW  - Statistics
KW  - Transport aircraft
KW  - United States
UR  - https://trid.trb.org/view/216106
ER  - 

TY  - RPRT
AN  - 00091281
AU  - Federal Aviation Administration
TI  - REPORT ON RULE-MAKING AND ENFORCEMENT PROCEDURES: PROJECT TIGHTROPE
PY  - 1961/10
SP  - 30 p.
AB  - No Abstract.
KW  - Air traffic control
KW  - Aviation safety
KW  - Civil aviation
KW  - Emergencies
KW  - Federal government
KW  - Regulations
KW  - United States
UR  - https://trid.trb.org/view/24086
ER  - 

TY  - RPRT
AN  - 00402994
AU  - OFFUTT, W J
AU  - Federal Aviation Administration
TI  - STUDY OF MOBILE LOUNGE AND OTHER APRON TRAFFIC DELAYS AT WASHINGTON DULLES INTERNATIONAL AIRPORT
PY  - 1961/01
AB  - No abstract provided.
KW  - Airports
KW  - Intermodal terminals
KW  - Washington Dulles International Airport
KW  - Washington Metropolitan Area
UR  - https://trid.trb.org/view/216284
ER  - 

TY  - RPRT
AN  - 00950903
AU  - Federal Aviation Administration
TI  - TERMINAL BUILDING FACILITIES PLANNED FOR DULLES INTERNATIONAL AIRPORT..
PY  - 1961
AB  - No abstract provided.
KW  - Airport terminals
KW  - Washington Dulles International Airport
KW  - Washington Metropolitan Area
UR  - https://trid.trb.org/view/602066
ER  - 

TY  - RPRT
AN  - 00403068
AU  - EGGERT, W E
AU  - Federal Aviation Administration
TI  - APPROACH VISIBILITY STUDIES AT NEWARK : FINAL REPORT
PY  - 1960/09
SP  - 112 p.
AB  - No abstract provided.
KW  - Airports
KW  - Lighting
UR  - https://trid.trb.org/view/215713
ER  - 

TY  - RPRT
AN  - 00073814
AU  - Federal Aviation Administration
TI  - AIRPORT TERMINAL BUILDINGS
PY  - 1960/09
AB  - The Federal Aviation Agency presents this design guide to assist airport developers, architects, and engineers in planning airport terminal buildings and associated facilities to meet current and expanding demands of air users.  Planners of airport ground facilities must recognize the aeronautical advances and transportation appetites of these users to match the degree of modernization attained by aircraft builders. Featured in the guide are discussions and recommendations on building space relationships, area requirements, noise control within the building, and building area planning. Information provided is intended to reduce but not eliminate research on the part of the architect, which is necessary to achieve an adequate, economical, and functional building.
KW  - Airports
KW  - Aprons
KW  - Baggage
KW  - Baggage terminals
KW  - Hangars
KW  - Intermodal terminals
KW  - Noise control
KW  - Passengers
KW  - Planning
KW  - Structural design
KW  - Terminal design
UR  - https://trid.trb.org/view/24537
ER  - 

TY  - RPRT
AN  - 00074092
AU  - Koetsch, J F
AU  - Federal Aviation Administration
TI  - COMBINED LANDING AND TAKEOFF CAPACITY OF A SINGLE RUNWAY
PY  - 1960/09
AB  - This study presents a theoretical analysis of the landing capacity and the combined landing and take-off capacity of a single runway. Interrelationships of the following factors are studied--the separation between pairs of landing aircraft; the runway occupancy time of landing aircraft; the distance of the gate at the start of the approach path from the end of the runway; the variation in approach speeds and take-off speeds and the distance between the second landing aircraft and the taking-off aircraft.
KW  - Airport capacity
KW  - Airport runways
KW  - Airspace capacity
KW  - Runway capacity
KW  - Runway spacing
KW  - Spacing
UR  - https://trid.trb.org/view/24606
ER  - 

TY  - RPRT
AN  - 00403069
AU  - GATES, R F
AU  - Federal Aviation Administration
TI  - AN INTERIM REPORT ON RUNWAY TOUCHDOWN ZONE LIGHTING FOR DULLES INTERNATIONAL AIRPORT
PY  - 1960/08
AB  - No abstract provided.
KW  - Airports
KW  - Landing aids
KW  - Landing aids aeronautics
KW  - Lighting
KW  - Washington Dulles International Airport
UR  - https://trid.trb.org/view/216297
ER  - 

TY  - RPRT
AN  - 00403061
AU  - Federal Aviation Administration
TI  - FEASIBILITY TESTS OF AIRCRAFT-MOUNTED ARRESTING HOOK : FINAL REPORT
PY  - 1960/07
SP  - 21 p.
AB  - No abstract provided.
KW  - Airport runways
KW  - Airports
KW  - Landing aids
KW  - Landing aids aeronautics
UR  - https://trid.trb.org/view/215709
ER  - 

TY  - RPRT
AN  - 00073829
AU  - Federal Aviation Administration
TI  - AIRPORT RUNWAY AND TAXIWAY DESIGN
PY  - 1960/07
AB  - Airport operations at numerous civil airports have been observed and measured.  The data have  been analyzed to identify the elements important to airport capacity and that cause delay to operations, and to identify and evaluate aircraft spacing intervals.
KW  - Airport capacity
KW  - Airport operations
KW  - Airport runways
KW  - Airports
KW  - Design
KW  - Taxiways
UR  - https://trid.trb.org/view/24543
ER  - 

TY  - RPRT
AN  - 00402099
AU  - Federal Aviation Administration
TI  - OPERATIONAL TEXT OF MARK X DECCA SYSTEM IN C-131 FIXED-WING AIRPLANE : FINAL REPORT, HELICOPTER OPERATIONS PROGRAM, PHASE I
PY  - 1960
AB  - No abstract provided.
KW  - Aircraft pilotage
KW  - Helicopters
KW  - Pilotage
UR  - https://trid.trb.org/view/216116
ER  - 

TY  - RPRT
AN  - 00912240
AU  - HINKELMAN, J W
AU  - Federal Aviation Administration
TI  - METEROLOGICAL ENGINEERING AND AIR SPACE MANAGEMENT.
PY  - 1959
AB  - No abstract provided.
KW  - Aeronautics
KW  - Air traffic control
KW  - Aircraft pilotage
KW  - Meteorology
KW  - United States
UR  - https://trid.trb.org/view/585614
ER  - 

TY  - RPRT
AN  - 00825724
AU  - Federal Aviation Administration
TI  - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT - FEDERAL AVIATION AGENCY..
PY  - 1959
AB  - No abstract provided.
KW  - Airports
KW  - Periodicals
KW  - United States
UR  - https://trid.trb.org/view/515907
ER  - 

TY  - RPRT
AN  - 00825723
AU  - Federal Aviation Administration
TI  - ANNUAL REPORT OF OPERATIONS UNDER THE FEDERAL AIRPORT ACT..
PY  - 1959
AB  - No abstract provided.
KW  - Airports
KW  - Periodicals
KW  - United States
UR  - https://trid.trb.org/view/515906
ER  - 

TY  - RPRT
AN  - 00402892
AU  - Federal Aviation Administration
TI  - STANDARD SPECIFICATIONS FOR CONSTRUCTION OF AIRPORTS
PY  - 1959
SP  - 588 p.
AB  - No abstract provided.
KW  - Airports
KW  - Contracts
KW  - Design
KW  - Specifications
UR  - https://trid.trb.org/view/215651
ER  - 

TY  - RPRT
AN  - 00402098
AU  - Federal Aviation Administration
TI  - FINAL REPORT : HELICOPTER OPERATIONS PROGRAM, PHASE I
PY  - 1959
AB  - No abstract provided.
KW  - Aircraft pilotage
KW  - Helicopters
KW  - Pilotage
UR  - https://trid.trb.org/view/216115
ER  - 

TY  - RPRT
AN  - 00404025
AU  - Graham, F W
AU  - Federal Aviation Administration
TI  - AIR TRAFFIC SYSTEMS RESEARCH BY SIMULATION
PY  - 1959
AB  - No abstract provided.
KW  - Air traffic control
KW  - Simulation
UR  - https://trid.trb.org/view/221749
ER  - 

TY  - RPRT
AN  - 00404054
AU  - Federal Aviation Administration
TI  - FAA TEAM STUDY OF R-484 & SOUTHERN CALIFORNIA ATC PROBLEMS
PY  - 1959
AB  - No abstract provided.
KW  - Air traffic control
KW  - California
KW  - Los Angeles (California)
KW  - Southern California
UR  - https://trid.trb.org/view/221766
ER  - 

TY  - CONF
AN  - 01496638
AU  - Noel, George
AU  - Allaire, Doug
AU  - Jacobson, Stuart
AU  - Willcox, Karen
AU  - Cointin, Rebecca
TI  - Assessment of the Aviation Environmental Design Tool
SP  - 8p
AB  - A comprehensive Tools Suite to allow for thorough evaluation of the environmental effects and impacts of aviation is currently being developed by the United States. This suite consists of the Environmental Design Space (EDS), the Aviation Environmental Design Tool (AEDT), and the  Aviation environmental Portfolio Management Tool (APMT). A key priority is that environmental analyses are informed with the associated uncertainty from the tools, inputs and assumptions used in the analysis process. As part of the development of the Tools Suite, an assessment of each tool and a system-wide analysis of the entire suite are being undertaken. This assessment includes sensitivity to inputs and fidelity analyses that will provide an indication of uncertainty in analyses performed using the Tools Suite. Completion of the assessment and evaluation effort described herein is a key element of the development process. This paper presents a summary of the Tools Suite assessment and  evaluation effort as it pertains to the AEDT component. AEDT takes detailed fleet descriptions and flight schedules and produces estimates of noise, fuel burn and emissions at global, regional and local levels. The AEDT component of the suite will be a publicly available regulatory tool within the U.S. This paper conveys the work completed so far and provides some insight into some of the findings.
U1  - Eighth USA/Europe Air Traffic Management Research and Development SeminarFederal Aviation AdministrationEUROCONTROLNapa,California,United States StartDate:20090600 EndDate:20090700 Sponsors:Federal Aviation Administration, EUROCONTROL
KW  - Aircraft noise
KW  - Aviation
KW  - Aviation Environmental Design Tool
KW  - Environmental impacts
KW  - Evaluation and assessment
KW  - Fuel consumption
KW  - Pollutants
KW  - Sensitivity analysis
KW  - Uncertainty
UR  - http://ntl.bts.gov/lib/47000/47900/47949/p_084_EI.pdf
UR  - https://trid.trb.org/view/1264123
ER  - 

TY  - RPRT
AN  - 01075593
AU  - Federal Aviation Administration
TI  - Branch County Memorial Airport, proposed negative declaration : environmental impact statement
KW  - Environmental impact statements
KW  - Michigan
UR  - https://trid.trb.org/view/834987
ER  - 

TY  - RPRT
AN  - 01073532
AU  - Federal Aviation Administration
TI  - New Austin Airport alternative environmental assessment: environmental impact statement
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/832924
ER  - 

TY  - RPRT
AN  - 01073528
AU  - Federal Aviation Administration
TI  - Harlingen Industrial Airpark, Harlingen, Texas: Environmental impact statement
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/832920
ER  - 

TY  - RPRT
AN  - 01073514
AU  - Federal Aviation Administration
TI  - Acquisition of land and relocation of households construction and development of new Clark County Airport, Jeffersonville, Indiana: environmental impact statement
KW  - Environmental impact statements
KW  - Indiana
UR  - https://trid.trb.org/view/832906
ER  - 

TY  - RPRT
AN  - 01073502
AU  - Federal Aviation Administration
TI  - MALS environmental impact study
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/832894
ER  - 

TY  - RPRT
AN  - 00320702
AU  - Federal Aviation Administration
TI  - LOCATION IDENTIFIERS
PY  - 
AB  - Lists location identifiers (3-letter code, suggesting whenever possible, the location name that it represents) for the United States, and its possessions, and indicates, by means of asterisks, the United States international place name abbreviations (4-letter code used in international communications).  Each issue supersedes previous edition
KW  - Air
KW  - Coding systems
KW  - Transportation planning
UR  - https://trid.trb.org/view/158733
ER  - 

TY  - RPRT
AN  - 00320100
AU  - Federal Aviation Administration
TI  - ACCIDENT, INCIDENT, VIOLATION INFORMATION
PY  - 
AB  - Info in this category describes the conditions surrounding the accident, incident, or violation.  This includes the circumstances, causes, malfunction, mechanical failures, deviations from established procecures, injuries, and principals involved (pilots).  No statistical incident information is aviilable; single incident report produced when requested. Info is obtained from FAA inspectors, pilots, and other crew members, ground crews, passengers, and witnesses.
KW  - Air
KW  - Safety and security
KW  - Transportation safety
UR  - https://trid.trb.org/view/158472
ER  - 

TY  - RPRT
AN  - 00320654
AU  - Federal Aviation Administration
TI  - BIBLIOGRAPHY: AIRPORTS, 1977
PY  - 
AB  - This bibliography was prepared to illustrate input-output procedures that have been proposed for the implementation of an Air Transportation Research Information Service (ATRIS).  The proposed subject scope for ATRIS covers 21 areas that range from aircraft to travel and tourism.  The subject of airports was selected as the area for initial input to the ATRIS data base from which this bibliography has been produced.  The bibliography has 10 chapters on major aspects of airports, including access, environmental impact, planning and design, safety and security, operations, and management.  The bibliography contains nearly 800 references that represent initial input to the machine-readable ATRIS data base.  The implementation plan calls for extending the data base to full coverage of all subject areas and to provide both on-line and off-line services to the air transport community.  Many of the references were acquired from data bases held by National Aeronautics and Space Administration, National Technical Information Service, Engineering Index, and other information services.  Other references were prepared from documents held by various libraries and transportation centers.  Selections were made by staff of the Flight Transportation Laboratory at the Massachusetts Institute of Technology; final input and output processing was performed by Transportation Research Board information staff.  A major purpose for the bibliography is to inform ATRIS users of the services that might be provided and through feedback from recipients of the bibliography to learn more about the needs and wants of users of air transport information. This is prototype product of the Air Transportation Research Information Service (ATRIS).
KW  - Air
KW  - Bibliographies
UR  - https://trid.trb.org/view/158711
ER  - 

TY  - RPRT
AN  - 00320101
AU  - Federal Aviation Administration
TI  - WORLDWIDE CRIMINAL ACTS INVOLVING CIVIL AVIATION, (1974-PRESENT)
PY  - 
AB  - Annual report on worldwide aircraft hijackings, attack on airports and airline offices, explosive devices found, and related crimes, including geographical area, casualties, and property damage.
KW  - Air
KW  - Safety and security
KW  - Transportation safety
UR  - https://trid.trb.org/view/158473
ER  - 

TY  - RPRT
AN  - 00320583
AU  - Federal Aviation Administration
TI  - EXPLOSIONS ABOARD AIRCRAFT
PY  - 
AB  - Semiannual tabulation of data on explosions aboard aircraft, 1949-    .  Contains an extended list showing date, location, circumstances, number of persons killed and injured, airline involved, type of aircraft, country of registry, and scheduled flight plan, for each incident; and 5 summary tables.
KW  - Air
KW  - Safety and security
KW  - Transportation safety
UR  - https://trid.trb.org/view/158687
ER  - 

TY  - RPRT
AN  - 00320585
AU  - Federal Aviation Administration
TI  - SEMIANNUAL REPORT TO CONGRESS ON THE EFFECTIVENESS OF THE CIVIL AVIATION SECURITY PROGRAM (1974- )
PY  - 
AB  - Semiannual report to Congress on the Civil Aviation security program and the operation of airport passenger and baggage screening procedures.  Procedures were instituted to prevent aircraft hijackings and related crimes, and are administered through FAA Civil Aviation Security Service. Contains narrative report with text statistics on hijackings, passengers screened, weapons and dangerous articles detected, arrests, explosions and bomb threats, and international security measures and 15 charts and tables, as follows: 1-4.  Hijackings and hijacking attempts.  5-6.  Bomb threats against airports and aircraft.  7-8.  Characteristics of weapons detection devices and x-ray screening procedures, and number of units.  9.  Airline passenger screening results.  10-14. Survey and training activities.  15.  Compliance and enforcement actions.  First 2 reports were titled "Report to Congress on the Effectiveness of Passenger Screening Procedures".
KW  - Air
KW  - Commodities
KW  - Freight traffic
KW  - Safety and security
KW  - Transportation safety
UR  - https://trid.trb.org/view/158689
ER  - 

TY  - RPRT
AN  - 00320591
AU  - Federal Aviation Administration
TI  - SURVEY TO DETERMINE THE PERCENT OF PASSENGER AIRCRAFT DEPARTURES CARRYING HAZARDOUS MATERIALS, 1974
PY  - 
AB  - Report estimating percent of all U.S. commercial air carrier passenger and cargo flights carrying hazardous and radioactive materials.  Contains explanation of methodology and 4 summary tables showing percent of passenger and cargo departures with hazardous and with radioactive materials, by type of carrier (domestic, commercial, supplemental, air taxi, and FAR121 and 135) and for selected airports ranked by percentage of departures. Data are based on a random sample of cargo load manifests of all operators in 50 states and D.C. Jan-April 1974.
KW  - Air
KW  - Passenger transportation
KW  - Safety and security
KW  - Transportation safety
UR  - https://trid.trb.org/view/158694
ER  - 

TY  - RPRT
AN  - 00320043
AU  - Federal Aviation Administration
TI  - AIRCRAFT HIJACKING STATISTICS (1961-PRESENT)
PY  - 
AB  - Summary report on U.S. and worldwide aircraft hijacking attempts and legal disposition of hijackers.  Covers circumstances of incident, destination, outcome, casualties and identity of hijackers where known.  A chronological listing of worldwide hijacking attempts (1931 - present) and U.S. aircraft hijacking attempts (1961-present).
KW  - Air
KW  - International transportation
KW  - Safety and security
KW  - Transportation safety
UR  - https://trid.trb.org/view/158455
ER  - 

TY  - RPRT
AN  - 00320559
AU  - Federal Aviation Administration
TI  - FAA INFORMATION SOURCE GUIDE
PY  - 
AB  - The guide provides identification of information categories and the designated office of primary interest (OPI) for each, who is responsible for developing, maintaining, and releasing the information.  Also points to an organizational element of FAA to obtain assistance.  Major information categories are:  accident/incident/violation; accounting and audit; air agency; aircraft; airman; airports; airspace; aviation activity, aviation forecast, FAA aircraft management, facilities, medical research, R&D project management.
KW  - Air
KW  - Bibliographies
UR  - https://trid.trb.org/view/158681
ER  - 

TY  - RPRT
AN  - 00183881
AU  - Federal Aviation Administration
TI  - TIPS ON HOW TO USE THE FLIGHT PLANNER
PY  - 
SP  - n.p.
AB  - Instructions are provided on how to prepare a flight plan using a special form (the "Flight Planner") developed by FAA, the General Aviation Manufacturers Association, and Ohio State University, with emphasis on what meteorological information obtained from a briefing is necessary in order to make the proper (go - no go) decision.  A listing of symbols commonly used in aviation weather forecasting and report is included for use in filling out the form.
KW  - Flight planning
KW  - Flight plans
KW  - General aviation
KW  - Manuals
KW  - Meteorological data
KW  - Meteorological phenomena
KW  - Training
UR  - https://trid.trb.org/view/78718
ER  - 

TY  - RPRT
AN  - 00155609
AU  - East Central Florida Regional Planning Council
TI  - METROPOLITAN AIRCRAFT NOISE ABATEMENT POLICY STUDY-CAPE KENNEDY REGIONAL AIRPORT, MELBOURNE, FLORIDA. TECHNICAL REPORT
PY  - 
SP  - 118 p.
AB  - This report is an analysis of the relationship between noise generated by aircraft operations and the use of affected land surrounding the John F. Kennedy Regional Airport in Melbourne, Florida.  It includes a presentation of current land use information and the prospects for change. Proposals have been developed to encourage and enable the local governments involved to achieve compatible development through cooperative intergovernmental measures: comprehensive planning, capital improvement programming, mapping, zoning, annexation, land acquisition.  The ecological impact is considered in a separate section.
KW  - Aircraft noise
KW  - Airport noise
KW  - Cape Canaveral (Florida)
KW  - Capital
KW  - Capital improvements
KW  - Environmental impact analysis
KW  - Environmental impacts
KW  - Improvements
KW  - Intergovernmental relations
KW  - Land use
KW  - Local government
KW  - Mapping
KW  - Noise control
KW  - Noise generation
KW  - Noise reduction
KW  - Noise sources
KW  - Policy
KW  - Zoning
UR  - https://trid.trb.org/view/49308
ER  - 

TY  - RPRT
AN  - 01160568
AU  - Doan, John Q
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - International Scan: Reducing Congestion & Funding Transportation Using Road Pricing
PY  - 2010/04
SP  - 20p
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 scan team focused on two primary purposes of road pricing: (1) to manage demand and (2) to generate revenue. 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. The team was composed of representatives from the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA); the Georgia, Minnesota, Virginia, and Washington State Departments of Transportation; the Port Authority of New Jersey and New York; and SRF Consulting Group, Inc. A list of scan team members is presented on the back cover.
KW  - Best practices
KW  - Congestion pricing
KW  - Czech Republic
KW  - Finance
KW  - Germany
KW  - Netherlands
KW  - Revenues
KW  - Road pricing
KW  - Singapore
KW  - Study tours
KW  - Sweden
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Travel demand management
KW  - United Kingdom
UR  - http://international.fhwa.dot.gov/pubs/roadpricing/roadpricing.pdf
UR  - https://trid.trb.org/view/921362
ER  - 

TY  - RPRT
AN  - 01160552
AU  - Hoppe, Edward J
AU  - Yoon, Jaewan
AU  - Whitehouse, Derek H
AU  - Kodger, Lester E
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Geotechnical Data Management at the Virginia Department of Transportation
PY  - 2010/04//Final Report
SP  - 21p
AB  - This report describes the development and implementation of the geotechnical data management system at the Virginia Department of Transportation (VDOT). The purpose of this project was to develop a practical, comprehensive, enterprise-wide system for entry, storage, and retrieval of subsurface data. The resulting product satisfies the work flow requirements of VDOT and streamlines the delivery of geotechnical information. Main components consist of gINT software for geotechnical data processing and the ESRI Arc Internet Map Server (ArcIMS) for distributed GIS data delivery via a web browser. These programs are currently widely adopted by the geotechnical and GIS user community. Custom command scripts and configuration files were developed in the form of an extensible applet framework called GDBMS (Geotechnical Database Management System) to manage and process geotechnical data. The project was built on the extensive interaction among VDOT geologists, engineers, and information technology personnel. Their expertise was harnessed to create a system that is user-friendly, rugged, relatively easy to maintain, and capable of delivering the required data in a consistent format across operating divisions. GDBMS is flexible enough to be employed by both VDOT designers and VDOT consultants (free access is provided to these groups). Its greatest advantage is that it greatly improves the efficiency of geotechnical data management and delivery on large transportation projects, typically those initiated under Virginia’s Public-Private Transportation Act of 1995. A free customized set of support files can be downloaded from the website of VDOT’s Materials Division for use on all VDOT projects. The study recommends that GDBMS and the associated methodology be mandated for use on all VDOT geotechnical projects. Significant cost savings can be realized on large new projects planned in the vicinity of the existing infrastructure, where the proximate subsurface data are already available. Additional exploration is often very expensive, with many over-water drilling projects costing more than $10,000 per day to carry out. GDBMS can provide a more comprehensive picture of local conditions and thus reduce the expense of drilling additional boreholes. This technology can be applied to all transportation projects involving subsurface exploration, including bridges, retaining walls, and sound walls. It is estimated that on the average, the use of this technology would cut in half the time required to gather and process borehole data, resulting in approximately 16 person-hours of savings at an average rate of $100 per hour (including overhead). For the past 15 years, VDOT has been approving an average of 102 bridges per year for construction. Therefore, the potential cost savings are on the order of $160,000 per year, excluding the consideration of retaining walls, sound walls, and megaprojects.
KW  - ArcIMS (Software package)
KW  - Bridges
KW  - Cost effectiveness
KW  - Geographic information systems
KW  - Geotechnical database management system
KW  - Geotechnical engineering
KW  - gINT (Software)
KW  - Google Earth
KW  - Information storage and retrieval systems
KW  - Retaining walls
KW  - Subsurface data
KW  - Subsurface exploration
KW  - Virginia Department of Transportation
UR  - http://vtrc.virginiadot.org/PUBDetails.aspx?Id=298122
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r21.pdf
UR  - https://trid.trb.org/view/921313
ER  - 

TY  - RPRT
AN  - 01159706
AU  - Jin, Jun
AU  - Jeong, Chankwon
AU  - Chang, Kuang-An
AU  - Song, Youn Kyung
AU  - Irish, Jennifer
AU  - Edge, Billy
AU  - Texas Transportation Institute
AU  - Texas A&M University, Galveston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Site Specific Wave Parameters for Texas Coastal Bridges: Final Report
PY  - 2010/04//Technical Report
SP  - 124p
AB  - There are about 20 coastal bridges located in hurricane evacuation routes in the State of Texas that are vulnerable to hurricane surge and wave action. Damage to these bridges could hamper emergency response and other services, and also cause tremendous economic loss. In recent devastating hurricane seasons of 2004, 2005, and 2008, several coastal highway bridges along the U.S. coast of Gulf of Mexico suffered severe structural damages. To prevent structural failure of coastal bridges, the magnitude of wave load on coastal bridges must be determined. The objective of this research was to determine site-specific design wave parameters (i.e., wave height and wave period) that are needed in computation of wave loads and evaluation of wave effects on coastal bridges. In this project, the authors determined storm surge and wave parameters for four bridges using numerical models ADCIRC and SWAN. Simulations of water level including storm surge were performed with program ADCIRC, which also provides input to wave simulation. Wave parameters were determined by statistical analysis on simulation results performed with wave model SWAN at different storm surge and wind speed levels. Both wave and water level/storm surge simulations were vigorously validated with observed wave and water level data. The results of this research project will enable the Texas Department of Transportation (TxDOT) to quickly implement the design methodology produced by an AASHTO/FHWA pooled fund study.
KW  - Bridge design
KW  - Coastal engineering
KW  - Gulf of Mexico
KW  - Highway bridges
KW  - Hurricanes
KW  - Ocean waves
KW  - Properties of water waves
KW  - Simulation
KW  - Storm surges
KW  - Texas
KW  - Wave height
KW  - Wind speed
UR  - http://tti.tamu.edu/documents/0-6063-1.pdf
UR  - https://trid.trb.org/view/920197
ER  - 

TY  - RPRT
AN  - 01159592
AU  - Qiao, Pizhong
AU  - McLean, David I
AU  - Zhuang, Jianmin
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Mitigation Strategies for Early-Age Shrinkage Cracking in Bridge Decks
PY  - 2010/04//Final Research Report
SP  - 91p
AB  - Early-age shrinkage cracking has been observed in many concrete bridge decks in Washington State and elsewhere around the U.S. The cracking increases the effects of freeze-thaw damage, spalling, and corrosion of steel reinforcement, thus resulting in premature deterioration and structural deficiency of the bridges. In this study, the main causes of the early-age cracking in the decks are identified, and concrete mix designs as a strategy to prevent or minimize the shrinkage cracking are evaluated. Different sources (eastern and western Washington) and sizes of aggregates are considered, and the effects of paste content, cementitious materials (cement, fly ash, silica fume, slag), and shrinkage reducing admixture (SRA) are evaluated. A series of fresh, mechanical and shrinkage property tests were performed for each concrete mix. The outcomes of this study identify optimum concrete mix designs as appropriate mitigation strategies to reduce or eliminate early-age shrinkage cracking and thus help minimize shrinkage cracking in the concrete bridge decks, potentially leading to longer service life.
KW  - Aggregate gradation
KW  - Aggregate sources
KW  - Bridge decks
KW  - Cement
KW  - Concrete
KW  - Cracking
KW  - Early age concrete
KW  - Fly ash
KW  - Mix design
KW  - Shrinkage cracking
KW  - Shrinkage reducing admixtures
KW  - Silica fume
KW  - Slag
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/747.1.pdf
UR  - https://trid.trb.org/view/920150
ER  - 

TY  - RPRT
AN  - 01159483
AU  - Corotis, Ross B.
AU  - Beams, Bill
AU  - Hattan, David E
AU  - University of Colorado, Boulder
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Comprehensive Risk Analysis for Structure Type Selection
PY  - 2010/04//Final Report
SP  - 64p
AB  - Optimization of bridge selection and design traditionally has been sought in terms of the finished structure. This study presents a more comprehensive risk-based analysis that includes user costs and accidents during the construction phase. Costs for bridge projects include actual comprehensive costs, both to the funding agency, the Colorado Department of Transportation (CDOT), and to the public at large, including assessments associated with accidents and user delay times during the construction phase. Bridges were selected to represent a cross section of structure types, ADT (average daily traffic volumes), bridge overall length and CDOT region. A total of 43 bridges were targeted for study, and data were able to be compiled on 20 of these. A questionnaire was developed and sent to CDOT bridge personnel, in order to collect general project information as well as detailed information on construction duration, construction traffic control plans (including detour types and mileposts, time of day scheduling and speed reductions), observed congestion and accidents during construction). Graphs compare the delay costs and bridge costs for each structure, and the trends by region, ADT, construction duration and bridge type. Accident rates were also compared during construction with those before and after (examining property damage, injuries and fatalities). Statistical factor analysis was used to isolate the key factors describing the differences among the bridges studied. Structure type and construction duration are the important decision variables with respect to user costs, and these two are related. User cost can be reduced by shortening the construction duration for a particular type of structure, or selecting a type that inherently has shorter construction duration. For those bridges with an ADT value less than 10,000, the user cost was no more than about 10% of the construction cost. Also, for construction durations under 20 months the user cost was no more than 30% of the construction cost. For CDOT, concrete box girder prestressed bridges built with current construction practices exhibited user costs more than twice as large as construction costs. The difficulty in obtaining past data suggests that for projects involving high values of ADT, a policy should be implemented of contemporaneous records of construction traffic control, including congestion and accidents. These records should become a permanent part of the closeout documentation for these projects.
KW  - Bridge design
KW  - Construction
KW  - Crashes
KW  - Decision making
KW  - Factor analysis
KW  - Risk analysis
KW  - Traffic congestion
KW  - Traffic delays
KW  - User costs
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/riskanalysis.pdf/at_download/file
UR  - https://trid.trb.org/view/920061
ER  - 

TY  - RPRT
AN  - 01159409
AU  - Braceras, Carlos M
AU  - Tally, Robert F
AU  - Proctor, Gordon D
AU  - Bremmer, Daniela
AU  - Hank, Leon E
AU  - Hayse, Jane D
AU  - Kane, Anthony R
AU  - Leiphart, Kristine L
AU  - March, James W
AU  - Pickrell, Steven M
AU  - Stanley, J Woody
AU  - van der Velde, Jenne
AU  - Yew, Connie P
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Linking Transportation Performance and Accountability
PY  - 2010/04
SP  - 95p
AB  - It is becoming essential in the United States for transportation agencies to demonstrate credibility with elected officials and the public. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of how transportation agencies in other countries apply performance management programs. The scan team found that the nations it studied (Australia, Great Britain, New Zealand and Sweden) articulate a limited number of national transportation policy goals; negotiate intergovernmental agreements on how state, regional, and local agencies will achieve the goals; and evaluate performance by tracking the measures and reporting them in clear language appropriate to the audience. The team developed an implementation plan that includes outreach efforts to disseminate scan findings and put international best practices into use in the United States and research efforts to translate some aspects of the best practices into useful American context.
KW  - Accountability
KW  - Australia
KW  - Best practices
KW  - New Zealand
KW  - Performance management systems
KW  - Performance measurement
KW  - Study tours
KW  - Sweden
KW  - Transportation departments
KW  - Transportation programs
KW  - United Kingdom
UR  - http://international.fhwa.dot.gov/pubs/pl10011/pl10011.pdf
UR  - https://trid.trb.org/view/919951
ER  - 

TY  - RPRT
AN  - 01159405
AU  - Hughes, Warren
AU  - Jagannathan, Ramanujan
AU  - Sengupta, Dibyendu
AU  - Hummer, Joseph E
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Alternative Intersections/Interchanges: Informational Report (AIIR)
PY  - 2010/04//Technical Report
SP  - 344p
AB  - Today’s transportation professionals are challenged to meet the mobility needs of an increasing population with limited resources. At many highway junctions, congestion continues to worsen. Drivers, pedestrians, and bicyclists experience longer delays and greater exposure to risk. Today’s traffic and safety problems are more complex and complicated. Conventional intersection/interchange designs are sometimes found to be insufficient to mitigate transportation problems. Consequently, many engineers are investigating and implementing innovative treatments in an attempt to think outside the box. This report covers four intersection designs and two interchange designs that may offer additional benefits compared to conventional at-grade intersections and grade-separated diamond interchanges. The six alternative treatments covered in this report are displaced left-turn (DLT) intersections, restricted crossing U-turn (RCUT) intersections, median U-turn (MUT) intersections, quadrant roadway (QR) intersections, double crossover diamond (DCD) interchanges, and DLT interchanges. The information presented in this report provides knowledge of each of the six alternative treatments including salient geometric design features, operational and safety issues, access management issues, costs, and construction sequencing and applicability.
KW  - Access control (Transportation)
KW  - Construction
KW  - Costs
KW  - Displaced left turn interchanges
KW  - Displaced left turn intersections
KW  - Double crossover diamond interchanges
KW  - Geometric design
KW  - Highway safety
KW  - Interchanges and intersections
KW  - Median U-turn intersections
KW  - Quadrant roadway intersections
KW  - Restricted crossing U-turn intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55764/FHWA-HRT-09-060.PDF
UR  - https://trid.trb.org/view/919971
ER  - 

TY  - RPRT
AN  - 01159284
AU  - Battaglia, Irene K
AU  - Bischoff, Debra L
AU  - Ryan, Judie
AU  - Reichelt, Signe
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of a Hot Mix Asphalt Perpetual Pavement
PY  - 2010/04//Final Report
SP  - 83p
AB  - In 2003, the Wisconsin Department of Transportation (WisDOT) constructed two perpetual pavement test sections on the entrance ramp to I-94 from the Kenosha Safety and Weigh Station Facility in Southeastern Wisconsin. Test section 1 (TS1) hot mix asphalt (HMA) layers were constructed as follows: 2-in. surface layer (PG 76-28, 6% air voids); 4.5-in. middle layer (PG 70-22, 6% air voids); 4.5-in. lower layer (PG 64-22, 4% air voids). Test section 2 HMA layers were constructed as follows: 2-in. surface layer (PG 70-28, 6% air voids); 4.5-in. middle layer (PG 70-22, 6% air voids); 4.5-in. lower layer (PG 64-22, 6% air voids). The test sections were subjected to nearly 100% truck traffic with a projected 75 million equivalent single axle loads (ESALs) over 20 years. After seven years in service, premature longitudinal and alligator cracking was present in the wheel paths of both test sections, with TS1 displaying a slightly higher level of distress. No rutting was observed in either test section. Forensic coring showed that the cracking was top-down. The early distresses were likely due to segregation and over-compaction that occurred during construction. Strain induced by trucks with known loads was measured using strain gages installed during construction. Strain at the bottom of the HMA pavement was typically lower than 70 x 10 to the -6 power, the currently-accepted HMA fatigue endurance limit. Strains up to 100 x 10 to the -6 power were measured with high axle loads (47 kips), slow travel speeds (32 mph) and high pavement temperatures (90-103°F). The perpetual pavement performance was acceptable overall. Distresses were limited to the surface HMA layer, which can be milled and replaced without affecting the lower layers. Strains were low at the bottom of the HMA pavement, indicating that the pavement system adequately resisted fatigue damage. Mechanistic analysis showed that low air voids (4 to 5%) in the lower layer provided the longest fatigue life. Low air voids are therefore recommended in the bottom layer to achieve maximum service life.
KW  - Air voids
KW  - Alligator cracking
KW  - Asphalt pavements
KW  - Compaction
KW  - Hot mix asphalt
KW  - Longitudinal cracking
KW  - Pavement distress
KW  - Pavement performance
KW  - Perpetual pavements
KW  - Segregation (Aggregates)
KW  - Service life
KW  - Strain (Mechanics)
KW  - Test sections
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/fep-01-10hmaperppave.pdf
UR  - https://trid.trb.org/view/919870
ER  - 

TY  - RPRT
AN  - 01158805
AU  - Connelly, John P
AU  - Hoel, Lester A
AU  - Miller, John S
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Access Management Performance Measures for Virginia: A Practical Approach for Public Accountability
PY  - 2010/04//Final Report
SP  - 70p
AB  - In order to develop performance measures to communicate the effect of Virginia’s access management program, five tasks were performed: (1) the appropriate literature was reviewed, (2) a catalog of potential performance measures was developed, (3) potential users of the performance measures were surveyed, (4) promising measures were tested, and (5) measures were recommended. The literature review yielded a catalog of 42 potential performance measures. These measures are based on five goals and nine objectives related to the desired outcomes of the access management program. The five goals are reduce congestion, enhance safety, support economic development, reduce the need for new highways, and preserve the public investment in highways. Seven objectives are design elements: reduce conflict points, provide adequate distance between signals, provide adequate distance between unsignalized access points, add medians and two way left turn lanes, add dedicated turn lanes, restrict median openings, and use frontage roads and supporting streets. Two objectives are administrative elements: to enhance cooperation between agencies, and to plan for future development. Professionals engaged in access management provided their views regarding aspects of performance measures. Performance measures that reflected improved safety, measures related to goals, and measures related to design elements were favored. The literature review and comments from Virginia Department of Transportation (VDOT) staff and other professionals yielded 23 candidate measures that were tested for ease of data collection and computation. The results showed substantial variation in the time required to estimate each measure. Five criteria were used to determine performance measures for implementation: (1) Does VDOT control the measure? (2) Is improvement likely? (3) Is the measure an outcome, output, or input? (4) Does the survey support the measure? and (5) How much data collection effort is required? Each of the 23 measures was evaluated against the five criteria, and 7 measures were selected for review and refinement by the steering committee. Five performance measures were recommended for implementation: crashes per million vehicle miles traveled, percentage of signals with spacing at or above standard distance, percentage of commercial entrance permits issued that meet access management standards, percentage of median openings with left turn lanes, and percentage of localities with a corridor access management plan. Appendix A describes how each of the five measures may be computed.
KW  - Access control (Transportation)
KW  - Highway design
KW  - Highway traffic control
KW  - Literature reviews
KW  - Measures of effectiveness
KW  - Performance measurement
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r2.pdf
UR  - https://trid.trb.org/view/919386
ER  - 

TY  - RPRT
AN  - 01158420
AU  - Charara, Hassan A
AU  - Chaudhary, Nadeem A
AU  - Sunkari, Srinivasa R
AU  - Longmire, Ryan R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PIA Installation and User Guide: 2009 Update
PY  - 2010/04
SP  - 60p
AB  - A significant number of Texas Department of Transportation's signalized intersections operate under isolated control. At many of these signals, it is not uncommon for an approaching platoon of vehicles to face a red signal when it arrives at the stopbar. Often, these platoons are forced to stop because of a single vehicle on one of the side-street approaches. This condition results in driver aggravation, excessive stops, higher delay and fuel consumption, and excessive pavement wear and tear. The objective of enhanced platoon identification and accommodation (PIA) system developed and field-tested by the Texas Transportation Institute in this research project is to remedy this situation without unnecessarily taxing traffic on minor approaches. This document describes the PIA system and presents guidelines for installing and operating this system.
KW  - Computer program documentation
KW  - Guidelines
KW  - Highway operations
KW  - Installation
KW  - Isolated intersections
KW  - Platoon identification and accommodation
KW  - Texas
KW  - Traffic platooning
UR  - http://tti.tamu.edu/documents/5-5507-01-P3.pdf
UR  - https://trid.trb.org/view/919064
ER  - 

TY  - RPRT
AN  - 01158416
AU  - Middleton, Dan
AU  - Longmire, Ryan
AU  - Charara, Hassan
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Video Library for Video Imaging Detection at Intersection Stop Lines
PY  - 2010/04
SP  - 24p
AB  - The objective of this activity was to record video that could be used for controlled evaluation of video image vehicle detection system (VIVDS) products and software upgrades to existing products based on a list of conditions that might be difficult to find in a timely manner. This library allows the user to present a wide range of weather, roadway, and lighting conditions to a VIVDS product in real time. The idea involves capturing the video and playing the recorded video through a VIVDS processor to determine the accuracy or change in accuracy to compare against a test protocol and/or verify claims of manufacturers. The test conditions include situations that are not easily obtainable and that might be particularly challenging for current detectors. This research task anticipates that the Texas Department of Transportation (TxDOT) will encounter situations fairly often in which the desired conditions for full-scale field testing of VIVDS are not available or where quick turnaround tests are needed. There may be a need for a quick decision on a firmware upgrade or on a new product to establish at least an initial and preliminary basis for forming a decision on success or failure. There will probably be occasions where these initial results using the video library need to be verified by field testing if the desired conditions become available or if time and other resources allow such testing. TxDOT might want to establish a formal policy for the use of the library and conditions in which field testing might be desirable.
KW  - Field tests
KW  - Intersections
KW  - Lighting
KW  - Software
KW  - Traffic counts
KW  - Video imaging detectors
KW  - Video libraries
KW  - Weather conditions
UR  - http://tti.tamu.edu/documents/0-6030-P1.pdf
UR  - https://trid.trb.org/view/919062
ER  - 

TY  - RPRT
AN  - 01158410
AU  - Bochner, Brian
AU  - Higgins, Laura
AU  - Frawley, William
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Handbook: Guidelines for Successful Location and Accommodation of Major Distribution Centers on Texas Highways
PY  - 2010/04
SP  - 82p
AB  - Distribution centers (DC) have become more common in Texas over the past decade. As major generators of large truck traffic, DCs can increase design and maintenance requirements of Texas highway facilities. This handbook contains guidelines for use by Texas Department of Transportation (TxDOT) staff and others to help to successfully locate major DCs without adversely affecting Texas highways. This handbook describes characteristics that are important to DC owners and developers. It contains guidelines on how TxDOT can assist DC owners, developers, or their agents in finding acceptable sites while avoiding the need for extensive improvements to state highways site selection. Also included are additional guidelines on related topics associated with DC location, design, and operation along state highways including geometric design of roadways, pavement selection, traffic impact studies, and site plan reviews.
KW  - Distribution centers
KW  - Freight transportation
KW  - Guidelines
KW  - Handbooks
KW  - Location
KW  - Texas
KW  - Trucking
UR  - http://tti.tamu.edu/documents/0-5335-P1.pdf
UR  - https://trid.trb.org/view/919063
ER  - 

TY  - RPRT
AN  - 01158409
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 Campus Transportation Master Plan: A Case Study
PY  - 2010/04//Technical Report
SP  - 138p
AB  - University campuses are considered major trip attractors. This intense level of activity generates significant congestion levels within the campuses and in their vicinity, particularly in urban campus settings. With university enrollment trends expected to increase substantially in the next decade, this problem can only be expected to become worse. In addition, university campus settings are multi-modal and complex in nature, incorporating vehicular traffic, transit, and pedestrians into one transportation system. This creates a significant challenge for university campus planners when trying to incorporate their campus master plan into the overall regional or metropolitan transportation system. Systematic approaches to planning for the interaction of the various transport modes (including auto, transit, bicycle, and pedestrians) within the university campus system, and for the integration of these different modes with the larger transportation system, have not been documented. The mix of concentrated levels of pedestrian and bicycle traffic with vehicular congestion in a campus setting creates a number of significant conflict areas that range from pedestrian and cyclist safety to traffic and transit operations. These conflicts are exacerbated by the multijurisdictional nature of these interactions, which involve authorities at the campus, city, and state level. The objective of this research is to document a systematic approach to analyze the problems associated with the interaction and integration between university campus transportation systems and the larger metropolitan transportation system, in order to develop solutions to these problems.
KW  - Bicycle safety
KW  - Bicycles
KW  - Campus transportation
KW  - Cyclists
KW  - Highway traffic
KW  - Integrated transportation systems
KW  - Master plans
KW  - Metropolitan areas
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - Pedestrians
KW  - Public transit
KW  - Traffic congestion
KW  - Traffic safety
KW  - Transportation planning
UR  - http://tti.tamu.edu/documents/0-6608-2.pdf
UR  - https://trid.trb.org/view/919065
ER  - 

TY  - RPRT
AN  - 01156630
AU  - Bennert, Thomas
AU  - Center for Advanced Infrastructure and Transportation
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Gravel Aggregates in Superpave Mixes with 100/95 Angularity
PY  - 2010/04//Final Report
SP  - 141p
AB  - The research conducted in this study evaluated the asphalt mixture performance of various gravel and crushed stone sources consisting of different levels of crushed face counts, as determined by ASTM D5821.  Along with ASTM D5821, two additional aggregate angularity tests were conducted to evaluate the angularity and texture of the coarse aggregates:  1) AASHTO T326, Uncompacted Void Content of Coarse Aggregates; and 2) Aggregate Imaging System (AIMS).  Each of the asphalt mixtures designed and tested during the study used three different asphalt binders:  1) Neat PG64-22; 2) Polymer Modified PG64-22 meeting New York State Department of Transportation (NYSDOT) Elastic Recovery specifications (called PG64-22 ER); and 3) Polymer Modified PG76-22.  The permanent deformation properties of the different asphalt mixtures were measured using the Asphalt Pavement Analyzer, APA (AASHTO TP63) and the Asphalt Mixture Performance Tester, AMPT (AASHTO TP79) with confining pressure applied to the specimens.  The aggregate testing concluded that ASTM D5821 correlated poorly to both AASHTO T326 and the AIMS system.  There were also situations when aggregates had identical crushed counts but different levels of uncompacted voids contents.  Meanwhile, the asphalt mixture testing demonstrated that the AMPT using confining pressure correlated well to the uncompacted void content results of AASHTO T326.  Unfortunately, stresses applied in the APA did not mobilize the asphalt mixtures enough to differentiate the differences in aggregate angularity.  Both asphalt tests were sensitive to asphalt binder high temperature stiffness, as determined by AASHTO TP70, Multiple Stress Creep Recovery Test.  The final statistical analysis of the data resulted in a table that would allow NYSDOT to interchangeably "swap" aggregate angularity, as determined by AASHTO T326, and the non-recoverable creep compliance (J sub nr), as determined by AASHTO TP70 to ensure gravel aggregate hot mix asphalt (HMA) mixes perform as well as crushed stone aggregate HMA mixes.
KW  - AASHTO T 326
KW  - AASHTO TP70
KW  - Aggregate imaging system
KW  - Air voids
KW  - Angularity
KW  - Asphalt Mixture Performance Tester
KW  - Asphalt mixtures
KW  - Asphalt Pavement Analyzer
KW  - ASTM D5821
KW  - Bituminous binders
KW  - Coarse aggregates
KW  - Creep compliance
KW  - Crushed rock
KW  - Gravel
KW  - Hot mix asphalt
KW  - Rutting
KW  - Superpave
KW  - Texture
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-20
UR  - http://www.utrc2.org/research/assets/144/C-06-20-Final1.pdf
UR  - https://trid.trb.org/view/917545
ER  - 

TY  - RPRT
AN  - 01156596
AU  - Henault, John W
AU  - Connecticut Department of Transportation
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Nonnuclear Density Gauge for Quality Control of Hot-Mix Asphalt
PY  - 2010/04//Final Report
SP  - 53p
AB  - This report presents the results of a study to evaluate a nonnuclear density gauge for quality control of hot-mix asphalt.  The nonnuclear gauge evaluated was a Pavement Quality Indicator (PQI) Model 300 that was updated by TransTech in May 2009.  It was concluded that the PQI tracked pavement density reasonably well, with some limitations.  For instances where the H20 Number displayed on the PQI was below 5, a relatively strong correspondence was found between PQI density and core density.  For instances where the H20 Number was between 5 and 10, a relatively strong correspondence was found between PQI density and nuclear gauge density.  Finally, for instances where the H20 Number was greater than 15, a poor correspondence was found between PQI density and core density.  Based upon these conclusions above, the updated PQI Model 300 was deemed to be adequate for contractor quality control for instances where the H20 Number indicated on the gauge is less than 10.  To ensure the most accurate density measurements, it was recommended that manufacturer calibration procedures by followed.  The author suggested that the sensitivity of the PQI density readings be increased, since the slope of the trend lines tended to be flat relative to core densities.  For agency acceptance, it was recommended that cores be taken in the field and tested in a laboratory.
KW  - Accuracy
KW  - Calibration
KW  - Cores (Specimens)
KW  - Density
KW  - Hot mix asphalt
KW  - Nonnuclear density gages
KW  - Pavement Quality Indicator
KW  - Paving
KW  - Quality control
UR  - http://docs.trb.org/01156596.pdf
UR  - https://trid.trb.org/view/917312
ER  - 

TY  - ABST
AN  - 01464177
TI  - Evaluating Methodologies for Visual Impact Assessments
AB  - The objectives of this research are to (1) evaluate state department of transportation (DOT) visual impact assessment (VIA) procedures, methods, and practices that satisfy or exceed National Environmental Protection Act (NEPA) and other requirements; (2) document the use of the Federal Highway Administration (FHWA) methodology, methodologies from other agencies, and other approaches used by DOTs; (3)  describe decisionmaking frameworks used at state DOTs to undertake specific VIA techniques for a given project; (4) document proven successful methods; (5) describe best practices illustrated by model case studies; and (6) document promising new developments and lessons learned.
KW  - Environmental impacts
KW  - Environmental protection
KW  - Guidelines
KW  - Highway design
KW  - Highway improvement projects
KW  - Impact assessment
KW  - Visual assessment study
KW  - Visualization
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2738
UR  - https://trid.trb.org/view/1232405
ER  - 

TY  - ABST
AN  - 01463885
TI  - Research for AASHTO Standing Committee on Highways. Task 290. Highway Safety Training Synthesis/Roadmap
AB  - New tools are being developed to assist state and local agencies in reducing crashes on the nation's roadways. There is a need to identify the available training materials, identify gaps in the training and develop a "roadmap" or sequence of courses that safety practitioners should take to become proficient in applying these new tools. 
KW  - Education and training
KW  - Highway safety
KW  - Safety
KW  - Traffic safety education
KW  - Training
KW  - Training courses
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2866
UR  - https://trid.trb.org/view/1232113
ER  - 

TY  - RPRT
AN  - 01220464
AU  - Hsu, Shih A
AU  - Blanchard, Brian W
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Application of Satellite Imagery for Surface Rain Rate Estimation
PY  - 2010/03/31/Final Report
SP  - 106p
AB  - As clouds grow through the troposphere, their upper surfaces cool with increasing altitude. An infrared sensor on board an orbiting satellite can detect these cloud top temperatures. Colder temperatures imply higher cloud tops, and these thicker clouds imply greater rain capacity. This simple relationship is the basis for estimating surface rainfall from satellite-derived cloud top temperatures. There are several computational methods in use and under development for generating these estimates. This study tests one basic rain-rate algorithm under various weather conditions in Louisiana. Hourly rain values calculated directly from the algorithm without atmospheric corrections were compared to near simultaneous surface rain gage measurements. Satellite data typically identify moderate to heavy rain events; however, calculated estimates can vary significantly from measured totals. Since many areas have no official rain gage measurement, or lie outside of reliable radar coverage, the satellite estimates as obtained here are still valuable as a first approximation.
KW  - Artificial satellites
KW  - Estimating
KW  - Imagery
KW  - Louisiana
KW  - Rain
KW  - Rain gages
KW  - Rainfall
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_464.pdf
UR  - https://trid.trb.org/view/981317
ER  - 

TY  - RPRT
AN  - 01159751
AU  - Richard, Christian M
AU  - Campbell, John L
AU  - Lichty, Monica G
AU  - Cluett, Chris
AU  - Osborne, Leon
AU  - Balke, Kevin
AU  - Battelle Seattle Research Center
AU  - Research and Innovative Technology Administration
TI  - Human Factors Analysis of Road Weather Advisory and Control Information: Final Report
PY  - 2010/03/31/Final Report
SP  - 301p
AB  - The amount of available weather information and the methods by which this information can be disseminated to travelers have grown considerably in recent years. This growth includes weather gathering devices (sensors, satellites), models and forecasting tools for predicting weather conditions, and electronic devices used by drivers (Internet, in-vehicle devices, roadway signage). This project was initiated in order to best-align available weather information content and presentation to travelers’ information needs and wants, as well as being communicated in ways that travelers will use. The specific objectives of this project were to: 1. Identify the weather information requirements of travelers across a representative number of travel scenarios. 2. Evaluate the current state of the practice in weather-responsive traffic advisory and control strategies in terms of meeting those information requirements. 3. Recommend ways to improve those practices including the development of communication and messaging standards. A set of improvements and guidelines have been recommended to support Transportation officials in communicating both pre-trip and en route road weather information effectively, consistently and timely to meet the needs of drivers and travelers for different weather conditions and travel scenarios.
KW  - Advanced traveler information systems
KW  - Human factors
KW  - Information dissemination
KW  - Needs assessment
KW  - Road weather information systems
UR  - http://ntl.bts.gov/lib/33000/33000/33047/index.htm
UR  - http://ntl.bts.gov/lib/33000/33000/33047/rev_final_hf_analysis_road_weather.pdf
UR  - https://trid.trb.org/view/920265
ER  - 

TY  - RPRT
AN  - 01164217
AU  - Berryman, Charles W
AU  - Jensen, Wayne
AU  - Hensley, Tim
AU  - Nebraska Department of Roads
AU  - University of Nebraska, Lincoln
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Computer Aided Modeling of Soil Mix Designs to Predict Characteristics and Properties of Stabilized Road Bases
PY  - 2010/03/28/Final Report
SP  - 129p
AB  - The purpose of this research was to develop a computerized model to predict soil properties stabilized using additives such as lime, cement kiln dust, and flyash.  Properties were based on specified soils using the Nebraska Group Index (NGI).  The model is able to predict the maximum laboratory density and optimum moisture content for native soils.  It will also predict the soil properties of NGI soils stabilized with pozzolan additives, including maximum laboratory density, optimum moisture content, unconfined compressive strength, and modified plasticity index.  A review of the literature demonstrated that it is very possible to create a soil prediction model through specialized software applications like artificial neural networks.  The research team and the Nebraska Department of Roads (NDOR) elected to use Microsoft Excel 2007 to create the model due to ease of use and the commonality of the program within NDOR staff.
KW  - Additives
KW  - Base course (Pavements)
KW  - Computer models
KW  - Mix design
KW  - Soil stabilization
KW  - Soils by properties
UR  - http://nlc1.nlc.state.ne.us/epubs/R6000/B319-2010.pdf
UR  - https://trid.trb.org/view/921316
ER  - 

TY  - RPRT
AN  - 01613809
AU  - Federal Highway Administration
TI  - Updating a Strategic Highway Safety Plan: Learning from the Idaho Transportation Department (ITD)
PY  - 2010/03/24
SP  - 13p
AB  - On November 4, 2009, Idaho Transportation Department's (ITD's) Office of Highway Operations and Safety partnered with the Federal Highway Administration (FHWA) Office of Safety to host a one-day peer exchange in Boise, Idaho. This event focused on the update of Idaho’s Strategic Highway Safety Plan (SHSP), entitled “Toward Zero Deaths, Every Life Counts”; the State’s revised SHSP is targeted for completion in June 2010. The peer exchange provided an opportunity for Idaho safety stakeholders to collaboratively initiate a data-driven, comprehensive plan and establish statewide goals, objectives, strategies, and action plans. More than 100 professionals representing engineering, education, enforcement, and emergency response (EMS) agencies participated in the event. ITD’s goals and objectives in holding the peer exchange included: (1) Discussing highway safety issues and current programs in Idaho; (2) Learning about peer States’ practices; (3) Explaining the value and purpose of a SHSP to stakeholders; (4) Initiating the process for Idaho’s SHSP update; (5) Creating ongoing dialogue about highway safety among Idaho’s SHSP stakeholders; and (6) Establishing and motivating emphasis area teams to reduce traffic fatalities caused by specific highway safety issues. The peer exchange featured a morning session with ITD presentations on current trends, safety programs, and practices; peer presentations; and an afternoon session with breakout groups charged with developing strategies and action plans related to 11 emphasis areas. Participants included: Missouri Department of Transportation (MoDOT), Washington Traffic Safety Commission (WTSC), and Washington State Department of Transportation (WSDOT).
KW  - Highway safety
KW  - Idaho Transportation Department
KW  - Missouri Department of Transportation
KW  - Peer exchange
KW  - Stakeholders
KW  - State departments of transportation
KW  - State of the practice
KW  - Strategic Highway Safety Plan
KW  - Strategic planning
KW  - Washington State Department of Transportation
UR  - http://ntl.bts.gov/lib/59000/59800/59836/peer_report_ID_Nov2009.pdf
UR  - https://trid.trb.org/view/1425526
ER  - 

TY  - ABST
AN  - 01464020
TI  - Research for AASHTO Standing Committee on Highways. Task 285. Recalibaration of the LRFR Load Factors in the AASHTO Manual for Bridge Evaluation
AB  - For single and multiple-trip special permits that are allowed to mix with traffic (no restrictions on other traffic), the LRFR live load factors were explicitly derived to provide a higher level of reliability consistent with AASHTO inventory ratings and LRFD-design level reliability. The higher target reliability was prescribed considering the increased risk of structural damage and associated benefit/cost considerations for very heavy special permit vehicles than for other classes of trucks. This higher level reliability index though justifiably based on structural safety has caused operational difficulties for bridge owners whose past permitting practices have allowed permits to operate at a lower level reliability. The target reliability level for routine permit crossings is currently established at either beta index of 2.5 or 3.5. This reliability index needs to be verified by comparing with reliability indices used in current routine permit practices and adjustments need to be made as appropriate for meeting operational needs. The live load distribution for Special permits is based on the tabulated LRFD one-lane distribution factors with the built-in multiple presence factor (such as a value of 1.2) divided out. The live load distribution analysis for routine permits is done using LRFD two-lane distribution factors which assume the simultaneous side-by-side presence of non-permit heavy trucks on the bridge. Thus, the load factors are higher for spans with higher ADTTs and lower for heavier permits. The current LRFR permit load factor calibration for Routine and Special permits is tied to the LRFD distribution analysis method and does not provide guidance to States that want to use refined methods of analysis for heavy permits and for permits with non-standard gage widths. Live load factors and analysis guidance that are appropriate for analysis methods other than the use of LRFD distribution formulas need to be derived.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Benefit cost analysis
KW  - Bridge design
KW  - Heavy vehicles
KW  - Live loads
KW  - Load factor
KW  - Overload permits (Bridge passage)
KW  - Permits
KW  - Research projects
KW  - Structural analysis
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2863
UR  - https://trid.trb.org/view/1232248
ER  - 

TY  - ABST
AN  - 01461310
TI  - Gulf Coast Study, Phase II, Interagency Agreement Between Research & Innovative Technology Administration and Federal Highway Administration
AB  - The Gulf Coast Study, Phase 1, completed in 2008, studied how changes in climate over the next 50 to 100 years could affect transportation systems in the U.S. central Gulf Coast region and discussed how to account for potential impacts in transportation planning. Phase 2 will build on the information developed in Phase 1 to develop more definitive information about impacts at the local level in a particular Metropolitan Planning Organization (MPO) or smaller region and will focus analysis on the key transportation links, for day to day systems operations and emergency management. The study will develop more precise tools and guides for State departments of transportation (DOTs) and MPO planners to use in deciding how to adapt to potential climate impacts and determine vulnerability for key links for each mode. Phase 2 will also develop a risk assessment tool to allow decision makers to understand vulnerability to climate change and develop a process to implement transportation facility improvements in a systematic manner.
KW  - Climate change
KW  - Decision making
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Environmental impacts
KW  - Gulf Coast (United States)
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Risk assessment
KW  - Technological innovations
KW  - Transportation planning
UR  - https://trid.trb.org/view/1229529
ER  - 

TY  - ABST
AN  - 01464190
TI  - Recommended Bicycle Lane Widths for Various Roadway Characteristics
AB  - U.S. practitioners have minimal nationally recognized guidance regarding the roadway characteristics under which bicycle lanes should be provided or, at least, considered. The current (1999) edition of the <em>AASHTO Guide for the Development of Bicycle Facilities</em> describes design of bicycle lanes, but presents virtually no guidance about roadway conditions under which they should be provided, considered, or omitted. On busier urban roadways with operating speeds above 40 mph, usage of bicycle lanes often is observed to be modest; the <em>Guide</em> simply observes that "additional widths (more than 5 ft.) are desirable" where speeds exceed 50 mph or truck volume is heavy. It is sometimes suggested that, at some threshold, designation of nearby bike routes should be considered in lieu of bicycle lanes or perhaps on thoroughfares with relatively low speeds or truck volumes, or where on-street parking is allowed, wide curb lanes or shared roadway treatments may be as or more effective than a bicycle lane. Some state departments of transportation (DOTs) have adopted policies of (generally) routine provision of bicycle lanes in urban projects, some consider whether the road is included in the local bicycle plan, and some consult criteria tables in a 1994 study published by the Federal Highway Administration (FHWA), "Selecting Roadway Design Treatments to Accommodate Bicycles." Selection factors proposed in this report are traffic volume, average traffic operating speed, "traffic mix" (presence of heavy vehicles), on-street parking, sight distance, and intersection spacing. For a given combination, tables identify a "desirable" treatment (wide curb lane, shared lane, paved shoulder, or bike lane) of recommended minimum width (at least as great as AASHTO's). The authors described their recommendations as "preliminary" and anticipated that the tables would be refined as the state of the practice evolved, but no revision has ever been developed. The objective is to develop design criteria for bicycle lanes based on roadway characteristics including, but not limited to, classification, speed, ADT, number of trucks, the grade of the roadway, and parking. The design criteria will help determine if bicycle lanes should be installed and if so, what would be the recommended width of the bicycle lane, the adjacent travel lane, and, if applicable, parking.<div></div>
KW  - Bicycle facilities
KW  - Bicycle lanes
KW  - Design criteria
KW  - Nonmotorized transportation
KW  - On street parking
KW  - Operating speed
KW  - Research projects
KW  - Traffic volume
KW  - Truck traffic
KW  - Vehicle mix
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2723
UR  - https://trid.trb.org/view/1232418
ER  - 

TY  - RPRT
AN  - 01359713
AU  - Volpe National Transportation Systems Center
AU  - Federal Aviation Administration
TI  - Point-to-Point Commercial Space Transportation in National Aviation System
PY  - 2010/03/10/Final Report
SP  - 33p
AB  - The advent of suborbital transport brings promise of point-to-point (PTP) long distance transportation as a revolutionary mode of air transportation. In 2008, the International Space University (ISU) of Strasbourg, France, published a report documenting its appraisal of PTP transportation technology. This report describes the conditions that should be put in place to foster and sustain the growth of this industry from the technical, market, financial, infrastructure, safety, and legal perspectives. The ISU study calculates that transatlantic flight times for suborbital vehicles from London to New York would take less than 1¼ hours, less than one-third the travel time required by the supersonic aircraft Concorde and a fraction of that required by conventional commercial aircraft. This potential for the rapid global transport of passengers and the fast distribution of goods and services make PTP transportation an attractive space technology concept worth exploiting. Based on ISU findings, the Federal Aviation Administration (FAA) Office of the Associate Administrator for Commercial Space Transportation (AST) recognized a need to identify issues and approaches for integrating PTP systems into the National Airspace (NAS) and International Air Space (IAS). The goal of this study is to provide FAA AST with technical support in formulating effective policies and regulations that address issues associated with the air traffic management (ATM) of commercially-operated, suborbital PTP transportation focused on the long distance delivery of both humans and cargo. The Volpe Center examined the issues associated with integrating PTP Systems into the NAS and international airspace by:
KW  - Air traffic control
KW  - Air transportation
KW  - Long distance travel
KW  - National Airspace System
KW  - Point-to-point services
KW  - Suborbital launches
KW  - Technological innovations
UR  - http://ntl.bts.gov/lib/42000/42700/42779/point_to_point.pdf
UR  - https://trid.trb.org/view/1125694
ER  - 

TY  - RPRT
AN  - 01369915
AU  - Boyce, David
AU  - Nie, Yu (
AU  - Bar-Gera, Hillel
AU  - Liu, Yang
AU  - Hu, Yucong
AU  - Northwestern University, Evanston
AU  - Federal Highway Administration
TI  - Field Test of a Method for Finding Consistent Route Flows and Multiple-Class Link Flows in Road Traffic Assignments
PY  - 2010/03/08
SP  - 104p
AB  - Road traffic assignment, or forecasting route and link flows corresponding to fixed matrices of origin-destination (OD) flows by vehicle class on a road network for a given time period, is commonly applied by transportation planning practitioners. The standard user-equilibrium traffic assignment method uniquely determines the total flow on each network link, subject to convergence errors. Multiple-class link flows and route flows, however, are indeterminate. To ensure that route and multiple-class link flows are uniquely determined, or consistent, an additional assumption is required. One option is that proportions of flow over alternative route segments with equal costs are the same for all drivers, regardless of origin or destination. Analyses based on the assigned link and route flows by vehicle class, such as select link, select zone and emissions analyses, are often performed without considering this issue. Although such analyses have become important in practice, no commercial software system currently considers the indeterminacy of these flows. Traffic Assignment by Paired Alternative Segments (TAPAS) is a new algorithm offering the first practical way to address this issue. In this project six practitioners analyzed how route flows and/or multiple-class link flows generated by TAPAS compared with those found by the commercial software systems. A specialized tool VPAS was developed to compare the outputs of TAPAS and the practitioner software. The project team also undertook its own case study of the Chicago region with tools offered by four commercial software systems, which may be classified into two groups: link-based and quick-precision. Link-based tools applied in the project were CUBE, EMME, and TransCAD; quick precision tools applied were VISUM’s route-based method and TransCAD’s origin user-equilibrium (OUE) method. Findings of these applications may be summarized as follows: (1.) Select link results for link-based tools were approximately similar to those found by TAPAS; differences in flows through a selected link by OD pair were relatively small. However, small flows were observed in link-based solutions on non-equilibrium routes not found in the more precise TAPAS solutions. As a result, the number of OD pairs using a select link was often much larger for link-based tools than for TAPAS. Analyses of flows on pairs of equal-cost segments showed that link-based solutions tended to satisfy approximately the proportionality condition. Slow convergence, however, is a costly limitation of link-based tools. Even so, the findings suggest that link-based tools do provide approximately proportional solutions, which was not realized before this project. (2.) Select link results for quick-precision tools were very different from those produced by TAPAS. In particular, where TAPAS predicted positive flows, quick-precision tools often gave zero flow from an OD pair through a selected link. Analyses of flows on pairs of equal-cost segments showed that quick-precision tools produced solutions that violate the proportionality condition. In two-class assignments for pairs of alternative segments, the proportions of flow found by quick-precision solutions were also different by class.
KW  - Algorithms
KW  - Case studies
KW  - Chicago Metropolitan Area
KW  - Links (Networks)
KW  - Road networks
KW  - Traffic assignment
KW  - Traffic equilibrium
KW  - Traffic flow
KW  - Traffic forecasting
KW  - Traffic simulation
KW  - Vehicle classification
UR  - http://www.transportation.northwestern.edu/docs/research/Boyce_FieldTestConsistentRouteFlows.pdf
UR  - https://trid.trb.org/view/1138403
ER  - 

TY  - ABST
AN  - 01576002
TI  - Nanoscale Sensors for Structural Health

AB  - This project will investigate self-powered, very large-area wireless sensors for the real-time monitoring of potentially dangerous cracks in steel bridges. The sensing elements are made by inkjet printing nanoparticles onto flexible organic substrates. Carbon nanotube-based materials will be explored for scavenging solar and vibrational energy to power the sensor nodes. Multiscale wireless communication approaches are proposed for convenient access to the sensor data over the Internet.

KW  - Cracking
KW  - Detection and identification systems
KW  - Monitoring
KW  - Nanostructured materials
KW  - Real time information
KW  - Sensors
KW  - Steel bridges
KW  - Wireless communication systems
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0014
UR  - https://trid.trb.org/view/1369402
ER  - 

TY  - ABST
AN  - 01557207
TI  - Research for the AASHTO Standing Committee on Planning. Task 97B. Towards Quantitative Safety Planning: Implementation Support
AB  - NCHRP Project 08-44 produced a guidebook for metropolitan planning organizations (MPOs) and state departments of transportation (DOTs) to assist them in integrating safety into the transportation planning process. NCHRP 08-44(02) developed a suite of software programs, known as PLANSAFE, to enable safety forecasting for use during the planning process. Implementation of PLANSAFE in a pilot test in central Florida is occurring through NCHRP 08-36, Task 97A. Dr. Simon Washington of the University of California at Berkeley has been selected to conduct the pilot test. This project will provide on site personnel in central Florida to ensure smooth and focused implementation of the software tools and to assist in implementing the project in the other 22 Florida MPOs with support from the MPOs themselves and/or the Florida Department of Transportation.  The research team will assist the local participants in learning how to appropriately implement the software; and the team plan a series of briefings with the other Florida MPOs at their quarterly meetings. This will lay the groundwork for continued application of the software tools.
KW  - Florida
KW  - Implementation
KW  - Metropolitan planning organizations
KW  - Safety
KW  - Software packages
KW  - State departments of transportation
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2822
UR  - https://trid.trb.org/view/1346867
ER  - 

TY  - ABST
AN  - 01576001
TI  - Development and Evaluation of Technological Innovations in Transportation for People with Disabilities

AB  - Explore and build on Intelligent Transportation Systems (ITS) and other technologies to provide a set of new methods and devices that would help a person with vision impairment navigate a path, help a person with mobility impairment cross an intersection or a roundabout, and increase the personal mobility of a person with a cognitive or learning impairment.

KW  - Cognition
KW  - Intelligent transportation systems
KW  - Intersections
KW  - Mobility
KW  - Roundabouts
KW  - Technological innovations
KW  - Vision disorders
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0012
UR  - https://trid.trb.org/view/1369401
ER  - 

TY  - ABST
AN  - 01573777
TI  - Full-Scale Aggregate Base Design and Construction

AB  - This activity is aligned with the International Center for Aggregates Research and National Stone, Sand, and Gravel Association research priority list. The activity addresses the issue of using higher modulus, more dense bases construction for thinner asphalt concrete layers, thereby saving agencies money. This activity began to explore methods, which advance the state of the practice in granular base construction, material selection/specification, recycling and blending, and performance modeling. It has evolved with many attributes. Three main aspects are:  Alternative construction techniques; Pavement design structural configuration; and Improved materials characterization and modeling.  Validation of the International Center for Aggregate Research cross-anisotropic resilient modulus material model for use in design and contributions to performance prediction is key.

KW  - Aggregates
KW  - Asphalt concrete
KW  - Pavement design
KW  - Pavement layers
KW  - Road construction
KW  - State of the practice
KW  - Structural analysis
KW  - Subbase (Pavements)
UR  - https://trid.trb.org/view/1366874
ER  - 

TY  - ABST
AN  - 01563877
TI  - Structural Health Monitoring System
AB  - In the past decade, Los Alamos National Laboratories has evaluated six non-destructive damage detection algorithms in terms of their ability to detect and locate damage on bridges. While significant at the time, the state of the art has evolved such that damage cannot only be detected and located, it can also be quantified. Although numerous damage detection algorithms exist to detect a change in the structure, that information by itself is of little value to a state bridge engineer. What is needed is a structural health monitoring (SHM) system capable of evaluating the structural capacity and remaining service life of a bridge. The ultimate objective of this project is to integrate a damage detection algorithm capable of evaluating a bridge's structural capacity and estimating remaining service life into a structural health monitoring system.
KW  - Bearing capacity
KW  - Bridge engineering
KW  - Bridges
KW  - Damage detection
KW  - Service life
KW  - State of the art
KW  - Structural capacity
KW  - Structural health monitoring
UR  - http://www.pooledfund.org/Details/Study/447
UR  - https://trid.trb.org/view/1354983
ER  - 

TY  - ABST
AN  - 01466624
TI  - Performance of Lightweight Foam Concrete Fill and Post-Grouted Drilled Shafts in Broadway Viaduct Replacement
AB  - Due to quality control issues or soft toe conditions, the end bearing capacity of drilled shafts is often not mobilized before service load displacement limits are realized. Shaft capacity is therefore limited as it is developed primarily through mobilization of side-frictional resistance at relatively small displacements. It has been estimated that the end bearing component in-cohesionless soils can be as great as 20 times the resistance available due to side friction. To take advantage of such potential high end bearing capacities in soft-toe conditions, post-grouting of shaft tips is increasing in popularity. In the existing Broadway viaduct replacement project, initial load-testing has been completed on post-grouted drilled shafts that were constructed using the tube-sleeve (tube-a-manchette) approach. However, the increase in shaft capacity did not meet expectations, and questions remain as to the size and integrity of the grout bulb, and therefore the size of the contact area that should be used in analysis and design. It is our understanding that it has been suggested that the tube-a-manchette grouting technique be replaced with a flat-jacking approach, for which the distribution and contact area of the grout will be known. To date, there remain questions regarding the effectiveness of this technique. Current plans for replacing the Broadway viaduct also involve the replacement of the existing cellular abutments with slabs on LFCF material contained within mechanically stabilized earth (MSE) walls. Because this is the first such use of LFCF in a bridge project in Iowa, it will be highly beneficial to assess and document the performance and interaction of the fill with the surrounding walls and underlying foundation soils. The performance of the LFCF-MSE wall system will be studied by instrumenting the wall facade with tilt meters and the straps with strain gages. At each abutment, two soil settlement plates will be used to monitor the soil response at the base of the fill material and two will be installed immediately outside the MSE walls, for a total of eight settlement plates (to be installed by the DOT). Additionally, the pressure under the foamed concrete fill will be monitored using two soil pressure cells. The LFCF offers potential savings over the use of select fills, while post grouting of drilled shaft tips will likely provide savings in construction costs by decreasing the required shaft lengths for a given design load. Documentation and evaluation of the construction and performance of these materials and techniques will benefit future projects in which these technologies may be used.
KW  - Bearing capacity
KW  - Bridge foundations
KW  - Bridge replacement
KW  - Concrete filled structures
KW  - Drilled shafts
KW  - Granular soils
KW  - Load tests
KW  - Mechanically stabilized earth
KW  - Soft soils
UR  - https://trid.trb.org/view/1234859
ER  - 

TY  - ABST
AN  - 01463932
TI  - Research for AASHTO Standing Committee on Highways. Task 287. Roadmap for Winter Maintenance Research
AB  - The objective of this project is develop a roadmap of strategic/business needs for snow and ice control.  The roadmap can then provide a basis for identifying near, medium, and long-term research needs.  The research will involve a workshop of the different groups involved in snow and ice control.  Work has just begun on identifying candidate participants in consultation with the AASHTO Highway Subcommittee on Maintenance; the workshop is expected to be held in June or July 2010, with project completion expected by the end of October 2010. 
KW  - Highway maintenance
KW  - Long range planning
KW  - Maintenance
KW  - National Cooperative Highway Research Program
KW  - Research
KW  - Strategic planning
KW  - Winter maintenance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2865
UR  - https://trid.trb.org/view/1232160
ER  - 

TY  - RPRT
AN  - 01208071
AU  - Schmidt, Jennifer D
AU  - Faller, Ronald K
AU  - Lechtenberg, Karla A
AU  - Sicking, Dean L
AU  - Halloway, James C
AU  - University of Nebraska, Lincoln
AU  - Mid-America Transportation Center
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
AU  - Department of Transportation
TI  - Safety Investigation and Guidance for Work-Zone Devices in Freight Transportation Systems Subjected to Passenger Car and Truck Impacts with New Crash Standards
PY  - 2010/03/01
SP  - 394p
AB  - Crashworthy, work-zone, portable sign support systems accepted under NCHRP Report No. 350 were analyzed to predict their safety performance according to the TL-3 MASH evaluation criteria. An analysis was conducted to determine which hardware parameters of sign support systems would likely contribute to the safety performance with MASH. The accuracy of the method was evaluated through full-scale crash testing. Four full-scale crash tests were conducted with a pickup truck. Two tall-mounted, sign support systems with aluminum sign panels failed the MASH criteria due to windshield penetration. One low-mounted system with a vinyl, roll-up sign panel failed the MASH criteria due to windshield and floorboard penetration. Another low-mounted system with an aluminum sign panel successfully met the MASH criteria. Four full-scale crash tests were conducted with a small passenger car. The low-mounted tripod system with an aluminum sign panel failed the MASH criteria due to windshield penetration. One low-mounted system with aluminum sign panel failed the MASH criteria due to excessive windshield deformation, and another similar system passed the MASH criteria. The low-mounted system with a vinyl, roll-up sign panel successfully met the MASH criteria. Hardware parameters of work-zone sign support systems that were determined to be important for failure with MASH include sign panel material, the height to the top of the mast, the presence of flags, sign-locking mechanism, base layout and system orientation. Flowcharts were provided to assist manufacturers when designing new sign support systems.
KW  - Compliance
KW  - Crashworthiness
KW  - Human factors in crashes
KW  - Impact tests
KW  - Sign supports
KW  - Standards
KW  - Traffic control devices
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://matc.unl.edu/research/research_projects.php?id=19
UR  - https://trid.trb.org/view/968921
ER  - 

TY  - RPRT
AN  - 01488373
AU  - Burkheimer, Dennis
AU  - Iowa Department of Transportation
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Portable Weather Station
PY  - 2010/03//Final Report
SP  - 6p
AB  - This station was required to have air temperature, relative humidity, wind speed and direction, and pavement temperature sensors of similar quality to the traditional Road Weather Information System (RWIS) sensors, have an integrated solar powered battery system, and be trailer‐mounted for ease of transport. The station was tested by the Iowa Department of Transportation (DOT) for basic reliability and sensor performance for a month and a half in Ames, Iowa before being moved to near Osceola, Iowa in early February 2010 for further field testing and evaluation. DOT field maintenance staff was able to successfully set up the station with minimal instruction and found the station to be relatively intuitive in its installation. Air temperature, wind speed, and wind direction observations from the station were compared to a nearby RWIS station and had good agreement. Pavement temperature readings were compared to sites within 40 miles of the station, and the readings correlated. The station has had good reliability.
KW  - Field tests
KW  - Iowa
KW  - Portable equipment
KW  - Reliability
KW  - Road weather information systems
KW  - Solar power generation
UR  - http://www.iowadot.gov/research/reports/Year/2010/fullreports/Portable%20Weather%20Station.pdf
UR  - https://trid.trb.org/view/1257078
ER  - 

TY  - RPRT
AN  - 01457509
AU  - Lyn, Dennis
AU  - Cooper, Thomas
AU  - Das, Ranadeep
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - A Truck-Mounted Scour Inspection System for INDOT
PY  - 2010/03//Final Report
SP  - 67p
AB  - Scour monitoring may be a useful tool for the Indiana Department of Transportation (INDOT)  in dealing with local scour problems at bridge sites, and a truck-mounted scour-monitoring system is an attractive option offering flexibility in deployment and cost-effectiveness. This report deals with two aspects related to the further development of such a system: i) a web application that combines the latest available information regarding streamflow with relevant information regarding bridges considered susceptible to bridge scour, thereby assisting in truck-deployment decisions, and ii) development of an acoustic positioning system as a replacement of the original mechanical positioning in order to improve the ease of use.The web application, written in Macromedia (now Adobe) Flash 7, provides a graphical (map) display of stream gaging sites and bridges, and the relevant information. The report discusses briefly its use and the software implementation.The acoustic positioning system is based on acoustically measuring distances from transmitters attached to the scour sonar housing to an array of receivers of known fixed positions, and is intended for use in determining reproducibly the position being probed by a scour sonar. Laboratory tests were performed with the system in isolation, and results were compared with locations determined from a Total station. It was found that, under relatively ideal laboratory conditions, the system could locate the transmitters within 1-ft in the horizontal and 1-ft in the vertical. For the more demanding location of a probed point on a hypothetical streambed, the system errors often exceeded this specification. Field tests, undertaken for both stationary-truck and moving-truck applications, but with the positions of transmitters nominally fixed with respect to the receivers, showed that the results were noisier, but appropriate pre-screening and post-processing yielded useful data.
KW  - Bridges
KW  - Indiana Department of Transportation
KW  - Inspection equipment
KW  - Positioning
KW  - Scour
KW  - Structural health monitoring
UR  - http://dx.doi.org/10.5703/1288284314285
UR  - https://trid.trb.org/view/1218751
ER  - 

TY  - RPRT
AN  - 01457326
AU  - Bhargava, Abhishek
AU  - Labi, Samuel
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Framework for Ex Post Facto Evaluation of Highway Project Costs in Indiana
PY  - 2010/03//Final Report
SP  - 274p
AB  - Researchers and engineers continue to ponder over the reliability of construction cost forecasts made at the early stages of project development. After a project has been incorporated in the statewide transportation improvement program, increasingly detailed estimates of its cost are prepared at the remaining stages of project development, namely, design estimate, engineer’s estimate, and bid estimate. The accuracy of such estimates has critical consequences on contract administration and asset management in general. Most agencies do not have a methodological framework to identify projects where final cost is likely to exceed the cost estimate, or where the cost estimate is likely to exceed the final cost. This study presents such a methodology for identifying contracts that are likely to experience cost overrun at different stages of the project development process. Also, the study analyzes escalation patterns of cost estimates across the stages of project development. The application of the methodology is demonstrated using data from Indiana. Monte Carlo simulations were conducted to analyze the variability in probabilities of escalation patterns and cost overruns. To facilitate implementation of the study results, a software tool was developed using the developed models to identify contracts that are more likely to experience cost overrun in Indiana. The methodology can, however, be used by other highway agencies. For the case study, the results showed that for expansion (capacity addition) and bridge contracts, the probability of cost overrun increased with increase in contract size. For pavement projects, large contracts (exceeding $5 million) were found to be more likely to experience a cost underrun compared to small contracts. Pavement contracts in urban areas were found to be more likely to experience cost overrun compared to their rural counterparts. For expansion and bridge contract cost overrun, no significant difference in cost overrun likelihood was found between urban and rural areas. Expansion and pavement contracts on Non-NHS highways were found to be more likely to experience cost overrun, compared to such contracts on NHS highways. Bridge contracts on Interstates were more likely to experience cost overrun compared to Non-Interstates. Furthermore, it was found that as the time duration between project proposal and design completion increased, the tendency of a contract to experience cost overrun increased. Longer time spans between project proposal and letting were also found to increase the probability of cost overrun. In addition, the risk of occurrence of a particular escalation pattern was found to influence the probability of cost overrun.
KW  - Construction projects
KW  - Cost estimating
KW  - Cost overruns
KW  - Costs
KW  - Indiana
KW  - Road construction
UR  - http://dx.doi.org/10.5703/1288284314274
UR  - https://trid.trb.org/view/1218740
ER  - 

TY  - RPRT
AN  - 01454322
AU  - Frosch, Robert J
AU  - Ramirez, Julio A
AU  - Price, Stephen
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Innovative Bridge Construction Program: Implementation of Full-Depth Bridge Deck Panels in Indiana
PY  - 2010/03
SP  - 270p
AB  - This research evaluates the use of precast, prestressed bridge deck panels on new and existing precast, prestressed concrete girders. The evaluation focuses on the ease of construction and the ability of the system to develop composite action with the concrete girders. A system developed by the Connecticut Department of Transportation (CDOT) and Precast/Prestressed Concrete Institute New England Region (PCINER) was chosen for testing from available systems because it is representative of the current geometry of precast bridge deck panels. The CDOT system was evaluated in a series of large scale tests in which the panels were placed on a 40 ft prestressed concrete girder and subjected to three point loading. The CDOT system is compared to a new system developed as part of the research program. The new system addresses durability and ease of construction issues that are problematic with current joint details. The strength and geometry of both the current and new joint details are evaluated and compared in a series of direct shear tests. A final, large scale specimen was designed, constructed, and loaded to evaluate the new system. It was concluded that the behavior of the new system is comparable to that of the CDOT system. In addition, the new system is easy to construct and minimizes deck penetrations, thereby enhancing durability. This research has the potential to impact the way in which the aging highway system is rehabilitated and replaced by reducing the associated time and costs of construction while decreasing disruption to the traveling public.
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge design
KW  - Girders
KW  - Indiana
KW  - Panels
KW  - Precast concrete
KW  - Prestressed concrete
UR  - http://dx.doi.org/10.5703/1288284314273
UR  - https://trid.trb.org/view/1218739
ER  - 

TY  - RPRT
AN  - 01453676
AU  - Corson, Lynn A
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Identification and Implementation of Best Management Practices for Erosion and Sediment Control That Conform to Indiana Storm Water Quality Regulations and Guidance
PY  - 2010/03//Final Report
SP  - 86p
AB  - The study identifies the best management practices (BMPs) for erosion and sediment control that conform to Indiana storm water quality regulations and the Indiana Storm Water Quality Manual. Recommendations are made for modification of the Indiana Department of Transportation (INDOT) Standard Specifications and other documents, consistent with the proposed BMPs.  The INDOT NPDES storm water permit application, originally prepared in September 2003 and submitted to the Indiana Department of Environmental Management, was to have been revised and resubmitted during this study period, but was not. The study, instead, focuses on INDOT storm water quality issues attendant to the revision and makes recommendations for addressing these issues. Recommendations are made for the organization and content of an erosion and sediment control certification and training program for INDOT and contractor personnel.  The Kentucky Erosion Prevention and Sediment Control Field Guide was modified, with the approval of the Kentucky authors/publishers, for use as an Indiana field guide.
KW  - Best practices
KW  - Drainage
KW  - Erosion control
KW  - Indiana
KW  - Recommendations
KW  - Runoff
KW  - Sediment discharge
UR  - http://dx.doi.org/10.5703/1288284314269
UR  - https://trid.trb.org/view/1218735
ER  - 

TY  - RPRT
AN  - 01368818
AU  - Fernando, H  J S
AU  - Ovenden, N C
AU  - Shaffer, S R
AU  - Arizona State University, Tempe
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Investigations of Environmental Effects on Freeway Acoustics
PY  - 2010/03//Final Report
SP  - 52p
AB  - The study reported here was designed to examine the impact of background meteorological conditions on the propagation of noise from urban freeways in the Phoenix area. The aim was to understand and predict how sound waves emanating from highways respond to the vertical profiles of atmospheric temperature gradients and velocity shear, so that sound measurements can be interpreted with regard to the environmental variability. Over the course of four days in late 2006 and two days in early 2007, field experiments were carried out at two freeway sites, where meteorological data and sound levels were measured and recorded from early morning until the middle of the day. Such periods span the stable, morning transitional and convective periods of the atmosphere. From the data collected, three test cases of varying atmospheric density stratification and wind shear are presented and discussed. These cases represent all measurement periods and were analyzed in detail. A parabolic equation model coupled to a Green’s function model close to the source field was developed and used to compute the refracted sound field for experimental cases up to half a mile from the freeway, permitting computations of noise exposure of residential areas nearby. The model demonstrates that atmospheric effects are able to raise sound levels by 10dB–20dB at significant distances from the highway, which at times led to exceeding acceptable limits imposed by Federal Highway Administration for residential areas. Mitigation strategies such as barriers and asphalt rubber friction course (ARFC) are also briefly discussed.
KW  - Acoustic emission
KW  - Field studies
KW  - Freeways
KW  - Meteorological phenomena
KW  - Noise
KW  - Phoenix (Arizona)
KW  - Sound level
UR  - http://ntl.bts.gov/lib/44000/44300/44359/AZ605-1.pdf
UR  - https://trid.trb.org/view/1137304
ER  - 

TY  - RPRT
AN  - 01365488
AU  - Giuffre, William L
AU  - Cambridge Systematics, Inc.
AU  - Federal Highway Administration
TI  - Evaluation of Highway Performance Measures for a Multi-State Corridor - A Pilot Study
PY  - 2010/03//Final Report
SP  - 72p
AB  - Determining an appropriate set of performance measures to use for managing the nation's highway network is a vital component of the work to preserve our existing transportation infrastructure. Recent research, such as National Cooperative Research Program (NCHRP) Project 20-74 describing an asset management framework for the Interstate Highway System (IHS), has highlighted the importance of establishing a consistent set of performance measures for communicating physical conditions of our roads, bridges, and other highway assets. The Federal Highway Administration (FHWA) Office of Asset Management developed this project to analyze bridge and pavement data across a multi-state corridor, evaluate the quality of existing performance measures, and recommend additional measures as well as further avenues of research in this area. A key deliverable involved using the Integrated Corridor Analysis Tool (ICAT), previously developed by the I-95 Corridor Coalition, as a platform to display bridge and pavement performance data. ICAT provides a map-based application, accessible via the Internet, that allows users to view, analyze, and compare performance data along an entire corridor or at a specific location. This project provides a statistical analysis of bridge and pavement data received from Virginia, Maryland, and Delaware. This analysis included looking at individual values as well as comparing values both within a state and across states.
KW  - Bridges
KW  - Condition surveys
KW  - Interstate 95
KW  - Pavement performance
KW  - Performance measurement
KW  - Statistical analysis
UR  - http://www.fhwa.dot.gov/asset/hif10015/hif10015.pdf
UR  - https://trid.trb.org/view/1132960
ER  - 

TY  - RPRT
AN  - 01365349
AU  - Abdel-Rahim, Ahmed
AU  - Khanal, Mandar
AU  - Cooley, Howard
AU  - Gould, Samantha
AU  - National Institute for Advanced Transportation Technology
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Synthesis of Research on Work Zone Delays and Simplified Application of QuickZone Analysis Tool
PY  - 2010/03//Final Report
SP  - 52p
AB  - The objectives of this project were to synthesize the latest information on work zone safety and management and identify case studies in which Federal Highway Administration's (FHWA’s) decision support tool QuickZone or other appropriate analysis tools could be applied. The results of the analysis showed that QuickZone was an efficient tool to macroscopically analyze traffic operations at work zones. It provides reliable planning-level estimates of delay and queue length that are comparable to that reported by microscopic simulation models. It can be used to analyze work zones in urban freeways, rural freeways, four-lane divided urban arterials and corridors, and two-lane rural highways. QuickZone, provides department of transportation (DOT) staff with the opportunity to effectively analyze work zone projects and fully assess their impacts. It also provides DOT staff with a tool that can be used to reliably estimate work zone user cost, in the form of vehicular delay, for different project scheduling, phasing, delivery methods, and other traffic management alternatives. QuickZone, a Microsoft Excel application, is a fairly simple-to-use analysis tool. However, it requires extensive data input to fully represent the traffic flow profile throughout the work zone. QuickZone delay and queue length output are highly sensitive to calibration parameters such as saturation flow headway and lane capacity. Using site specific parameters will improve the model output. Average saturation flow headway and the corresponding lane capacity values for different road types in Idaho are provided in Table 4 in this report. These values are based on field measurements of saturation flow headway at different sites throughout Idaho. Realistic capacity estimates can be obtained using these values as base capacity values with adjustments following the Highway Capacity Manual 2000 procedures. Adjustments to the base value include: duration and intensity of work activity, effect of heavy vehicles, and presence of ramps in close proximity to the work zone.
KW  - Queuing
KW  - QuickZone (Computer program)
KW  - Saturation flow
KW  - Simulation
KW  - Traffic delays
KW  - Traffic flow
KW  - Work zones
UR  - http://www.itd.idaho.gov/highways/research/archived/reports/RP%20179_Final.pdf
UR  - http://ntl.bts.gov/lib/44000/44200/44248/RP_179_Final.pdf
UR  - https://trid.trb.org/view/1133959
ER  - 

TY  - RPRT
AN  - 01365329
AU  - Abdel-Rahim, Ahmed
AU  - Wall, Richard
AU  - Ahmed, Sk Monsur
AU  - Browne, Cody
AU  - National Institute for Advanced Transportation Technology
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - An Automated Testing Tool for Traffic Signal Controller Functionalities
PY  - 2010/03//Final Report
SP  - 31p
AB  - The purpose of this project was to develop an automated tool that facilitates testing of traffic controller functionality using controller interface device (CID) technology. Benefits of such automated testers to traffic engineers include reduced testing time, enhanced repeatability and consistency of testing, reduced testing costs, and improved testing quality and productivity. The automated tester can be operated in a static mode using the graphical user interface. The timing of input changes is strictly controlled by the person operating the testing system. It uses XML script files to specify which inputs are activated, the timing of those activations and verifying the controller response(s). The software provided is for a limited set of National Electrical Manufacturers Association (NEMA) TS1 controllers running a specific firmware version as specified by the Idaho Transportation Department. Other traffic controllers can be tested provided that the testing program has been modified to communicate with that specific controller. Software modifications to the testing software are required because there is no standard communications protocol used by various traffic controller manufacturers that allow the traffic controller settings to be read from the controller. A version of the automated tester has been developed and tested that interfaces with NEMA TS2 type 1 and type 2 controllers. This version uses the National Transportation Communications for ITS Protocol (NTCIP) via either the asynchronous RS232 serial port or the Ethernet port. However, our investigation has shown that various vendors have significant differences in the interpretation of the NTCIP standard, and the automated testing software must still be verified with specific traffic devices running specific firmware versions. The automated tester also includes a CID-based suitcase tester emulator that can replace or supplement manual testing.
KW  - Automatic test equipment
KW  - Fuzzy logic
KW  - National Transportation Communications for Intelligent Transportation Systems Protocol
KW  - Traffic signal controllers
KW  - Traffic signal timing
KW  - User interfaces (Computer science)
UR  - http://www.itd.idaho.gov/highways/research/archived/reports/RP%20180_Final.pdf
UR  - http://ntl.bts.gov/lib/44000/44200/44249/RP_180_Final.pdf
UR  - https://trid.trb.org/view/1133935
ER  - 

TY  - RPRT
AN  - 01359681
AU  - Hopwood, Theodore
AU  - Palle, Sudhir
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Nondestructive Testing of Defective ASTM A 514 Steel on the I-275 Combs-Hehl Twin Bridges Over the Ohio River in Campbell County, Kentucky
PY  - 2010/03//Final Report
SP  - 82p
AB  - Three defective ASTM A 514 steel splice plates were discovered on the I-275 Combs-Hehl twin bridges over the Ohio River. A follow-up in-depth field inspection of 1,356 A 514 steel plates on the bridges revealed 14 additional defective gusset and splice plates. The A 514 steel was improperly heat-treated resulting in a brittle crack-prone microstructure. Ultrasonic and impact hardness tests were used to identify the defective steel. Subsequently, the defective steel plates were either removed or lapped with additional steel plates.
KW  - Bridge members
KW  - Campbell County (Kentucky)
KW  - Cantilever bridges
KW  - Gusset plates
KW  - Hardness tests
KW  - Nondestructive tests
KW  - Splice plates
KW  - Steel plates
KW  - Stress cracking
KW  - Ultrasonic tests
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_11_KH_60_07_1F.pdf
UR  - https://trid.trb.org/view/1125641
ER  - 

TY  - RPRT
AN  - 01354139
AU  - Tyagi, Avdhesh K
AU  - Al-Madhhachi, Abdul-Sahib
AU  - Brown, James
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Degradation in Rush, Wildhorse, and Salt Creeks of Washita River in Oklahoma for Transportation Planning
PY  - 2010/03//Final Report
SP  - 136p
AB  - The purpose of this research is to analyze the flow line data and relate it to the degradation of the Rush, Wildhorse and Salt Creeks at bridge location in the Washita River tributaries. This information may then be used to replace or rehabilitate those bridges that experienced severe degradation. This report evaluates channel degradation in three tributaries of the Washita River in Oklahoma. The three creeks include Rush Creek at 29.18 miles of the Washita River and Wildhorse Creek at 54.82 miles of the Washita River and Salt Creek at 14.62 miles in Wildhorse Creek watershed. In Rush Creek, the maximum degradation is computed 0.46 feet per year over 15 years. Salt Creek has a maximum degradation of 0.63 feet per year over 8 years. The maximum degradation for Wildhorse Creek is determined 0.43 feet per year over 35 years. Washita River degradation rates ranged from 0.1 to 0.3 feet per year as determined in a previous study, while the degradation of Rush, Wildhorse and Salt Creeks ranged from 0.22 to 0.46, 0.072 to 0.43 and 0.02 to 0.63 feet per year, respectively. After detailed hydraulic and geotechnical analysis the following bridges were recommended for further evaluation and possibly rehabilitation; b17568, b17569, b17590, and b17591. The foundation of piers is determined to be very close to the current flow line.
KW  - Bridges
KW  - Channel flow
KW  - Channels (Waterways)
KW  - Degradation (Hydrology)
KW  - Geotechnical engineering
KW  - Hydraulics
KW  - Oklahoma
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/42000/42400/42423/FY09_2194_Tyagi_FinalReport.pdf
UR  - https://trid.trb.org/view/1117065
ER  - 

TY  - RPRT
AN  - 01339100
AU  - Wen, Haifang
AU  - Li, Xiaojun
AU  - Martono, Wilfung
AU  - Washington State University, Pullman
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Assessment of Wisconsin’s Whitetopping and Ultra-thin Whitetopping Projects
PY  - 2010/03//Final Report
SP  - 133p
AB  - Whitetopping (WT) overlay is a concrete overlay on the prepared existing hot mix asphalt (HMA) pavement to improve both the structural and functional capability. It’s a relatively new rehabilitation technology for deteriorated HMA. If the slab thickness is less or equal to 4 in., it is referred to as ultra-thin whitetopping (UTW). The primary objectives of this study are to catalog the WT and UTW projects in Wisconsin, document pertinent design and construction elements, assess performance and estimate a service life of these projects. A comprehensive literature review was performed. A database of the WT and UTW projects was established covering 18 projects built from 1995 to 2007 in Wisconsin. The performance of these WT and UTW projects was assessed, by means of shear strength tests on field cores, falling weight deflectometer (FWD) tests on selected projects, and field distress survey on in-service projects. FWD backcalculation methods for WT and UTW pavements were studied and a Critical Distance Method was proposed and utilized for UTW pavement. Fatigue life was analyzed using 18kip, 22kip and 26kip single axle load level. Performance assessment was conducted using both Pavement Condition Index (PCI) and Pavement Distress Index (PDI). The performance of WT projects in Wisconsin was found comparable to that in other states. WT overlay thickness, joint spacing and pavement age were found to have significant effects on pavement performance.
KW  - Asphalt pavements
KW  - Concrete overlays
KW  - Condition surveys
KW  - Falling weight deflectometers
KW  - Fatigue tests
KW  - Joint spacing
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Shear strength
KW  - Thickness
KW  - Ultra-thin whitetopping
KW  - Ultrathin concrete overlays
KW  - Whitetopping
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53296/08-10%2520%2520FINAL%2520report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-10_FINAL_report.pdf
UR  - https://trid.trb.org/view/1101712
ER  - 

TY  - RPRT
AN  - 01337321
AU  - Miller, John S
AU  - Garber, Nicholas J
AU  - Kamatu, Josephine N
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Incorporating Safety into the Regional Planning Process in Virginia: Volume II: A Resource Guide
PY  - 2010/03//Final Report
SP  - 97p
AB  - Motor vehicle crashes have an annual societal cost of $230 billion, and one way to reduce this cost is to incorporate safety directly into the long-range transportation planning process. This resource guide presents some ways through which safety and planning may be integrated and is targeted toward Virginia Department of Transportation (VDOT) district planners, metropolitan planning organizations, and planning district commissions. The guide does not constitute a VDOT policy or regulation; rather, it is a set of best practices designed to accompany, rather than duplicate, the regional transportation planning process. The guide describes eight independent steps for integrating safety into the regional transportation planning process and provides one or more Virginia-specific examples for each step. The steps are as follows: 1. Develop a vision statement, goals, and objectives that directly incorporate safety. 2. Use diverse stakeholders to identify alternatives and evaluate their utility. 3. Use safety-related performance measures to assess deficiencies. 4. Acquire data within the time constraints faced by the planner. 5. Analyze data with available resources and thus select higher impact projects. 6. Prioritize projects to determine the largest expected crash avoidance given limited funds. 7. Identify alternative funding sources for safety-related projects. 8. Monitor the safety impacts of implemented projects. This guide constitutes Volume II of the two-volume report Incorporating Safety Into the Regional Planning Process in Virginia. Volume I describes how the guide was developed.
KW  - Best practices
KW  - Highway safety
KW  - Regional planning
KW  - Safety programs
KW  - Strategic planning
KW  - Transportation planning
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r15.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56145/VA10-R15.PDF
UR  - https://trid.trb.org/view/1097802
ER  - 

TY  - RPRT
AN  - 01226644
AU  - Kading, Kelly W
AU  - Bender, Kathryn E
AU  - Chowdhury, Faisal
AU  - HDR Engineering, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Hazardous Materials Transportation in Arizona
PY  - 2010/03//Final Report
SP  - 39p
AB  - The purpose of this report is to summarize the data that have been collected, provide references to other researched material that supports the findings of this study, and provide a set of viable recommendations for moving forward with the preparation of a hazardous materials transportation plan (HMTP) for ADOT. Overviews of other states’ programs are documented and describe which plans or portions of the plans may be adapted for use by ADOT. This report includes an overview of the computer modeling software available, and discusses the evaluations of the models. State and federal regulations and guidance with regard to transportation of hazardous materials and incidents involving hazardous materials are discussed. Strengths and weaknesses of some of the available data are identified. It is concluded that ADOT should consider the Texas approach for preparing an HMTP. The following are actionable recommendations to begin the process for the HMTP preparation: (1) Use the Texas Administrative Codes as a basis for Arizona to develop and pass similar statutes. (2) Support a statute to require all trucks transporting hazardous materials to stop at ports of entry. (3) Develop a Web site with GIS-based maps for designated routes and other suitable information. (4) Create an alliance with AZSERC for using the commodity flow studies and prioritize corridors for completion of coverage of the state. (5) Form an interagency task force consisting of representatives from ADOT, AZSERC, ADPS, EMD, FHWA, FMCSA, metro Phoenix and Tucson municipalities, and others. (6) Fill in data gaps with air, rail, borders, and intrastate transport of hazardous materials. (7) Participate in a peer-to-peer program with Texas DOT for experience and technical transfer related to the HMTP preparation and utilization.
KW  - Arizona
KW  - Computer models
KW  - Data quality
KW  - Freight transportation
KW  - Hazardous materials
KW  - Incident management
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/34000/34500/34507/AZ624.pdf
UR  - https://trid.trb.org/view/982014
ER  - 

TY  - RPRT
AN  - 01225587
AU  - Hossain, M Shabbir
AU  - Apeagyei, Alex K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Lightweight Deflectometer for In-Situ Determination of Pavement Layer Moduli
PY  - 2010/03//Final Report
SP  - 40p
AB  - The quality of base and subgrade construction has conventionally been evaluated using specifications based on density and moisture content. Such specifications for highway base and subgrade require the use of a nuclear density and/or moisture gauge that poses potential health hazards to the operator and requires expensive certification and monitoring. Moreover, density and moisture do not relate to pavement design input parameters or performance. The fundamental material properties such as elastic and resilient moduli that are key inputs in the new mechanistic empirical-based design cannot be obtained from density and moisture content measurements. The primary objective of this study was to investigate the suitability of the lightweight deflectometer (LWD) to measure in-situ pavement layer moduli. The LWD, along with two other devices, the GeoGauge and dynamic cone penetrometer (DCP), were used to measure and monitor subgrade and base layer moduli during construction. Three existing gravel roads were also tested. A high spatial variability was found for the stiffness modulus values measured by all three devices. There were no significant correlations among the results with the devices. Although no unique relationship between mean LWD moduli and either GeoGauge or DCP moduli was found, a good correlation was found when the 85th percentile stiffness values were compared. The effect of dry density was not evident, but moisture content showed a significant influence on the measured stiffness with all three devices, especially the LWD. A limited laboratory investigation indicated that the high modulus value for the LWD may be attributable to soil suction or a pore pressure development from transient loading of the LWD on a fine-grained soil. The LWD is not recommended for use for construction quality control until further research has been conducted to determine the causes of the high spatial variability and the effect of moisture on the LWD-measured modulus. The study further recommends that additional well-controlled laboratory testing be performed to evaluate the effect of moisture on LWD-modulus measurements and that field studies be conducted to verify the findings. The advantage of the LWD is the lower operating cost and lower health risk compared to the conventional nuclear density and moisture content devices. In addition, the LWD can directly measure the modulus properties that are the basis for the new Mechanistic Empirical Pavement Design Guide (MEPDG) pavement design.
KW  - Base course (Pavements)
KW  - Cone penetrometers
KW  - Deflectometers
KW  - Field tests
KW  - GeoGauge
KW  - Lightweight deflectometers
KW  - Modulus of elasticity
KW  - Modulus of resilience
KW  - Moisture content
KW  - Road construction
KW  - Stiffness
KW  - Subgrade (Pavements)
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r6.pdf
UR  - https://trid.trb.org/view/986709
ER  - 

TY  - RPRT
AN  - 01219908
AU  - Barnes, Craig
AU  - thembcgroup
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Developing and Evaluating Safe Winter Driving Messages
PY  - 2010/03//Final Report
SP  - 28p
AB  - The objectives of this project were: Poll Clear Roads member states for crash data; Conduct an online survey instrument to better identify target demographics, geographics and psychographics;  Develop a messaging platform that includes a 30-, 15- and 7-second spot to be used for TV or Internet pre-roll videos and 2 Internet Banner Flash Ads; and Create a Final Report that includes a summary of project with detailed information on how to deploy campaign materials.  The project accomplishments are reported in this final report.
KW  - Advertising
KW  - Crash data
KW  - Digital video
KW  - Driving
KW  - Highway safety
KW  - Internet
KW  - Messages (Communications)
KW  - Safety campaigns
KW  - Surveys
KW  - Television
KW  - Winter
KW  - Winter maintenance
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/09-21winterdrivingmessages-f.pdf
UR  - http://www.clearroads.org/downloads/09-21winterdrivingmessages-final-report.pdf
UR  - https://trid.trb.org/view/978343
ER  - 

TY  - RPRT
AN  - 01219903
AU  - Akin, Michelle
AU  - Shi, Xianming
AU  - Western Transportation Institute
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Standardized Test Procedures for Evaluating Deicing Chemicals
PY  - 2010/03//Final Report
SP  - 97p
AB  - This project aims to develop and/or identify a series of standard laboratory testing procedures and ranges that can be used to evaluate the performance of deicing chemicals, additives and mixtures used on roadways and other transportation facilities. A literature review and survey were conducted to provide the scope and direction for laboratory tests. The results of the survey indicate relatively modest implementation of the deicer performance tests developed under the Strategic Highway Research Program (SHRP) and ASTM freezing point test. As such, several test methods were experimented for the purpose of refining or developing a promising test protocol, including: Differential Scanning Calorimetry (DSC) thermogram test for liquid deicers, Modified SHRP Ice Melting Test for solid and liquid deicers, Modified SHRP Ice Penetration Test for solid and liquid deicers, and a modified ice undercutting test developed by Minnesota DOT for solid and liquid deicers. These tests shed light on the complexity and challenges in evaluating various deicers, especially the poor reliability inherent in conventional test methods. The DSC-based method was demonstrated to be very reproducible for each deicer at a given dilution rate and heating rate, and thus may serve as a “fingerprint” tool for quality assurance of deicers. The DSC data also showed strong correlation with the Modified SHRP Ice Melting Test data, which hold the promise of establishing the DSC-based method for evaluating the performance of liquid deicers (both in terms of characteristic temperature and ice melting capacity). The Modified SHRP Ice Melting Test incorporates a control substance and some checks to determine acceptability of the data. While not essential, a round robin test involving multiple laboratories is recommended to assess the between-laboratory variability of these improved or newly developed tests for deicing chemicals.
KW  - American Society for Testing and Materials
KW  - Deicing chemicals
KW  - Differential scanning calorimetry
KW  - Laboratory tests
KW  - Literature reviews
KW  - Performance measurement
KW  - Quality assurance
KW  - Standardization
KW  - Strategic Highway Research Program
KW  - Surveys
KW  - Test procedures
KW  - Testing protocol
KW  - Winter maintenance
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-32deicinglabtest-f.pdf
UR  - http://www.clearroads.org/research-projects/downloads/08-32deicinglabtest-final-report.pdf
UR  - http://www.westerntransportationinstitute.org/documents/reports/4W1906_Final_Report.pdf
UR  - https://trid.trb.org/view/970589
ER  - 

TY  - RPRT
AN  - 01207876
AU  - Fuhs, Chuck
AU  - Parsons Brinckerhoff
AU  - Federal Highway Administration
TI  - Synthesis of Active Traffic Management Experiences in Europe and the United States
PY  - 2010/03//Final Report
SP  - 35p
AB  - This synthesis report describes both US and European techniques in Active Traffic Management (ATM). The primary focus of this synthesis is on European experience, which in some cases dates back a number of years. This report provides a compilation of lessons learned, experiences, operational results, and benefits associated with active traffic management applications. The applications included for discussion are primarily those that include variable speed management (also called speed harmonization or lane control in Europe), shoulder or line management, junction control, and directional routing. The report concludes with a discussion of the potential benefits and challenges of a system-wide application of techniques to actively manage traffic and a listing of initial implementations of European strategies in the US.
KW  - Europe
KW  - Highway traffic control
KW  - Intersections
KW  - Managed lanes
KW  - Ramps (Interchanges)
KW  - Road shoulders
KW  - United States
KW  - Variable speed control
KW  - Variable speed limits
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10031/fhwahop10031.pdf
UR  - http://ntl.bts.gov/lib/35000/35400/35434/fhwahop10031.pdf
UR  - https://trid.trb.org/view/967958
ER  - 

TY  - RPRT
AN  - 01207435
AU  - Covalt, Margaret
AU  - Fisher, Monika
AU  - Hoerner, Todd
AU  - Raczkowski, Laura
AU  - Applied Pavement Technology, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Commonwealth of Pennsylvania Bureau of Aviation Pavement Evaluation Report
PY  - 2010/03//Final Report
SP  - 202p
AB  - As part of the Pennsylvania Department of Transportation’s (PennDOT's) airport pavement management efforts, the Bureau of Aviation (BOA) retained Applied Pavement Technology, Inc. (APTech), assisted by DY Consultants, to evaluate the condition of the pavements at 95 public-use airports and heliports and to update their existing airport pavement management system (APMS) originally implemented in 2001. The results of this project are presented in this report and can be used by the BOA and the Federal Aviation Administration (FAA) to identify, prioritize, and schedule pavement maintenance and rehabilitation actions at these airports. During this project, the conditions of the pavements were assessed using the FAA pavement condition index (PCI) methodology – the industry standard in aviation for visually assessing the condition of pavements. During a PCI evaluation, inspectors walk over the pavement and identify visible signs of deterioration. Pavement defects are characterized in terms of type of distress, severity level of distress, and amount of distress. This information is then used to develop a composite index (PCI number) that represents the overall condition of the pavement in numerical terms, ranging from 0 (failed) to 100 (excellent). The PCI number provides an overall measure of condition and an indication of the level of maintenance or rehabilitation work that will be required to maintain or repair a pavement. The individual distress information (such as cracking, rutting, and so on) provides insight into what is causing the pavement to deteriorate, which in turn can be used to select the appropriate maintenance or rehabilitation action to correct the problem. PCI data also serve as the basis for an APMS – a computerized tool used to track pavement condition, identify pavement repair needs, and develop prioritized maintenance and rehabilitation programs with associated schedules and budgets.
KW  - Airport runways
KW  - Condition surveys
KW  - Deterioration
KW  - Pavement Condition Index
KW  - Pavement cracking
KW  - Pavement distress
KW  - Pavement management systems
KW  - Rutting
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Airport%20Pavement%20Management%20System.pdf
UR  - http://ntl.bts.gov/lib/34000/34200/34208/Airport_Pavement_Management_System.pdf
UR  - https://trid.trb.org/view/968389
ER  - 

TY  - RPRT
AN  - 01173864
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
AU  - Research and Innovative Technology Administration
TI  - Current Uses of Web 2.0 Applications in Transportation: Case Studies of Select State Departments of Transportation
PY  - 2010/03
SP  - 50p
AB  - “Web 2.0” is an umbrella term for websites or online applications that are user-driven and emphasize collaboration and user interactivity. The trend away from static web pages to a more user-driven Internet model has also occurred in the public sector, where these dynamic web pages are known as “government 2.0” applications. The goals of government 2.0 applications are to promote transparent governance and citizen involvement in decision-making, often through sharing government data online through web-based applications. Overall, web applications termed 2.0 are distinguished from earlier generation online resources because they emphasize: (1) Users’ participation in content creation, editing, or distribution. (2) The ability to provide customized information to users that is tailored to their specific interests, preferences, or requests. In this report, the term “2.0” is used to refer to both web 2.0 and government 2.0 applications, since both types of initiatives share similar functionalities, albeit government 2.0 websites focus specifically on user participation in a government context. This report presents and synthesizes the findings from seven case studies that assess how select state Departments of Transportation (DOTs) are applying 2.0 tools to meet various business objectives. The report identifies best practices, benefits, challenges, and lessons learned in the use of these technologies. It also describes the participating transportation agencies’ decision-making processes regarding the implementation and management of 2.0 applications. Observations made in the case studies are expected to support transportation officials in their efforts to consider the pros and cons of 2.0 use, as well as to determine how 2.0 tools might be best utilized. The project team case prepared case studies for DOTs in Massachusetts (MassDOT), Mississippi (MDOT), Missouri (MoDOT), North Carolina (NCDOT), Rhode Island (RIDOT), Texas (TxDOT), and Washington (WSDOT).
KW  - Benefits
KW  - Best practices
KW  - Challenges
KW  - Information systems
KW  - Interactive computer systems
KW  - Lessons learned
KW  - State departments of transportation
KW  - Web 2.0
KW  - Web applications
KW  - Websites (Information retrieval)
UR  - http://www.gis.fhwa.dot.gov/documents/web20report/web20report.pdf
UR  - http://ntl.bts.gov/lib/35000/35700/35779/web20report.pdf
UR  - https://trid.trb.org/view/927797
ER  - 

TY  - RPRT
AN  - 01167131
AU  - Opiela, Ken
AU  - Samaha, Randa Radwan
AU  - Scullion, Paul
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - California Motorcycle Crashes: Roadway and Rider Contributing Factors
PY  - 2010/03//Technical Summary
SP  - 3p
AB  - The number of motorcycle fatalities in the United States (US) has followed a consistently increasing trend from 1997 to 2007. The state of California has been the largest single contributor to the US fatalities total over that period. This paper provides an overview of the crash conditions and injury severity in both single motorcycle crashes and two-vehicle crashes involving motorcycles with a focus on roadway and rider factors.
KW  - California
KW  - Fatalities
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Human factors in crashes
KW  - Injury severity
KW  - Motorcycle crashes
KW  - Motorcyclists
KW  - Multiple vehicle crashes
KW  - Single vehicle crashes
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926089
ER  - 

TY  - RPRT
AN  - 01167116
AU  - Marzougui, Dhafer
AU  - Story, Christopher
AU  - Nix, Lilly
AU  - Kan, Cing Dao
AU  - Powers, Richard D
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - Development of an Energy Absorbing End-Terminal for the Steel Backed Timber Guardrail Phase IIB: Test Level 2 Crash Testing Results
PY  - 2010/03
SP  - 154p
AB  - This report documents a series of five full-scale crash tests that were conducted at the Federal Highway Administration (FHWA) Federal Outdoor Impact Laboratory (FOIL). The purpose of the tests was to evaluate a new energy absorbing end-terminal design for steel backed timber (SBT) guardrails used by the National Park Service. The end-terminal was assessed in accordance to the NCHRP Report 350 at test level 2 (TL-2) impact conditions. Two end terminals were designed through computer simulations in an earlier phase of this study. The one selected for these tests was an energy absorbing, gating design. All five tests showed that end-terminal meets all recommendations of NCHRP Report 350 TL-2.
KW  - Energy absorbing materials
KW  - Guardrail terminals
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Timber
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926066
ER  - 

TY  - RPRT
AN  - 01167105
AU  - Opiela, Ken
AU  - Samaha, Randa Radwan
AU  - Scullion, Paul
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - US Single Motorcycle Crashes: An Overview of Roadside Hazards
PY  - 2010/03//Technical Summary
SP  - 3p
AB  - In the United States (US), motorcycle crash casualties have increased steadily since the mid 1990s, with motorcyclist fatalities more than doubling from a low in 1997. In 2008, 5,290 motorcyclists were killed in traffic, accounting for 14% of all crash fatalities (NHTSA 2009). Earlier research showed roadway departure crashes are disproportionately deadly; these crashes make up 19% of motorcycle crashes but result in 38% of fatalities, and have increased in numbers and become more severe in recent years (Samaha et al. 2007). The purpose of this study was to provide an overview of roadway hazards that contribute to the severity of single motorcycle crashes (SMC) in the US.
KW  - Fatalities
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Motorcycle crashes
KW  - Motorcyclists
KW  - Ran off road crashes
KW  - Roadside hazards
KW  - Single vehicle crashes
KW  - United States
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926088
ER  - 

TY  - RPRT
AN  - 01167088
AU  - Marzougui, Dhafer
AU  - Story, Christopher
AU  - Nix, Lilly
AU  - Kan, Cing Dao
AU  - Powers, Richard D
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - Development of an Energy Absorbing End-Terminal for the Steel Backed Timber Guardrail Phase IIA: Design of TL 2 SBT End Treatment
PY  - 2010/03
SP  - 49p
AB  - A new design for an end-treatment to the Steel Backed Timber Guardrail was developed using computer simulations. Detailed computer models of the test vehicles and varied end-terminal designs were used to assess the barrier performance under different test conditions. Several previous full-scale and components tests were used to validate the models. The end-terminal developed in this study is an energy-absorbing gating design meeting the NCHRP Report 350 Test Level 2 (TL2) impact conditions. Simulations of the seven recommended conditions for this type of barrier were carried out to ensure that the barrier meets all performance criteria before conducting the full-scale crash tests. The simulations showed that the end-terminal design meets all NCHRP report 350 safety performance recommendations. In addition to the NCHRP Report 350 cases, three simulations using the Manual for Assessing Safety Hardware (MASH) 2270P vehicle were conducted to evaluate the barrier performance with this heavier vehicle. The three simulations showed that the end-terminal meets the criteria for the TL2 impact conditions.
KW  - Energy absorbing materials
KW  - Guardrail terminals
KW  - Guardrails
KW  - Highway safety
KW  - Simulation
KW  - Timber
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926065
ER  - 

TY  - RPRT
AN  - 01164856
AU  - Bennert, Thomas
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Forensic Testing of Stone Matrix Asphalt Rubber Material
PY  - 2010/03//Final Report
SP  - 27p
AB  - The project encompassed forensic testing on extracted cores of the stone matrix asphalt rubber (SMAR) material placed on I295. Cores were provided to the Rutgers Asphalt/Pavement Laboratory (RAPL) via Advanced Infrastructure and Design (AID). Performance testing on cores determined the following volumetric and mechanical properties:  bulk specific gravity and air voids, permeability, fatigue cracking, rutting resistance and moisture sensitivity.
KW  - Air voids
KW  - Asphalt rubber
KW  - Cores (Specimens)
KW  - Fatigue cracking
KW  - Moisture sensitivity
KW  - Performance tests
KW  - Permeability
KW  - Rutting
KW  - Specific gravity
KW  - Stone matrix asphalt
UR  - http://cait.rutgers.edu/files/SMAR-RU0473_0.pdf
UR  - http://ntl.bts.gov/lib/33000/33500/33579/SMAR-RU0473_0.pdf
UR  - https://trid.trb.org/view/925816
ER  - 

TY  - SER
AN  - 01164237
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Peng, Fan
AU  - Ouyang, Yanfeng
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Pavement Program Planning based on Multi-Year Cost-Effectiveness Analysis
PY  - 2010/03//Research Report
SP  - 33p
AB  - Many traditional planning procedures tend to postpone maintenance, repair, and rehabilitation (MR&R) work until the pavement facility becomes significantly deteriorated. Any repair and rehabilitation work carried out after significant deterioration of the pavement turns out to be time consuming and not cost effective. The Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) have been actively promoting preventive maintenance policies to state DOTs. Such proactive policies prescribe less-costly treatments for pavement facilities in order to prevent severe deterioration from occurring. This research project aims to develop such a cost effective planning procedure for the State of Illinois. The objective of this study is to develop an advanced pavement program planning procedure based on multi-year cost-effectiveness analysis. As a part of this project, a study on existing successful pavement management programs was conducted to understand the state of practice. Effective (yet simple) mathematical models have been developed to support pavement program planning practices. The developed models incorporate the concept of cost effective ranking for pavement program planning and would help in making decisions that focus on preventive maintenance. A spreadsheet-based software has been developed to serve as a decision-making support tool that facilitates the planning process. This software will help IDOT officials to easily incorporate the developed mathematical ranking models into their routine pavement maintenance planning process. The outcomes of this project (planning models and decision-support software) will help IDOT staff (i) make better decisions on the cost-effectiveness of MR&R activities and (ii) facilitate cost effective highway preservation and improvement in Illinois.
KW  - Cost effectiveness
KW  - Decision making
KW  - Illinois
KW  - Mathematical models
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Preventive maintenance
KW  - Programming (Planning)
KW  - Software
UR  - http://hdl.handle.net/2142/45953
UR  - https://trid.trb.org/view/923688
ER  - 

TY  - SER
AN  - 01164204
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Tegge, Robert A
AU  - Jo, Jang-Hyeon
AU  - Ouyang, Yanfeng
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Application of Safety Performance Functions for Illinois
PY  - 2010/03//Research Report
SP  - 181p
AB  - This report explains the procedure involved in developing Safety Performance Functions (SPF) for the road segments and intersections in the state of Illinois, under the jurisdiction of the Illinois Department of Transportation. SPFs predict the relationship among traffic, geometric conditions of the road and crash density, crash severity, and crash type. The SPFs are developed in such a way that they can be easily incorporated into the SafetyAnalyst tool that is being developed by FHWA to analyze and improve the safety of road elements. The SPFs are used to calculate a given site’s Potential for Safety Improvement (PSI) and thus help in identifying the locations that have the highest potential for improvement. A literature review was conducted as a part of the study to identify the methodology that would be needed. The literature review included studies on identifying the statistical techniques best suited for the requirement and identifying road element variables that have to be considered while developing SPFs. This report also includes the background and rationale behind the use of techniques such as Empirical Bayesian method, Sliding Window technique, and other such procedures that have been used in the analysis. As part of the study, road segments and intersections were classified into peer groups such that members of a peer group would have homogenous characteristics. Network Screening was conducted for all state-maintained (marked and unmarked) routes to identify high-crash locations, which directly supports the development of the 2008 Illinois Five Percent Report to FHWA. This project also develops a VBA (Visual Basic for Applications) software tool that can be directly used by Illinois Department of Transportation (IDOT) officials to update SPFs and PSI screening in the future. This tool incorporates the statistical and computation models in an easy-to-use Excel spreadsheet environment. The software also automates the decision support process for identifying high crash sites in the Illinois roadway network. The system requirements and the procedure involved in using the software are explained in this report.
KW  - Countermeasures
KW  - Crash characteristics
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Illinois
KW  - Safety performance functions
KW  - Software
KW  - Traffic crashes
UR  - http://hdl.handle.net/2142/45952
UR  - https://trid.trb.org/view/923682
ER  - 

TY  - RPRT
AN  - 01163227
AU  - Dbindsa, Albinder
AU  - Spiller, Neil C
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Traffic Analysis Toolbox Volume X: Localized Bottleneck Congestion Analysis: Focusing on What Analysis Tools Are Available, Necessary, and Productive for Localized Congestion Remediation
PY  - 2010/03
SP  - 30p
AB  - In the past, much, or all, of recurring congestion was felt to be a systemic problem ("not enough lanes") but much of the root cause of recurring congestion is in fact subordinate locations within a facility; i.e., "bottlenecks" and chokepoints. Elsewhere on the same facility and during the same hours, the facility runs free. This document is meant to discuss when, where and how to study small, localized sections of a facility (e.g., on/off ramps, merges, lane drops, intersections, weaves, etc.) in cost-effective means. Some chokepoints are (or seem) obvious in their solution; add a turn lane, widen a stretch of highway, retime a signal, or separate a movement by ramp. However, the solution can often lead to hidden or supplementary problems; hidden bottlenecks, disruptions upstream, or undue influence on abutting accesses, etc. Analyzing localized sections of highway is different from analyzing entire corridors or regions. Microsimulation analysis products vary in their target applications and purported results. This document will provide guidance that specifies the choice of analysis tools and inputs necessary to analyze localized problem areas. It also provides some guidance as to when analysis it warranted, and what data inputs are required.
KW  - Bottlenecks
KW  - Microsimulation
KW  - Traffic analysis tools
KW  - Traffic congestion
KW  - Traffic mitigation
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop09042/fhwahop09042.pdf
UR  - https://trid.trb.org/view/923860
ER  - 

TY  - RPRT
AN  - 01163226
AU  - Wiegand, Paul D
AU  - Cable, James K
AU  - Cackler, Tom
AU  - Harrington, Dale
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Concrete Overlay Construction
PY  - 2010/03//Final Report
SP  - 189p
AB  - Several road construction projects involving concrete overlays at the state and county levels in Iowa in 2009 were studied for construction techniques and methods. The projects that were evaluated consisted of sites in four Iowa counties: Osceola, Worth, Poweshiek, and Johnson counties. The construction techniques and methods that were studied included concrete overlays and material usage. By evaluating these methods, highway agencies can explore different ways of making road construction less costly and can minimize the amount of time that the traveling public is exposed to road construction. Research conclusions are offered in the following areas:  Longitudinal joint formation; Global Positioning System mapping of pavement surfaces for concrete surface profile and quantity calculations; Milling; Slipform paver machine control; Stringless paving; Geotextile bond breakers; Concrete opening strength requirement for local traffic use; Traffic control for one- and two-lane overlay construction; Overlay construction operation timing; and Falling weight deflectometer testing.
KW  - Concrete overlays
KW  - Construction management
KW  - Construction projects
KW  - Falling weight deflectometers
KW  - Geotextiles
KW  - Global Positioning System
KW  - Iowa
KW  - Longitudinal joints
KW  - Milling
KW  - Road construction
KW  - Slip form paving
KW  - Stringless paving
KW  - Work zone traffic control
UR  - http://publications.iowa.gov/id/eprint/20076
UR  - http://www.intrans.iastate.edu/reports/TR-600_report.pdf
UR  - https://trid.trb.org/view/923853
ER  - 

TY  - RPRT
AN  - 01163059
AU  - Justus, Henry G
AU  - Chesner, Warren H
AU  - Chesner Engineering, P.C.
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Best Practices for Architectural Pavement Treatments
PY  - 2010/03//Final Report
SP  - 74p
AB  - Architectural Pavement Treatments are special treatments applied to pavements to enhance the aesthetic character of the pavement and the surrounding environs in which they are applied. They achieve this objective by imparting special colors and/or patterns to the roadway, typically applied at crosswalk locations, traffic circles to highlight and delineate the selected areas. This report presents the findings and conclusions of an evaluation of the design and construction procedures and the performance of Architectural Pavement Treatments on New York State roadways. Three categories of treatments were considered in the evaluation. They include Textured Thermoplastic Inlays, Textured Hot Applied Polymer Surface and Epoxy/Polymer Binder. The evaluation was undertaken through surveys of vendors/suppliers of the treatments, surveys of State and local government agencies that previously used these treatments, surveys of selected New York State sites, where the treatments have been employed, and a review of existing specifications. Based on the results of the investigation a Best Practice Guideline was prepared and is included as an Appendix to this report.
KW  - Aesthetics
KW  - Best practices
KW  - Color
KW  - Crosswalks
KW  - Epoxy resins
KW  - Local government agencies
KW  - New York (State)
KW  - Pattern design
KW  - Pavement design
KW  - Polymer modified binders
KW  - Polymers
KW  - Specifications
KW  - State government agencies
KW  - Surveys
KW  - Thermoplastic inlays
KW  - Traffic circles
KW  - Vendors
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-18%20Final%20Report
UR  - https://trid.trb.org/view/923608
ER  - 

TY  - RPRT
AN  - 01162221
AU  - Federal Highway Administration
TI  - Elgin O'Hare-West Bypass Project, tier one : environmental impact statement
PY  - 2010/03//Volumes held: Draft(2v), Final(2v)
KW  - Environmental impact statements
KW  - Illinois
UR  - https://trid.trb.org/view/923207
ER  - 

TY  - RPRT
AN  - 01162165
AU  - Federal Highway Administration
TI  - SR 502 corridor widening project : environmental impact statement
PY  - 2010/03//Volumes held: Draft, Draft Appendix, Final, Final Appendix
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/923151
ER  - 

TY  - RPRT
AN  - 01162049
AU  - Federal Highway Administration
TI  - US-127/SR-28 improvements from I-40 at Crossville to SR-62 at Clarkrange, Cumberland and Fentress counties : environmental impact statement
PY  - 2010/03//Volumes held: Draft, Draft AppendixF-R, Final
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/923033
ER  - 

TY  - RPRT
AN  - 01162043
AU  - Federal Highway Administration
TI  - US 290 corridor from FM 2920 to IH 610 : environmental impact statement
PY  - 2010/03//Volumes held: Draft(2v), Final(3v)
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/923027
ER  - 

TY  - RPRT
AN  - 01162035
AU  - Federal Highway Administration
TI  - US-95 Garwood to Sagle, Kootenai and Bonner counties : environmental impact statement
PY  - 2010/03//Volumes held: D,Dsum,F,Fapp,B1 Biological assessment, B2 Wetland delineation report, B3 Archaeological and historical survey report addenda, B4 Technical noise report and technical report addenda, B5 Cultural resources assessment(4v)
KW  - Environmental impact statements
KW  - Idaho
UR  - https://trid.trb.org/view/923019
ER  - 

TY  - RPRT
AN  - 01162027
AU  - Federal Highway Administration
TI  - NC 24, Cumberland, Sampson, and Duplin counties : environmental impact statement
PY  - 2010/03//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/923011
ER  - 

TY  - RPRT
AN  - 01160583
AU  - Glitman, Karen
AU  - University of Vermont, Burlington
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - Research and Innovative Technology Administration
TI  - Transportation Workforce Development at Community Colleges
PY  - 2010/03
SP  - 35p
AB  - Community college participation and endorsement will be integral to the success of a National Transportation Workforce Development Strategy. The University of Vermont Transportation Research Center (TRC) analyzed the results of a survey conducted with the American Association of Community Colleges (AACC) that sought to quantify existing community colleges’ programs, infrastructure and partnerships preparing students for careers in transportation. Building upon data from this survey, the TRC has analyzed what transportation training exists at community colleges today and how that curriculum is supported by both investments in specialized equipment and through strategic partnerships. As detailed in this report:  1) The majority of schools reported having programs that develop skills relevant to the transportation sector, especially general skills (finance, technologies, operations and maintenance) that are transferrable to non-transportation industries; 2) Where schools are planning to expand or initiate transportation curriculum, it is primarily in technical areas, such as engineering, where the skills may extend to sectors other than transportation; 3) Similarly, where schools indicated having specialized equipment, most of the investment was for tools that could be leveraged beyond transportation studies, and few schools reported owning or having access to transportation-specific equipment, such as training ships, rail cars, or airplane fuselages; and 4) The majority of schools reported having strategic partnerships with other schools; federal, state, and municipal government entities; and private companies – supporting their transportation-related efforts. Collectively, these data suggest that there is a solid foundation within community colleges to deliver transportation-related training, but that additional investment and coordination likely will be necessary to support future workforce needs. To that end, this report lays out both best practices for community colleges looking to increase their transportation programs and recommendations for how the U.S. Department of Transportation can best stimulate and support the evolution of community colleges as a key pillar in the transportation workforce development infrastructure.
KW  - Best practices
KW  - Community colleges
KW  - Curricula
KW  - Education and training
KW  - Equipment
KW  - Partnerships
KW  - Recommendations
KW  - Surveys
KW  - Transportation careers
KW  - Universities and colleges
KW  - Workforce development
UR  - http://www.uvm.edu/~transctr/trc_reports/UVM-TRC-10-002.pdf
UR  - https://trid.trb.org/view/921471
ER  - 

TY  - RPRT
AN  - 01160559
AU  - Lane, D Stephen
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Effect of Wet Curing Duration on Durability Parameters of Hydraulic Cement Concretes
PY  - 2010/03//Final Report
SP  - 46p
AB  - Hydraulic cement concrete slabs were cast and stored outdoors in Charlottesville, Virginia, to study the impact of wet curing duration on durability parameters. Concrete mixtures were produced using portland cement, portland cement with slag cement, and portland cement with Class F fly ash concretes with water–cementitious materials ratios (w/cm) of 0.45 and 0.35. These concretes were subjected to immediate liquid membrane-forming curing (LMFC) or 1, 3, 7, or 14 days wet curing. Two slabs were cast for each of the wet curing durations. Following the curing period, one slab was allowed to dry naturally, and LMFC compound was applied to the other. Three additional concretes containing saturated lightweight fine aggregate were produced to study the potential impact of internal curing on the durability parameters. These concretes contained portland cement with fly ash, silica fume, and both, at 0.35 w/cm. Three slabs were cast from each mixture and subjected to LMFC, 1 or 3 days wet curing. The slabs were instrumented with humidity probes at two depths below the surface. Specimens were removed from two depths and tested for tensile strength, electrical conductivity, and sorptivity at 3 and 12 months of age. The success rate of the humidity measurements within the slabs was low because of water condensation. However, water condensation qualitatively indicates that the slabs did not dry out to an extent that would adversely impact concrete property development. Neither the strength, electrical conductivity, nor sorptivity results were impacted appreciably by the duration of moist curing. At most, 1 to 3 days wet curing was sufficient. Reducing w/cm had a positive impact on reducing permeability parameters, and previous work by others has shown the duration of curing needed to achieve discontinuity in the capillary pore system decreases with decreasing w/cm. No added benefit was observed by application of LMFC following the wet curing. The prevailing weather conditions in the months during and following placement were humid, which would obviate any benefit from post wet-curing applications of LMFC compound to slow drying. Prevailing weather conditions and the w/cm of the concrete mixture are important factors in determining adequate curing procedures and duration and should be considered by the project management team at the time of construction to establish appropriate procedures. A direct cost savings could be realized by removing the requirement for wet curing and using LMFC only in situations where it is likely to benefit the curing process. Alternatively, there may be long-term benefits that could be realized by applying these cost savings to the application of penetrating sealers, particularly for concretes that will be subjected early in their life to aggressive anti-icing and deicing programs.
KW  - Concrete
KW  - Concrete curing
KW  - Concrete sorptivity
KW  - Cost effectiveness
KW  - Electrical conductivity
KW  - Fly ash
KW  - Hydraulic cement
KW  - Liquid membranes
KW  - Moist curing
KW  - Portland cement concrete
KW  - Slag cement
KW  - Tensile strength
KW  - Water cement ratio
KW  - Weather conditions
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r11.pdf
UR  - https://trid.trb.org/view/921286
ER  - 

TY  - RPRT
AN  - 01160554
AU  - Miller, John S
AU  - Garber, Nicholas J
AU  - Kamatu, Josephine N
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Incorporating Safety into the Regional Planning Process in Virginia: Volume I: Development of a Resource Guide
PY  - 2010/03//Final Report
SP  - 60p
AB  - The Federal Highway Administration argues that one way to reduce substantially the annual $230 billion national societal cost of motor vehicle crashes is to incorporate safety directly into the long-range transportation planning process. Because much of this planning in Virginia is conducted by metropolitan planning organizations (MPOs) and planning district commissions (PDCs), it is appropriate to determine ways in which the Virginia Department of Transportation (VDOT) (which generally is responsible for roadway safety) may work with these organizations to integrate safety and planning. A survey of Virginia MPOs/PDCs conducted in this study revealed a healthy interest in such integration: 83% of respondents included safety in their planning goals and objectives, 61% involved citizens in safety planning, and 86% (of those answering the particular question) indicated safety is a factor (or in the case of one respondent, the only factor) used to prioritize projects in the long-range plan. The survey also identified several barriers to such integration. Although respondents cited a lack of dedicated safety funding as the largest obstacle, other barriers cited included the difficulty of obtaining of crash data and a lack of adequate training for staff in areas such as geometric design, crash data acquisition, and human factors. Further, 44% of respondents [who answered the particular question] noted that before/after studies are not conducted to determine the efficacy of safety-related projects. Accordingly, this study developed a Virginia-specific resource guide that VDOT district planning staff, MPOs, and PDCs can use to enhance the integration of safety into the planning process. This report (Volume I) describes the process used to develop the guide; the guide itself is provided in Volume II. The guide promotes the incorporation of safety into the planning process by providing numerous, specific examples rather than by exhorting agencies to perform such coordination. Virginia is a diverse state composed of urban, suburban, and rural regions with varying degrees of reliance on local and state crash data systems. As a consequence, the opportunities to integrate safety and planning are themselves diverse, as reflected in the guide. Many solutions presented in the guide are feasible in some situations but not in others. For example, widening substandard high-speed travel lanes may be productive in a rural area, whereas an urban location might benefit from a reduction in the number of vehicle lanes and the addition of a bicycle path. Further, the guide identifies 16 funding sources for safety-related projects given that no funding source has universal applicability. By necessity, therefore, of the diverse examples provided in the guide, only some may be suitable for a given region.
KW  - Financial sources
KW  - Highway safety
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Planning commissions
KW  - Resource guides
KW  - Surveys
KW  - Transportation planning
KW  - Virginia
KW  - Virginia Department of Transportation
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r14.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56144/VA10-R14.PDF
UR  - https://trid.trb.org/view/921312
ER  - 

TY  - SER
AN  - 01159568
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Van Dam, Thomas J
TI  - Geopolymer Concrete
PY  - 2010/03
SP  - 4p
AB  - Geopolymer concrete—an innovative material that is characterized by long chains or networks of inorganic molecules—is a potential alternative to conventional portland cement concrete for use in transportation infrastructure construction. It relies on minimally processed natural materials or industrial byproducts to significantly reduce its carbon footprint, while also being very resistant to many of the durability issues that can plague conventional concrete. However, the development of this material is still in its infancy, and a number of advancements are still needed. This TechBrief briefly describes geopolymer concrete materials and explores some of their strengths, weaknesses, and potential applications.
KW  - Geopolymer concrete
KW  - Properties of materials
KW  - Technological innovations
KW  - Transportation infrastructure
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif10014/hif10014.pdf
UR  - https://trid.trb.org/view/920076
ER  - 

TY  - RPRT
AN  - 01159487
AU  - Nassif, Hani
AU  - Suksawang, Nakin
AU  - Lewis, Rod
AU  - Najm, Husam
AU  - Rutgers University, Piscataway
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Bridge Deck Cracking and Composite Action Analyses
PY  - 2010/03//Final Report
SP  - 54p
AB  - According to the American Society of Civil Engineers Report Card (ASCE, 2005), United States infrastructure received a grade point average of "D" (i.e., poor rating) in 2005. Moreover, the National Bridge Inventory (Federal Highway Administration, 2004) revealed that of more than 594,470 bridges in the US, about 150,981 (25.4%) are considered structurally deficient or functionally obsolete. Hence, major decisions must be made to allocate the limited funds available for repair, rehabilitation, and replacement. The vast majority of deficient bridges will require at least partial or full concrete deck replacement. Accordingly, many state departments of transportation expend significant effort and resources on the construction of durable reinforced concrete bridge decks. Previous research indicates that the development of transverse cracking in newly constructed concrete bridge decks continues to be a nationwide problem. In this study, three potential causes of cracking are investigated: 1) excessive restraint of the placed concrete, 2) design for deflection, and 3) high-strength gain of the concrete. Various bridge types were considered and modeled using the finite element (FE) computer program, ABAQUS. The FE model included the effect of shear studs, concrete strength, live load on the placement of concrete in existing bridges, and deflection limits. Existing data and results from this research indicate that the shear studs, concrete strength, and rebar locations have very little effect on bridge deck cracking. Depending on concrete pouring sequence, construction scenarios, and truck weight spectra, loading from adjacent truck traffic may lead to bridge deck cracking. To control bridge deck flexibility that causes an increase in concrete tensile stresses, new bridges with high-strength steel in excess of 70 ksi need to be designed with New Jersey Department of Transportation deflection limits.
KW  - ABAQUS (Computer program)
KW  - Bridge decks
KW  - Composite action
KW  - Cracking
KW  - Finite element method
KW  - High strength steel
KW  - Reinforced concrete
KW  - Tensile stresses
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2008-010.pdf
UR  - https://trid.trb.org/view/920026
ER  - 

TY  - RPRT
AN  - 01159482
AU  - Chatman, Daniel G
AU  - DiPetrillo, Stephanie E
AU  - Alan M. Voorhees Transportation Center
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Eliminating Barriers to Transit-Oriented Development
PY  - 2010/03//Final Report
SP  - 81p
AB  - Transit-oriented development refers to dense, mixed-use development near transit facilities, particularly denser housing development. Achieving such density is a politically difficult goal. In New Jersey, the main barriers are community concerns about the potential of new development to cause parking problems, increased traffic, and negative fiscal impacts because of increased school enrollments. This report provides evidence comparing the auto use, auto ownership, parking use, and school enrollment of residents of new housing near rail stations with those of households living in older housing near rail stations as well as households living farther away in both old and new housing. Data collection consisted of structured interviews; a field audit of parking supply and occupancy; and, a survey of households. Residents of new housing constructed close to a rail station have fewer children than households residing in new housing more than a half mile from stations, or households in older housing regardless of location. Auto ownership and auto commuting are correlated much more strongly with housing type and tenure, with on-street parking availability, and with the larger geographical context than with rail station access.
KW  - Access
KW  - Automobile ownership
KW  - Automobile travel
KW  - Children
KW  - Data collection
KW  - Development density
KW  - Households
KW  - Housing
KW  - Interviewing
KW  - New Jersey
KW  - Parking
KW  - Public transit
KW  - Residential density
KW  - Surveys
KW  - Transit oriented development
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2010-002.pdf
UR  - https://trid.trb.org/view/920038
ER  - 

TY  - RPRT
AN  - 01159366
AU  - Kanneganti, Sri
AU  - Desai, Tushar
AU  - Bentley Systems, Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Electronic Automation of LRFD Design Programs
PY  - 2010/03//Final Report
SP  - 24p
AB  - The study provided electronic programs to the Wisconsin Department of Transportation (WisDOT) for designing prestressed girders and piers using the Load and Resistance Factor Design (LRFD) methodology. The software provided is intended to ease the transition to LRFD for WisDOT design engineers. In addition to the software program, staff training was provided via Webinar and a User Manual was delivered.
KW  - Bridge design
KW  - Bridge piers
KW  - Computer program documentation
KW  - Girders
KW  - Load and resistance factor design
KW  - Prestressed concrete
KW  - Software
KW  - Training
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53034/Final%2520Report%252005-03.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/05-03lrfddesignsoftware-f1.pdf
UR  - https://trid.trb.org/view/919905
ER  - 

TY  - RPRT
AN  - 01159362
AU  - Wen, Haifang
AU  - Li, Xiaojun
AU  - Martono, Wilfung
AU  - Washington State University, Pullman
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Assessment of Wisconsin’s Whitetopping and Ultra-thin Whitetopping Projects
PY  - 2010/03//Final Report
SP  - 133p
AB  - Whitetopping overlay is a concrete overlay on the prepared existing hot mix asphalt (HMA) pavement to improve both the structural and functional capability. It’s a relatively new rehabilitation technology for deteriorated HMA. If the slab thickness is less or equal to 4 in., it is referred to as ultra-thin whitetopping (UTW). “WT” is used to refer to concrete overlay thicker than 4 in. In this research, the term “whitetopping” is used to refer to both WT and UTW in general. The primary objectives of this study are to catalog the WT and UTW projects in Wisconsin, document pertinent design and construction elements, assess performance and estimate a service life of these projects. A comprehensive literature review was performed. A database of the WT and UTW projects was established covering 18 projects built from 1995 to 2007 in Wisconsin. The performance of these WT and UWT projects was assessed by mean of shear strength tests on field cores, falling weight deflectometer (FWD) tests on selected projects, and field distress survey on in-service projects. FWD backcalculation methods for WT and UTW pavements were studied and a Critical Distance Method was proposed and utilized for UTW pavement. Fatigue life was analyzed using 18kip, 22kip and 26kip single axle load level. Performance assessment was conducted using both Pavement Condition Index (PCI) and Pavement Distress Index (PDI). The performance of whitetopping projects in Wisconsin was found comparable to that in other states. Whitetopping overlay thickness, joint spacing and pavement age were found to have significant effects on pavement performance.
KW  - Asphalt pavements
KW  - Condition surveys
KW  - Falling weight deflectometers
KW  - Literature reviews
KW  - Load tests
KW  - Overlays (Pavements)
KW  - Pavement Condition Index
KW  - Pavement Distress Index
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Shear strength
KW  - Thickness
KW  - Ultra-thin whitetopping
KW  - Whitetopping
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53296/08-10%2520%2520FINAL%2520report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-10_FINAL_report.pdf
UR  - https://trid.trb.org/view/919902
ER  - 

TY  - RPRT
AN  - 01159194
AU  - Fudala, Nicholas J
AU  - Fontaine, Michael D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Work Zone Variable Speed Limit Systems: Effectiveness and System Design Issues
PY  - 2010/03//Final Report
SP  - 47p
AB  - Variable speed limit (VSL) systems have been used in a number of countries, particularly in Europe, as a method to improve flow and increase safety. VSLs use detectors to collect data on current traffic and/or weather conditions. Posted speed limits are then dynamically updated to reflect the conditions that motorists are actually experiencing. Presenting drivers with speed limits that are appropriate for current conditions may reduce speed variance, a concept sometimes called speed harmonization. If properly designed, VSL systems have been shown to reduce crash occurrence and can also reduce system travel time through increased uniformity in traffic speeds. High-volume urban work zones tend to be prone to congestion and safety problems, and VSLs may be one way to ameliorate these issues. VSLs were recently installed at a high-volume, congested urban work zone located on I-495 (the Capital Beltway) between the Springfield Interchange in Springfield, Virginia, and the Virginia-Maryland state line on the Woodrow Wilson Memorial Bridge. VSL signs were activated in late July 2008, but initial evaluations of the system showed inconclusive effects. Changing site conditions made a direct before-and-after evaluation of the system deployed in the field problematic, and some problems with the control algorithm were also noted. Given the difficulties in evaluating the system deployed in the field, a calibrated simulation of the site was constructed to assess the effects of the VSL system on traffic operations and safety surrogate measures. The simulation platform also provided an opportunity to examine a number of system configurations to assess how changes in system design and driver behavior might affect a variety of measures. The results indicated that the VSL could create substantial improvements in traffic operations provided the demand did not exceed capacity by too large a margin. The location of the VSL signs played an important role in operational performance. The study recommends that the Virginia Department of Transportation continue to pursue this technology but carefully scrutinize algorithm design and VSL sign placement. Further, a cost/benefit analysis indicated that VSLs may be most appropriate for long-term applications.
KW  - Algorithms
KW  - Benefit cost analysis
KW  - Highway operations
KW  - Location
KW  - Simulation
KW  - Speed signs
KW  - Traffic congestion
KW  - Traffic safety
KW  - Urban areas
KW  - Variable speed limits
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r20.pdf
UR  - https://trid.trb.org/view/919785
ER  - 

TY  - RPRT
AN  - 01158413
AU  - Ullman, Brooke R
AU  - Finley, Melisa D
AU  - Chrysler, Susan T
AU  - Trout, Nada D
AU  - Nelson, Alicia A
AU  - Young, Sarah
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for the Use of Pavement Marking Symbols at Freeway Interchanges: Final Report
PY  - 2010/03//Technical Report
SP  - 116p
AB  - Pavement marking technology has advanced to allow for the use of large multi-color symbols to be placed on the pavement as a means of providing drivers with another source of information from which they can make good driving decisions. This project focused on the use of such in-lane pavement markings to provide the driver with lane guidance and warning information near freeway interchanges. More specifically, researchers evaluated the design and application issues that are associated with the use of pavement marking symbols. The information gathered during this project was used to create a set of guidelines for the use of pavement marking symbols at freeway interchanges.
KW  - Guidelines
KW  - Interchanges
KW  - Road markings
KW  - Symbols
UR  - http://tti.tamu.edu/documents/0-5890-1.pdf
UR  - https://trid.trb.org/view/919066
ER  - 

TY  - RPRT
AN  - 01158152
AU  - McFalls, Jett
AU  - Rogers, William
AU  - Robinson, Clay
AU  - Storey, Beverly
AU  - Stewart, B A
AU  - Li, Ming-Han
AU  - Schutt, James
AU  - Saxena, Vipul
AU  - Wang, Li Chi
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Water Retention Techniques for Vegetation Establishment in TxDOT West Texas Districts
PY  - 2010/03//Technical Report
SP  - 86p
AB  - Water harvesting is the collection of runoff for its productive use and may aid in the germination and establishment of vegetation seeded in the roadside. This project is a synthesis study on the feasibility and implications of adapting water harvesting techniques to Texas roadsides in arid environments. The project uses a case-study approach via specific Texas Department of Transportation (TxDOT) roadway sites to investigate the potential application and impacts of adapting these techniques to roadside vegetation establishment and maintenance in a range of climate and soil conditions. The research seeks to develop alternative water harvesting techniques specifically adapted to the demanding environmental and safety requirements of the roadside. Recommendations for adoption are included along with guidelines, standard construction detail sheets, and specifications. A cost-benefit analysis for the various techniques and a recommendation for implementation of studies to field-verify the synthesis study is included in this report.
KW  - Arid land
KW  - Benefit cost analysis
KW  - Case studies
KW  - Detention basins
KW  - Feasibility analysis
KW  - Guidelines
KW  - Landscape maintenance
KW  - Roadside
KW  - Roadside flora
KW  - Runoff
KW  - Specifications
KW  - Texas
KW  - Vegetation establishment
UR  - http://tti.tamu.edu/documents/0-5748-1.pdf
UR  - https://trid.trb.org/view/918603
ER  - 

TY  - RPRT
AN  - 01158149
AU  - Walubita, Lubinda F
AU  - Umashankar, Vivekram
AU  - Hu, Xiaodi
AU  - Jamison, Brandon
AU  - Zhou, Fujie
AU  - Scullion, Tom
AU  - Martin, Amy Epps
AU  - Dessouky, Samer H
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - New Generation Mix-Designs: Laboratory Testing and Construction of the APT Test Sections
PY  - 2010/03//Technical Report
SP  - 180p
AB  - Recent changes to the Texas hot mix asphalt (HMA) mix-design procedures such as adaption of the higher PG asphalt-binder grades and the Hamburg test have ensured that the mixes routinely used on the Texas highways are not prone to rutting. However, performance concerns have been raised about these mixes, which are now “drier”, more difficult to compact, and more susceptible to cracking. This is particularly problematic with the dense-graded Type C and D mixes that are widely used throughout the State of Texas. Consequently, several new ideas are under consideration to either modify the existing mix-design criteria (target densities, VMA requirements, etc.) and/or to include new and simpler cracking test procedures. Of primary focus in this research project is the comparative evaluation of the following three mix-design procedures and making recommendations thereof: (1) the modified volumetric mix-design procedure; (2) the Hamburg (rutting) and Overlay (cracking) test based balanced mix-design procedure; and (3) a simplified balanced mix-design procedure with a simpler alternative cracking test. The research methodology and scope of work incorporates extensive literature review of the existing mix-design procedures, laboratory testing, and field validation including accelerated pavement testing (APT) and performance monitoring. This interim report provides a preliminary overview of the mix-designs and laboratory test evaluations of three commonly used Texas mixes (namely Type B, Type C, and Type D) based on the Texas gyratory, volumetric, and balanced mix-design procedures. As well as conducting round-robin tests in six different Texas laboratories to quantify the Overlay test variability and repeatability, the laboratory tests also included comparative evaluation of various cracking tests such as the indirect tension, direct uniaxial tension, and semi-circular bending. HMA mix workability and compactability tests for quantifying the constructability aspects of the mixes were also conducted and are discussed in this report. Construction details of the APT test sections are also discussed in this interim report.
KW  - Accelerated tests
KW  - Compactibility
KW  - Dense graded asphalt mixtures
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Literature reviews
KW  - Mix design
KW  - Pavement cracking
KW  - Rutting
KW  - Test sections
KW  - Texas
KW  - Voids in mineral aggregate
KW  - Volumetric mix design
KW  - Workability
UR  - http://tti.tamu.edu/documents/0-6132-1.pdf
UR  - https://trid.trb.org/view/918616
ER  - 

TY  - RPRT
AN  - 01158148
AU  - Fitzpatrick, Kay
AU  - Porter, Richard J
AU  - Pesti, Geza
AU  - Chu, Chi-Leung
AU  - Park, Eun Sug
AU  - Le, Thanh
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Spacing Between Freeway Ramps
PY  - 2010/03//Technical Report
SP  - 118p
AB  - Existing geometric design guidance related to interchange ramp spacing in the Texas "Roadway Design Manual" and the AASHTO’s "A Policy on Geometric Design of Highways and Streets" (Green Book) is not speed-dependent even though intuition indicates spacing and speed are related. Understanding the relationship between interchange ramp spacing, speed, and freeway operations is important, especially in developing potential design values for higher speeds (e.g., 85 to 100 mph). The objectives of this project were to: (a) investigate relationships between weaving length, speed, and overall vehicle operations on Texas freeways and (b) propose updates to current Texas Department of Transportation guidance on recommended distances between ramps. Within the research tasks several methods were utilized to assist in developing guidance on ramp spacing lengths. The methods or resources used to generate potential lengths included: guidance provided in "Design Manual for Roads and Bridges" published by the Highways Agency in England, minimum deceleration and acceleration length for freeway conditions, decision sight distance, sign spacing needs, NCHRP project 3-75 findings, findings from field studies at seven study sites, findings from simulation conducted as part of this research, and safety relationships identified in the literature. Suggested ramp spacings were developed for the entrance ramp to exit ramp and exit ramp to exit ramp conditions.
KW  - AASHTO Green Book
KW  - Freeway operations
KW  - Geometric design
KW  - Guidelines
KW  - Off ramps
KW  - On ramps
KW  - Ramps (Interchanges)
KW  - Spacing
KW  - Texas
KW  - Traffic speed
KW  - Weaving traffic
UR  - http://tti.tamu.edu/documents/0-5860-1.pdf
UR  - https://trid.trb.org/view/918624
ER  - 

TY  - RPRT
AN  - 01158145
AU  - McFalls, Jett
AU  - Li, Ming-Han
AU  - Desai, Aditya B Raut
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Roadside Sediment Control Device Evaluation Program: Technical Report
PY  - 2010/03//Technical Report
SP  - 110p
AB  - One of the problems facing designers/engineers in maintaining regulatory compliance with the Environmental Protection Agency (EPA) and the Texas Commission on Environmental Quality (TCEQ) is the lack of quantifiable data to assist in selecting effective sediment control best management practices (BMPs). Although the two principles of erosion and sediment control are often used interchangeably, they are two separate issues and require different BMPs for mitigation. Erosion control is any practice that protects the soil surface and minimizes soil particle detachment by water or wind. Sediment control is any practice that traps the soil particles after detachment and transport. Typically, effective sediment control is more difficult and expensive than erosion control. While erosion can never be completely controlled, combining erosion and sediment control practices can significantly reduce sediment loss. To help ensure compliance, the Texas Department of Transportation (TxDOT) successfully evaluates the performance of erosion control materials and maintains an Approved Product List (APL). This project developed the formal protocol for a performance-based, sediment retention device testing program that will assist the designer/engineer in the selection of the most effective sediment control BMP. This project studied five temporary sediment control devices: geosynthetic dikes, wattles without coagulant, wattles with coagulant, silt fences, and rock check dams (riprap).
KW  - Best practices
KW  - Compliance
KW  - Detention basins
KW  - Environmental protection
KW  - Erosion control
KW  - Fiber wattle check dams
KW  - Geosynthetics
KW  - Riprap
KW  - Roadside
KW  - Sediment control
KW  - Silt fence
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5948-1.pdf
UR  - https://trid.trb.org/view/918607
ER  - 

TY  - RPRT
AN  - 01158144
AU  - Chaudhary, Nadeem A
AU  - Charara, Hassan A
AU  - Longmire, Ryan R
AU  - Johnson, Jeremy
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Platoon Identification and Accommodation System Implementation in Brownwood and Caldwell, Texas
PY  - 2010/03//Technical Report
SP  - 22p
AB  - In Texas Department of Transportation (TxDOT) Project 0-5507, Texas Transportation Institute (TTI) researchers developed and field-tested an enhanced version of a platoon identification and accommodation (PIA) system developed in an earlier research project. A key feature of the PIA-2 system developed in Project 0-5507 was its ability to detect and progress platoons in both arterial directions. The objective of this implementation project was to install the PIA-2 system at two additional locations in Texas. This report documents the work performed in this implementation project.
KW  - Arterial highways
KW  - Brownwood (Texas)
KW  - Caldwell (Texas)
KW  - Field tests
KW  - Implementation
KW  - Platoon identification and accommodation
KW  - Traffic platooning
UR  - http://tti.tamu.edu/documents/5-5507-01-1.pdf
UR  - https://trid.trb.org/view/918620
ER  - 

TY  - RPRT
AN  - 01158141
AU  - Oh, Jeong Ho
AU  - Wimsatt, Andrew J
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Seal Coat Damage Evaluation Due to Superheavy Load Moves Based on a Mechanistic-Empirical Approach
PY  - 2010/03//Technical Report
SP  - 120p
AB  - The number of superheavy load (SHL) moves has increased drastically within the past 5 years in Texas. Along with the increasing SHL moves, the Texas Department of Transportation (TxDOT) has become increasingly aware of the rising concerns associated with fresh seal coat damage caused from SHL moves. Concerned about the effects of SHL moves on seal coat placed routes, TxDOT sponsored a research project with the Texas Transportation Institute to characterize critical factors related to the failure mechanism of seal coat, propose a mechanistic approach to evaluate failure potential, and develop a guideline for regulating SHL moves to mitigate further seal coat damages. This report describes research efforts and findings to propose a mechanistic approach to evaluate seal coat damage potential via charactering material properties playing a vital role in controlling seal coat behavior subject to SHL moves and validating the proposed mechanistic approach based on pilot field tests conducted in the Bryan and San Antonio Districts taking into account different levels of critical factors identified from this study. Moreover, the efforts were extended to establish a database on SHL routing information gathered from the TxDOT Construction Division from the pavement reviews conducted over the past 5 years in order to review the current guideline for SHLs. The project offered the first opportunity to provide a guideline for regulating SHL moves in order to preserve routes with fresh seal coats by delivering a tool that can be used to evaluate the route in a timely fashion before SHL moves occur.
KW  - Bryan (Texas)
KW  - Field tests
KW  - Guidelines
KW  - Mechanistic-empirical pavement design
KW  - Overweight loads
KW  - Pavement damage
KW  - Permits
KW  - Properties of materials
KW  - Routing
KW  - San Antonio (Texas)
KW  - Seal coats
KW  - Superheavy load
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5270-1.pdf
UR  - https://trid.trb.org/view/918602
ER  - 

TY  - JOUR
AN  - 01156752
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scriba, Tracy
TI  - A Decade of Safety Success
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 49-55
AB  - National Work Zone Awareness Week began as a small event in a single state district, but has grown into a national program. As National Work Zone Awareness Week enters its second decade, this article describes how the campaign took root, what strategies have proven effective at improving safety, and what work remains to be done.  The first Work Zone Awareness Week occurred in April 1997 in the Virginia Department of Transportation's (VDOT) Bristol District. The district's employee involvement team decided to spend a week focusing on work zone safety to raise employees' awareness before they went to work on the roads for the year. VDOT decided to take the campaign statewide in 1998, adding an external awareness component in recognition of the fact that motorists play an important role in reducing work zone crashes, injuries, and fatalities.   Taking the program statewide and partnering with the police helped generate media attention. A VDOT official brought the campaign to the attention of federal officials, and by 1999, the American Traffic Safety Services Association, the Federal Highway Administration and American Association of State Highway and Transportation Officials had signed an agreement to create the national campaign. The list of national partners quickly expanded.  After the first national event, other States quickly joined in the effort by holding their own events, often following the model set by the national executive committee. Today virtually every State DOT holds an annual work zone awareness event. Not only did National Work Zone Awareness Week grow geographically, it grew in the use of symbols, guest speakers, and themes. Many states, including Virginia, have shown a decrease in work zone fatalities and an increase in public awareness since implementing National Work Zone Awareness Week events.
KW  - Construction and maintenance personnel
KW  - History
KW  - National Work Zone Awareness Week
KW  - Safety campaigns
KW  - Special events
KW  - Virginia Department of Transportation
KW  - Work zone safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/08.cfm
UR  - https://trid.trb.org/view/917836
ER  - 

TY  - JOUR
AN  - 01156738
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Copeland, Audrey
AU  - Jones, Cecil
AU  - Bukowski, John
TI  - Reclaiming Roads
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 37-43
AB  - Asphalt producers increasingly are turning to reclaimed asphalt pavement (RAP) as an alternative to virgin materials for use in hot mix asphalt (HMA).  This article discusses the benefits and challenges that exist in increasing RAP use.  RAP is used as a substitute for a portion of the aggregate and asphalt binder in asphalt paving. Historically, state department of transportation (DOT) specifications have set limits on the maximum amount of RAP permitted in HMA and further restrict the material's use in surface layers, certain mixture types, and large or critical projects. The restrictions largely stem from the fact that RAP amounts greater than 15% can require changes in the binder performance grade and additional tests. DOTs also are concerned about the consistency, quality, durability, and performance of high-RAP pavements. The major concerns and obstacles that limit or preclude RAP use concern the blended virgin and RAP binder qualities, and stiffening of the mix with high-RAP quantities.  Recent increases in asphalt costs and diminishing supplies of acceptable quality aggregate have prompted the asphalt paving industry to push for using higher percentages of RAP. The Federal Highway Administration (FHWA), along with its partners, is leading the effort to increase responsible RAP use and provide guidance on overcoming barriers to adoption, especially for mix design and performance. The FHWA is working with Purdue University to improve understanding of HMA mixtures through laboratory testing.   To promote best practices for increased RAP use, FHWA also has initiated a task group to provide technical input. FHWA and industry partners have initiated several demonstration projects that are using high proportions of RAP. The objectives of the field projects are to document mixture design processes; assess procedures for production, construction, and performance testing; and highlight best practices.   The FHWA has also launched its Mobile Asphalt Pavement Mixture Laboratory to provide the mixture design replication and performance testing of RAP and control mixes. The lab has participated in high-RAP field projects in three states. In each case, the State DOT approved higher RAP percentages than its specification previously allowed. FHWA is continuing to document the long-term performance of RAP projects to highlight successful practices and share lessons learned in using higher percentages of the material.
KW  - Asphalt pavements
KW  - Best practices
KW  - Binder content
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Pavement performance
KW  - Reclaimed asphalt pavements
KW  - Specifications
KW  - Waste products
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/06.cfm
UR  - https://trid.trb.org/view/917834
ER  - 

TY  - JOUR
AN  - 01156737
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Surdahl, Roger
AU  - Miller, Donald
AU  - Glenn, Vicki
TI  - Applying Lessons from a Bridge Collapse
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 18-27
AB  - In 1989, a highway bridge under construction in Maryland collapsed.  This paper describes the construction of this bridge, the reasons for the collapse, and the response by highway officials to prevent similar bridge failures.  The bridge was designed as a cast-in-place, posttensioned, concrete box girder structure.  The construction specifications required complete support by shoring until posttensioning could occur.  The bridge collapsed while workers were placing concrete for the deck slab.   After the collapse, the Federal Highway Administration (FHWA), National Park Service, and construction contract officials meticulously combed through the debris to determine the cause of the failure.  After reviewing all findings and the position of the bridge following the collapse, investigators developed a probable failure sequence. An inadequate shoring system could not support the structure while workers were placing the deck slab. Investigations concluded that using improperly sized and poor-quality screw jacks and cross-bracing designed to be loaded at approximately 11 kips in the metal shoring elements — but loaded to approximately 25 kips — probably contributed to the collapse. To prevent future bridge failures, the FHWA, American Association of State Highway and Transportation Officials (AASHTO), American Society of Civil Engineers (ASCE), and others have worked to develop guidelines and standards, improve specifications, and publish a shoring handbook, where previously none existed. Their work is ongoing.  Spurred by another collapse--the 2007 failure of the I-35W bridge in Minneapolis, MN --AASHTO published interim revisions in 2008 to its specifications for temporary bridge works. ASCE plans to publish revisions in 2010 to its guidance, and the National Cooperative Highway Research Program will reevaluate standards for designing, building, and inspecting temporary works, also for release in 2010.
KW  - Case studies
KW  - Collapse
KW  - Construction management
KW  - Crash investigation
KW  - Failure
KW  - Guidelines
KW  - Highway bridges
KW  - Lessons learned
KW  - Maryland
KW  - Shoring
KW  - Specifications
KW  - Standards
KW  - Temporary structures
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/04.cfm
UR  - https://trid.trb.org/view/917832
ER  - 

TY  - JOUR
AN  - 01156730
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Turchetta, Diane
TI  - Taking Stock: Climate Change and Transportation
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 28-36
AB  - According to the U.S. Environmental Protection Agency, transportation activities in 2007 accounted for 28 percent of greenhouse gas (GHG) emissions in the United States. Between 1990 and 2007, emissions from the transportation sector rose by 29%. This paper offers an overview of Federal transportation mitigation activities, technologies for reducing impacts, and State and local strategies for adaptation, plus a sample State inventory of GHG emissions.  The Federal Highway Administration (FHWA) is reaching out to new stakeholders and partners to expand their knowledge on climate change issues.  One important initiative is the creation of a new intra-agency team to help FHWA coordinate its climate change and sustainable transportation efforts.
KW  - Air quality management
KW  - Climate change
KW  - Environmental protection
KW  - Greenhouse gases
KW  - Pollutants
KW  - Sustainable transportation
KW  - Teams
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/05.cfm
UR  - https://trid.trb.org/view/917833
ER  - 

TY  - JOUR
AN  - 01156729
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bobba, Corey
AU  - Clarke, Ann L
AU  - Devine, Stephen
AU  - Davis, Norah
TI  - Small State, Big Vision
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 2-9
AB  - Aided by a number of strong partnerships, the Rhode Island Department of Transportation (RIDOT) and the Rhode Island Airport Corporation are developing an intermodal transportation facility that centralizes transportation access by connecting trains, planes, buses, and rental car operations.  This article describes the development of this facility.  In constructing the $267 million intermodal facility, RIDOT is taking advantage of the contiguous locations of Interstate 95, U.S. Route 1, a medium-size commercial-service airport, and commuter rail.   This complex model of intermodalism has several components: a train platform for commuter rail service, a six-story garage for rental cars and public parking that straddles the train tracks, a three-story building containing services for rental car customers, and an intercity bus stop. In addition, a 1,250-foot (381-meter) elevated and glass-enclosed skywalk with moving walkways will transport travelers between the train platform and the airport terminal, spanning U.S. Route 1.  Nearly 20 years in the making, this historic transportation hub has not been without critics and cost increases. Nevertheless, the facility is on track for completion on schedule by Fall 2010. In addition to major public-private partnerships, the intermodal facility features innovative financing and a number of "green" elements.
KW  - Access
KW  - Airports
KW  - Bus stops
KW  - Case studies
KW  - Financing
KW  - Intermodal facilities
KW  - Parking garages
KW  - Partnerships
KW  - Railroad stations
KW  - Rental cars
KW  - Rhode Island
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/01.cfm
UR  - https://trid.trb.org/view/917829
ER  - 

TY  - JOUR
AN  - 01156725
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Hanson, Susan
AU  - Murakami, Elaine
TI  - Women in Transportation
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 10-15
AB  - Despite their increasing presence in the workforce in general, women remain underrepresented in engineering and the transportation industry. In 2008, only 10.4% of all civil engineers in the United States were women. In the category of transportation and material-moving occupations, the percentage of full-time employed female workers totaled only 13% in 2008.  Gender wage disparities also are evident in many transportation-related occupations.  Statistics like these are troubling for two main reasons. At the individual level, they might reflect a lack of equality between women and men in access to employment opportunities. At the industry level, they indicate unnecessary limitations on the talent pool tapped by transportation firms and agencies. Not only does this gender imbalance limit women's opportunities for interesting and well-remunerated work, it deprives the transportation field of a vital source of talent. Eight female leaders in transportation were interviewed for this article and asked for suggestions on how to attract and retain women in the field. Their recommendations target both the industry and women themselves: (1) connect with children and young people through schools, existing programs to attract women and minorities to science and engineering, and social media; (2) build relationships through networking; (3) participate in industry organizations and take leadership positions in those organizations;  (4) be mentors; and (5) recognize that workers have lives outside their jobs by ensuring flexibility in the workplace, creating part-time positions, facilitating telework, and avoiding the equation of long work hours with productivity. The women interviewed also suggested ways to improve opportunities for women-owned transportation businesses.
KW  - Civil engineers
KW  - Females
KW  - Personnel retention
KW  - Recommendations
KW  - Recruiting
KW  - Transportation careers
KW  - Wages
KW  - Women owned business enterprises
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/02.cfm
UR  - https://trid.trb.org/view/917830
ER  - 

TY  - JOUR
AN  - 01156707
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Wagner, Essie
TI  - Watching Out for Senior Walkers
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 44-48
AB  - Compared with other age groups, older pedestrians are at greater risk of being killed in traffic accidents. This article discusses a pedestrian safety workshop developed by the National Highway Traffic Safety Administration (NHTSA) and the University of North Carolina's Highway Safety Research Center (UNC/HSRC). The half-day workshop aims to foster interaction between older pedestrians, local department of transportation engineers, law enforcement personnel, traffic safety education professionals, and influential decision makers. In developing the pedestrian safety workshop, NHTSA and UNC/HSRC wanted to make it easy for any interested person regardless of age or transportation background to obtain the instructional materials and deliver the half-day event. To support that aim, the partners produced a guide that contains scripts and speaker notes for seven modules, including one that can be used as a stand-alone for a general audience to impart practical information related to risky situations and what participants can do to be safer when walking.  The workshop requires participants to take an observational walk around the neighborhood to hear firsthand from older participants about challenging situations and measures that could make walking more appealing and safer.  One key component of the workshop is that participants include professionals from various disciplines who are called on throughout the presentation to clarify or amplify the instructor's points.   In developing the workshop, the team tailored messages and activities to establish a common basis for discussion across disciplines.   The workshops are designed to help foster ongoing collaboration. In addition, NHTSA is conducting a second round of pilot workshops to develop technical support and evaluate the program.
KW  - Aged
KW  - Multidisciplinary teams
KW  - Partnerships
KW  - Pedestrian education
KW  - Pedestrian safety
KW  - Pedestrians
KW  - Safety education
KW  - Workshops
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/07.cfm
UR  - https://trid.trb.org/view/917835
ER  - 

TY  - JOUR
AN  - 01156689
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Shepherd, Carey
TI  - Recruiting Effort is a Sweet Success
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 16-17
AB  - The Florida Department of Transportation sponsors an annual event called South Florida Construction Career Days. At this event, volunteers representing more than 50 contractors, consultants, colleges, and government agencies work together to bring high school students a glimpse of the myriad career opportunities in transportation construction and engineering.  Now in its ninth year, Career Days featured dozens of transportation-related activities.  About 1,500 area high school students received hands-on introductions to highway surveying, design, construction equipment, grading, filling, earthmoving, traffic maintenance, signalization, water testing, media relations and intelligent transportation systems. Area colleges and technical schools teamed with industry representatives to provide career counseling and share information about their curricula. The Florida Highway Patrol was on hand to impart traffic safety tips. Although measuring Career Days' success at strengthening the transportation industry with a pool of fresh applicants is an ongoing task, the event remains popular among South Florida teachers, volunteers, students, and construction industry representatives.
KW  - Case studies
KW  - Construction industry
KW  - Florida
KW  - Florida Department of Transportation
KW  - High school students
KW  - Recruiting
KW  - Special events
KW  - Transportation careers
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/03.cfm
UR  - https://trid.trb.org/view/917831
ER  - 

TY  - RPRT
AN  - 01156668
AU  - Henault, John W
AU  - Connecticut Department of Transportation
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Historical Overview of Pavement Friction Testing in Connecticut
PY  - 2010/03//Report 1 (Historical)
SP  - 46p
AB  - A historical overview of pavement friction testing in Connecticut is presented.  Photographs of early pavement friction testers are provided, including vintage photos of a skid trailer from a Federal Highway Administration (formerly Bureau of Public Roads) demonstration in 1968.  Early documents that were pivotal in initiating a pavement friction testing program in Connecticut are cited.  It provides insight into a state highway agency's perspective as friction testing services evolved.  It covers the equipment used and explains the interpretation of data output.  The paper documents Connecticut Department of Transportation (ConnDOT) literature pertaining to pavement friction testing, and lists research studies that have been conducted in Connecticut.  ConnDOT policies and procedures are reviewed.  Early pioneers in pavement friction testing services are acknowledged.
KW  - Connecticut
KW  - Friction tests
KW  - History
KW  - Pavement performance
KW  - Photographs
KW  - Policy
KW  - Research
KW  - Skid trailers
KW  - Test procedures
KW  - Testing equipment
UR  - https://trid.trb.org/view/917707
ER  - 

TY  - SER
AN  - 01156663
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Liu, Liang Y
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Texas - AASHTO Retroreflective Sign Sheeting Specifications
PY  - 2010/03//Research Report
IS  - 10-065
SP  - 31p
AB  - The Illinois Department of Transportation (IDOT) was appointed to chair an American Association of State Highway and Transportation Officials (AASHTO) effort to develop a specification that will simplify and improve how sign sheeting materials will be specified for state DOTs. At the same time, the American Society for Testing and Materials (ASTM) began efforts to modify their specifications which over the years have expanded to the point that each type that is specified is unique to a single producer. To address the true differences in the performance of these materials the Texas Department of Transportation (TxDOT) and Texas Transportation Institute (TTI) conducted a sign sheeting research demonstration, "Standard Specification for Retroreflective Sheeting for Traffic Control," held on May 21-22, 2009, in College Station, Texas. The two entities hosted the event in which manufacturers, industry, and end users joined forces to attempt to resolve questions regarding how drivers perceive retroreflective sign materials. This report contains the proceedings of the field trip experience from the May demonstration in Texas and summarizes the discussions leading to a final draft specification (7/25/09) that was distributed to the AASHTO Subcommittee on Materials Tech Section 4d Sign Sheeting Task Force. This effort led to a new AASHTO Standard Specification for Retroreflective Sheeting for Traffic Control (M 268-09).
KW  - AASHTO Standard Specifications for Transportation Materials and Methods of Sampling and Testing
KW  - Highway traffic control
KW  - Retroreflectivity
KW  - Sign sheeting
KW  - Specifications
UR  - http://hdl.handle.net/2142/45951
UR  - https://trid.trb.org/view/917712
ER  - 

TY  - RPRT
AN  - 01156644
AU  - Dixon, Karen K
AU  - Kopper, Neil
AU  - van Schalkwyk, Ida
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating Safety and Operation of High-Speed Intersections
PY  - 2010/03//Final Report
SP  - 146p
AB  - This final report reviews a research effort to evaluate the safety and operations of high-speed intersections in the State of Oregon. In particular, this research effort focuses on four-leg, signalized intersections with speed limits of 45 mph or greater where the intersections are not in the immediate vicinity of other signalized intersections. This report includes a literature review of high-speed intersection safety treatment strategies, a description of the research methodology used in this project, and a summary of final results. The final results include crash conditions at these high-speed intersections, a format for evaluating safety at these and similar intersections, a hierarchy of safety treatment options, and a demonstration of the use of these tools through example analyses of eight Oregon intersections.
KW  - Case studies
KW  - Countermeasures
KW  - Crashes
KW  - High speed intersections
KW  - Highway operations
KW  - Highway safety
KW  - Isolated intersections
KW  - Literature reviews
KW  - Oregon
KW  - Signalized intersections
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Signalized_Intersections.pdf
UR  - https://trid.trb.org/view/917647
ER  - 

TY  - RPRT
AN  - 01156615
AU  - Rister, Brad W
AU  - Graves, R Clark
AU  - Dinger, James
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Pavement Settlement Issues and Hydro-Geochemical Water Testing Results for the Cumberland Gap Tunnel
PY  - 2010/03//Final Report
SP  - 37p
AB  - Both Ground Penetrating Radar (GPR) surveys and Hydro-Geochemical Water Testing (HGWT) have been performed at the Cumberland Gap Tunnel to determine why the reinforced concrete pavement has settled in various areas throughout both tunnels. To date, approximately 7,300 total square feet of pavement surface has voids beneath it that range from 0.05 to 40 in. in depth. Both GPR and HGWT results indicate that approximately 0.75 to 1.5 cu yd of limestone subbase material leaves the tunnel in solution form on a monthly basis. Furthermore, HGWT results indicate that the groundwater beneath the tunnels is calcium deficient, thus allowing the water to dissolve the limestone subbase. Approximately 500,000 to 1 million gal of water flows through the tunnel’s groundwater collection system on a daily basis.  Attempts to fix/shore-up the settled pavement areas were performed in 2002, 2007, and 2008. In 2002, UreTek foam was placed beneath approximately 2000 sq ft of settled pavement for shoring purposes. In 2007, approximately 150 lineal ft of both pavement and backfill were removed and replaced with inert granite backfill material and a new reinforced concrete pavement. In 2008, approximately 51 cu yd of cement grout material was placed beneath approximately 7,400 total sq ft of settled pavement for shoring purposes.  There are several strategies outlined in this report to address both short-term and long-term remediation. However, there are certain strategies that may prevail over others. It is proposed that grout material should be placed beneath the pavement structure, at an estimated cost of $50,000 to $100,000/year, as a short term assurance measure. It is proposed that approximately 2,800 lineal ft of pavement and backfill material be removed in both tunnels and replaced with an inert granite backfill and a new 10 in. reinforced concrete pavement be installed for a long-term remediation (estimated costs $10,000,000).
KW  - Air voids
KW  - Backfilling
KW  - Cement grouts
KW  - Costs
KW  - Cumberland Gap National Historical Park
KW  - Cumberland Gap Tunnel (Kentucky)
KW  - Foamed materials
KW  - Geochemistry
KW  - Granite
KW  - Ground penetrating radar
KW  - Groundwater
KW  - Limestone
KW  - Pavement maintenance
KW  - Reinforced concrete pavements
KW  - Settlement (Structures)
KW  - Shoring
KW  - Subbase (Pavements)
KW  - Tunnels
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_03_KH58_07_1F.pdf
UR  - https://trid.trb.org/view/917391
ER  - 

TY  - RPRT
AN  - 01156602
AU  - Inman, Vaughan
AU  - Federal Highway Administration
TI  - An Evaluation of Signing for Three-Lane Roundabouts
PY  - 2010/03//Summary Report
SP  - 12p
AB  - This study addresses the concern of low comprehension and compliance at three-lane roundabouts.  The objectives of the study were to identify signing and marking strategies that result in higher levels of comprehension and compliance in lane selection on the approach to roundabouts and to examine the effects of these strategies on lane use after an approach lane has been selected.  It was found that overhead advance navigation signage is more favorable for roundabouts with three entering lanes and that navigation signs at least supplement any other overhead lane-restriction signing.  One possible way to keep drivers in their lanes was found to be the turbo roundabout, which has been used in several European countries.  The turbo roundabout uses raised mountable curbs between lanes to discourage lane changes.  This design also encourages drivers to move into the appropriate lane before entering the roundabout.  Another possibility for keeping drivers from changing lanes once they are guided to appropriate lanes includes installing enhanced lane markings and other forms of channeling such as rumble strips.
KW  - Approach lanes
KW  - Compliance
KW  - Comprehension
KW  - Multilane roundabouts
KW  - Overhead traffic signs
KW  - Road markings
KW  - Roundabouts
KW  - Rumble strips
KW  - Traffic channelization
KW  - Traffic signs
KW  - Turbo roundabouts
UR  - https://trid.trb.org/view/917325
ER  - 

TY  - RPRT
AN  - 01156601
AU  - Donaldson, Bridget M
AU  - Schaus, Maynard H
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - An Evaluation of the U.S. Highway 17 Underpass in Chesapeake, Virginia, as a Wildlife Crossing
PY  - 2010/03//Final Report
SP  - 21p
AB  - In November 2005, the Virginia Department of Transportation (VDOT) realigned and widened more than 10 miles of U.S. Highway 17 in Chesapeake, Virginia, to accommodate the growing volume of traffic and increase safety. Through extensive coordination with regulatory and resource agencies, measures were designed to minimize impacts to the area’s natural resources and the neighboring Great Dismal Swamp National Wildlife Refuge (GDSNWR). The primary mitigation included the construction of two parallel bridges, 984 ft long and approximately 8 ft high, that span a wetland within an important riparian corridor along the Paleo-Northwest River. Two berms were constructed on the wetland beneath the bridges to serve as dry areas for wildlife crossings, and nearly 2 miles of 10-ft-high fencing extends from the underpass to help guide wildlife toward the underpass and prevent them from entering the roadway. A 29-month camera monitoring study was conducted to determine whether the structure facilitated wildlife passage. Cameras documented 550 crossings by at least 12 species. Thirteen black bear crossings occurred during the second year following underpass construction, evidence of the structure’s ability to provide safe passage for bears traveling to and from the GDSNWR. Results suggest that the underpass connected important wildlife habitat. In addition, as deer represented 30% of the crossings, the underpass also reduced the risk of deer-vehicle collisions, which is a significant issue for Virginia. The information gained from this project can assist with decisions regarding future investments in similar environmental mitigation projects. It is reasonable to argue that the value of such measures increases over time in terms of ecological significance (i.e., facilitating wildlife movement and conserving important habitat); benefits to drivers from a reduction in the risk of animal-vehicle collisions; and cost savings to VDOT in carcass removal and disposal expenses.
KW  - Animal vehicle collisions
KW  - Black bears
KW  - Cost effectiveness
KW  - Deer
KW  - Fences
KW  - Habitat (Ecology)
KW  - Habitat connectivity
KW  - Highway bridges
KW  - Riparian corridors
KW  - Underpasses
KW  - Wetlands
KW  - Wildlife crossings
KW  - Wildlife mitigation
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r10.pdf
UR  - https://trid.trb.org/view/917313
ER  - 

TY  - RPRT
AN  - 01156598
AU  - Donaldson, Bridget M
AU  - Moruza, Audrey K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - An Assessment of the Animal Carcass Disposal Practices of the Virginia Department of Transportation and Guidance for the Selection of Alternative Carcass Management Options
PY  - 2010/03//Final Report
SP  - 46p
AB  - More than 54,000 deer-vehicle collisions occurred in Virginia from 2007 through 2008, the fifth highest number of all U.S. states, and the number of these incidents is increasing each year. Removing animal carcasses from the road and properly disposing of them is an essential service on Virginia roadways, and the Virginia Department of Transportation (VDOT) spent $4.4 million on carcass removal and disposal work in 2008. Given the magnitude of animal-vehicle collisions in Virginia, some of the carcass disposal methods available to many VDOT maintenance areas are becoming increasingly impractical. On-site burial is becoming a less viable option for many maintenance areas as rural areas become more populated and concern for environmental quality increases. Yet driving the sometimes considerable distances to reach the nearest disposal facility is greatly inefficient in terms of time and labor. Because of such limitations that can increase costs to VDOT, many maintenance areas have an urgent need for viable and cost-effective alternative carcass management strategies. The purpose of this study was to investigate and recommend cost-efficient options that address the growing problem of carcass disposal. Carcass management methods investigated included on-site burial, disposal facilities, contracts for removal and disposal, incineration units, and composting. The results of a survey of VDOT maintenance area staff indicated that 77% use a disposal facility such as a landfill and nearly 50% of disposal facility users travel away from a routine maintenance route to access the facility. Cost models were developed to allow maintenance managers to evaluate costs incurred for various carcass management methods, and a decision tool was developed to guide the selection of the most suitable method. Implementing carcass management at VDOT maintenance areas may be a very effective approach for increasing labor efficiency. Compost windrows, or static-pile composting, is recommended as an easily managed technique that can be performed at the maintenance area. If only the portion of area headquarters that frequently use disposal facilities for carcass disposal were to replace this method with compost windrows, it is estimated that $515,440 per year could be avoided or reallocated within the maintenance areas. When space for compost windrows is unavailable, an automatic compost vessel can also be a practical option.
KW  - Animal vehicle collisions
KW  - Carcasses
KW  - Compost
KW  - Cost effectiveness
KW  - Incinerators
KW  - Landfills
KW  - Maintenance management
KW  - Road kill
KW  - Virginia
KW  - Waste disposal
KW  - Waste disposal facilities
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r7.pdf
UR  - https://trid.trb.org/view/917314
ER  - 

TY  - RPRT
AN  - 01156594
AU  - Strathman, James G
AU  - Simmons, Elizabeth
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
AU  - Oregon Transportation Research and Education Consortium
AU  - Research and Innovative Technology Administration
TI  - Financing Mechanisms for Capital Improvements: Interchanges
PY  - 2010/03//Final Report
SP  - 81p
AB  - This report examines the use of alternative local financing mechanisms for interchange and interchange area infrastructure improvements. The financing mechanisms covered include transportation impact fees, tax increment financing, value capture financing, local improvement districts, transportation corporations, state infrastructure banks, local option transportation taxes, fair share mitigation, and transportation concurrency. The financing alternatives are assessed in the context of Interchange Area Management Plans, which are required by the Oregon Transportation Commission, as well as in the context of the Oregon Department of Transportation’s responsibilities under the state’s Transportation Planning Rule.
KW  - Alternatives analysis
KW  - Corporations
KW  - Fair share
KW  - Financing
KW  - Impact fees
KW  - Improvements
KW  - Interchanges
KW  - Local government
KW  - Oregon
KW  - State infrastructure banks
KW  - Taxes
KW  - Transportation concurrency
KW  - Value capture
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Financing_Mechanisms_for_Capital_Improvements.pdf
UR  - https://trid.trb.org/view/917299
ER  - 

TY  - RPRT
AN  - 01155880
AU  - Chandler, Brian
AU  - Anderson, Rosemarie
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Implementing the High Risk Rural Roads Program
PY  - 2010/03//Final Report
SP  - 52p
AB  - This report documents common challenges, noteworthy practices and lessons learned experienced through the implementation of the High Risk Rural Roads Program. After 4 years of the High Risk Rural Roads Program (HRRRP), the overall obligation rate for the program has remained low. Given the HRRRP potential to improve rural road safety, this has been a major concern to the Federal Highway Administration (FHWA), proponents, and stakeholders of the program. FHWA embarked on a research project to identify the challenges the States faced in implementing their HRRRP as well as any lessons learned and noteworthy practices to share with other States. By documenting and sharing these practices other States will gain insights as to how they can advance their programs. States can use these documented practices to launch their HRRRPs, identify next steps for a program already moving forward, or implement noteworthy practices to improve an established program. Implementing the HRRRP can make a real difference in rural road safety, and the complexity of implementing the program should not inhibit States in their pursuit of improved safety on rural roads.
KW  - Case studies
KW  - High Risk Rural Roads Program
KW  - Highway safety
KW  - Implementation
KW  - Lessons learned
KW  - Rural highways
KW  - States
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa10012/fhwasa10012.pdf
UR  - http://ntl.bts.gov/lib/33000/33400/33448/FHWA-SA-10-012.pdf
UR  - https://trid.trb.org/view/916551
ER  - 

TY  - RPRT
AN  - 01155723
AU  - Sunkari, Srinivasa R
AU  - Songchitruksa, Praprut
AU  - Zeng, Xiaosi
AU  - Balke, Kevin
AU  - Obeng-Boampong, Kwaku
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Signal Operations at Intersections with Wide Medians
PY  - 2010/03//Technical Report
SP  - 62p
AB  - The objective of this project is to evaluate the operations at signalized intersections with wide medians in order to improve safety and efficiency. Intersections with wide medians are characterized by two intersections and operate differently compared to a typical intersection. Space in the wide median between the two intersections can be used to store vehicles. However management of the storage space is critical to avoid queue backing up into the upstream intersection. There are no guidelines specific to operate such intersections. This results in agencies using their discretion to develop strategies to operate such intersections, resulting in inconsistent operations. Texas Transportation Institute researchers used VISSIM simulation model to evaluate numerous strategies that were either in use by Texas Department of Transportation (TxDOT) districts or were developed by the research team. These strategies were evaluated for various widths of medians, the number of lanes for the minor street in the median, and the presence of left-turn bays on the major street. The strategies were also evaluated for low, medium, and high volumes on the major street and on the minor street as well as different percentages of turning traffic. The research project produced recommended strategies for various volume and geometric conditions.
KW  - Guidelines
KW  - Left turn lanes
KW  - Medians
KW  - Signalized intersections
KW  - Traffic lanes
KW  - Traffic queuing
KW  - Traffic safety
KW  - Traffic signal timing
KW  - Traffic volume
KW  - Turning traffic
KW  - VISSIM (Computer model)
KW  - Width
UR  - http://tti.tamu.edu/documents/0-6176-1.pdf
UR  - https://trid.trb.org/view/916331
ER  - 

TY  - RPRT
AN  - 01155718
AU  - Bligh, Roger P
AU  - Sheikh, Nauman M
AU  - Obu-Odeh, Akram Y
AU  - Menges, Wanda L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Barriers for Very High Speed Roadways
PY  - 2010/03//Technical/Test Report
SP  - 152p
AB  - As the Texas Department of Transportation (TxDOT) plans for future expansion of the state’s highway network, interest in higher design speeds has been expressed as a means of promoting faster and more efficient travel and movement of goods within the state. TxDOT funded project 0-6071 as part of a proactive consideration of safety on these high-speed facilities. This project began the process of developing roadside safety hardware suitable for use on high-speed highways. The impact conditions selected for the design, testing, and evaluation of this high-speed hardware include a speed of 85 mi/h and an angle of 25 degrees for barrier impacts. The design vehicles are those specified by the pending AASHTO Manual for Assessing Safety Hardware (MASH) and include a 5000-lb, ½-ton, 4-door pickup truck and a 2425-lb passenger car. After consideration of several barrier systems, two designs were selected for further evaluation through full-scale crash testing. These included an energy absorbing bridge rail concept and a modified wood post thrie beam guardrail. The results of the full-scale crash testing are presented and recommendations for future research are discussed.
KW  - Automobiles
KW  - Barriers (Roads)
KW  - Bridge railings
KW  - Energy absorption
KW  - Guardrails
KW  - High speed roads
KW  - Highway safety
KW  - Impact angle
KW  - Impact tests
KW  - Longitudinal barriers
KW  - Pickup trucks
KW  - Roadside safety hardware
KW  - Texas
KW  - Thrie beams
KW  - Wood posts
UR  - http://tti.tamu.edu/documents/0-6071-2.pdf
UR  - https://trid.trb.org/view/916328
ER  - 

TY  - RPRT
AN  - 01155712
AU  - Hutton, Jessica M
AU  - Bokenkroger, Courtney D
AU  - Meyer, Melanie M
AU  - Midwest Research Institute
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of an Adaptive Traffic Signal System: Route 291 in Lee’s Summit, Missouri
PY  - 2010/03//Final Report
SP  - 86p
AB  - An adaptive traffic signal system was installed on a 12-signal, 2.5-mi arterial in Lee’s Summit, Missouri in the Spring of 2008. An evaluation of travel time, delay, number of stops, fuel consumption, and emissions was conducted, which compared operational measures taken before implementation of the system to the same measures taken 1 month and 5 months after implementation. The evaluation found that travel time through the corridor decreased from 0 percent to 39 percent (as much as 2.5 minutes for some time periods), depending on time of day and direction of travel. In the southbound direction of travel, a statistically significant decrease in travel time was found during each of the study time periods, which included AM peak, morning off-peak, noon peak, PM peak, and night off-peak. In the northbound direction of travel, the AM peak and morning off-peak periods saw no statistically significant change in travel time, while all other periods saw a decrease. Improvements were greater in the southbound direction of travel because the previous timing plan favored travel in the northbound direction, especially during the morning. Decreases in the number of stops, fuel consumption, emissions, and time spent in congested conditions decreased during the time periods when travel time decreased. Minor-approach delay was measured at four intersections along the study corridor that represented a range of minor-street approach volumes. Most changes in minor-street delay ranged from a decrease of 3 seconds to an increase of 12 seconds. The change in minor-street delay did not appear to be related to approach volume, but increases in minor-street delay did correspond to intersections and times of day when mainline delay was most improved. The evaluation results indicate that the adaptive traffic signal system is effective in reducing travel time, delay, number of stops, fuel consumption, and emissions for traffic traveling through the corridor. The increase in delay to minor-street traffic was more than offset by the decrease in major-street delay.
KW  - Adaptive traffic control systems
KW  - Arterial highways
KW  - Before and after studies
KW  - Evaluation and assessment
KW  - Exhaust gases
KW  - Fuel consumption
KW  - Lee's Summit (Missouri)
KW  - Stopping
KW  - Traffic delays
KW  - Traffic signal control systems
KW  - Travel time
UR  - http://library.modot.mo.gov/RDT/reports/Ri08026/or10020.pdf
UR  - https://trid.trb.org/view/916407
ER  - 

TY  - RPRT
AN  - 01154726
AU  - Sunkari, Srinivasa R
AU  - Songchitruksa, Praprut
AU  - Charara, Hassan A
AU  - Zeng, Xiaosi
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improved Intersection Operations During Detector Failures
PY  - 2010/03//Technical Report
SP  - 86p
AB  - The objective of this project was to develop three modules that would improve the efficiency of intersection operations at isolated signalized intersections. The motivation for these modules was to use the existing detectors more efficiently. This would in turn reduce the number of detectors required at the intersection and also improve operations in case of detector failures. The adaptive variable initial module (Module 1) can improve the typical variable initial feature available in most signal controllers by factoring the turning movements at the intersections in real time along with queue distribution, and activity on driveways between the detectors and stop bar. The detector failure module (Module 2) develops a rolling database of phase utilizations of all phases at the intersections. The module uses this database to determine the appropriate phase time when a detector failure is identified. The variable detector module (Module 3) monitors the phase utilizations on the major-street phase and the volume on the right-turn and left-turn detectors to vary the delay programmed on detectors to further improve the intersection operations. Researchers evaluated Module 1 and Module 2 and found them improving the intersection operations. However, initial implementations of Module 3 showed limited benefits and only under very rare conditions. Thus, researchers did not develop Module 3 further. Modules 1 and 2 require data that are easily available within the controller and can be incorporated into the signal controller firmware.
KW  - Failure
KW  - Isolated intersections
KW  - Operational efficiency
KW  - Signalized intersections
KW  - Traffic signal controllers
KW  - Vehicle detectors
UR  - http://tti.tamu.edu/documents/0-6029-1.pdf
UR  - https://trid.trb.org/view/915902
ER  - 

TY  - RPRT
AN  - 01154219
AU  - Pearson, David F
AU  - Hard, Edwin N
AU  - Farnsworth, Stephen P
AU  - Forrest, Timothy L
AU  - Spillane, Debbie L
AU  - Ojah, Mark
AU  - Womack, Katie
AU  - Boxill, Sharon A
AU  - Lewis, Carol A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines and Recommendations for Household and External Travel Surveys
PY  - 2010/03//Product
SP  - 56p
AB  - The Texas Department of Transportation has a comprehensive ongoing travel survey program. Research under RMC 0-5711 examined areas within two select travel surveys concerning quality control issues involved in data collection and sampling error in the data caused by various assumptions, survey methods, and issues such as non-response. Quality control issues, sampling errors, and non-response in external and household travel surveys conducted in Texas were identified, examined, and evaluated. This report presents an assessment of various quality control issues for household and external surveys in Texas. Much of it is based on the research documented in RMC 0-5711-R1. This report extends those findings and includes documentation on the individual data element checks performed on the data from household and external surveys conducted in Texas. A set of guidelines and recommendations are presented to maintain and improve quality control for household and external surveys in Texas.
KW  - Data collection
KW  - Error analysis
KW  - Guidelines
KW  - Households
KW  - Nonresponse (Surveys)
KW  - Quality control
KW  - Recommendations
KW  - Statistical sampling
KW  - Texas
KW  - Travel surveys
UR  - http://tti.tamu.edu/documents/0-5711-P1.pdf
UR  - https://trid.trb.org/view/915844
ER  - 

TY  - ABST
AN  - 01547669
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 27. Innovative Financing Techniques and Best Practices for Providing Match on Federal Transit Administration Projects
AB  - This report documents and presents innovative financing techniques adopted by state and local agencies that allow them to broaden available sources of funds and provide them greater flexibility with their existing funds. Such techniques maximize the states' ability to leverage available capital from federal, state, and local sources and effectively utilize existing funds. This report documents the results of an internet survey of state departments of transportation (DOTs), a literature review of relevant published work in the area of transit economics and finance, and detailed telephone interviews with selected states that use innovative techniques. This report documents the list of innovative financing techniques used by the states with a description of the method and related background material that will prove beneficial to other states.
KW  - Best practices
KW  - Capital
KW  - Federal government
KW  - Financing
KW  - Innovation
KW  - Local government agencies
KW  - Public transit
KW  - State departments of transportation
KW  - State government agencies
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2837
UR  - https://trid.trb.org/view/1335301
ER  - 

TY  - ABST
AN  - 01486029
TI  - Design Guides/Sustainability (SI-09-41)
AB  - This project will develop a sustainable highway framework that will culminate and be packaged into a Sustainable Highways Sourcebook. The Sustainable Highways Sourcebook will contain the sustainable highways framework as the decision analysis tool and will contain a series of educational and resource materials that will allow for an understanding of what a sustainable highway can be an how to implement a sustainable highway or street through planning development design materials choice and implementation. These products will be aimed at transportation professionals decision makers various stakeholders and the public.
KW  - Decision making
KW  - Education and training methods
KW  - Handbooks
KW  - Highways
KW  - Sustainable development
KW  - Transportation professionals
UR  - https://trid.trb.org/view/1255650
ER  - 

TY  - ABST
AN  - 01461316
TI  - Criteria and Tools for Sustainable Highways
AB  - The purpose of this task order is to identify the characteristics of a sustainable highway and to develop tools, procedures and techniques that can be incorporated into standard practice to make highways more sustainable. This task order will support the work of the Federal Highway Administration (FHWA) Office of Planning, Environment and Realty (HEP) and will be used to inform actions of the Federal Highway Administration, State Departments of Transportation, Metropolitan Planning Organizations, and other transportation stakeholders.
KW  - Design criteria
KW  - Highway design
KW  - Highways
KW  - Planning and design
KW  - Sustainable development
KW  - Technical assistance
KW  - Technological innovations
UR  - https://trid.trb.org/view/1229535
ER  - 

TY  - RPRT
AN  - 01158446
AU  - Wolters, Angela S
AU  - Zimmerman, Kathryn A
AU  - Applied Pavement Technology, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Research of Current Practices in Pavement Performance Modeling
PY  - 2010/02/26/Final Report
SP  - 100p
AB  - In anticipation of developing pavement performance models as part of a proposed pavement management system, the Pennsylvania Department of Transportation (PennDOT) initiated a study in 2009 to investigate performance modeling activities and condition information used by other state highway agencies (SHAs), and to obtain recommendations on how to proceed with their own modeling efforts. A survey of state practice was conducted and the practices of other states were summarized. The findings from the survey were then used to develop three pavement performance modeling options for PennDOT. A final recommendation of how PennDOT should proceed with pavement performance modeling was created and is detailed in this Final Report.
KW  - Mathematical models
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pennsylvania Department of Transportation
KW  - State departments of transportation
KW  - State of the practice
KW  - Surveys
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Research%20of%20Current%20Practices%20in%20Pavement%20Performance%20Modeling.pdf
UR  - https://trid.trb.org/view/919191
ER  - 

TY  - RPRT
AN  - 01472077
AU  - Wiebelhaus, Mitch J
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Bielenberg, Robert W
AU  - Reid, John D
AU  - Rohde, John R
AU  - Dey, Gopi
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development and Evaluation of the Midwest Guardrail System (MGS) Placed Adjacent to a 2:1 Fill Slope
PY  - 2010/02/24/Final Report
SP  - 186p
AB  - W-beam guardrail is often used to protect motorists from steep roadside slopes adjacent to high-speed roadways. Although previously designed systems have demonstrated acceptable safety performance, the long posts and half-post spacing have proven to be both costly and introduce maintenance challenges. Furthermore, the improved redirective capacity of the Midwest Guardrail System (MGS) provides the opportunity to eliminate the need for half-post spacing and thereby greatly reduces the cost of placing a barrier at the slope break point. A stiffened version of the MGS was developed for use adjacent to steep roadside slopes. The new design incorporates 2,743-mm (9-ft) long posts on a 1,905 mm (75 in.) spacing. With the top of the W-beam mounted at a height of 787 mm (31 in.), this guardrail was successfully crash tested according to the Manual for Assessing Safety Hardware (MASH) safety performance evaluation criteria. Hence, the stiffened MGS guardrail design with full post spacing is acceptable for use on the National Highway System. This new guardrail design will provide a safe and economical alternative for use along highways with steep slopes very close to the travelway.
KW  - AASHTO Manual for Assessing Safety Hardware
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Location
KW  - Midwest Guardrail System
KW  - Slopes
KW  - Stiffness
UR  - https://trid.trb.org/view/1239506
ER  - 

TY  - RPRT
AN  - 01159762
AU  - Kandarpa, Ram
AU  - Sangillo, Jeff
AU  - Burgess, Lisa
AU  - Toppen, Alan
AU  - Booz Allen Hamilton
AU  - Kimley-Horn & Associates, Incorporated
AU  - Research and Innovative Technology Administration
TI  - Real-Time Traveler Information Market Assessment White Paper
PY  - 2010/02/22
SP  - 160p
AB  - This report takes a multi-modal look at the “lay of the land” of the real-time traveler information market in the United States. This includes identification and characterization of the gaps in the domestic industry with respect to data coverage, data quality, data procurement methods, and data usage. Ultimately, the focus is to identify the gaps in real-time information across different modes (i.e., traffic, transit, parking, and intermodal/freight). The analysis also documents the institutional, technical, and cost issues associated with collecting real-time data from these modes; opportunities for closing the gaps; and utility of real-time data for uses beyond traveler information. Although each mode offers a unique set of challenges, an important objective of this study is to identify opportunities to best leverage resources and innovative approaches that span multiple modes.
KW  - Advanced traveler information systems
KW  - Data collection
KW  - Data quality
KW  - Intelligent transportation systems
KW  - Real time information
UR  - http://ntl.bts.gov/lib/32000/32900/32927/index.htm
UR  - http://ntl.bts.gov/lib/32000/32900/32927/rtti_wp.pdf
UR  - https://trid.trb.org/view/920264
ER  - 

TY  - ABST
AN  - 01548807
TI  - Research for the AASHTO Standing Committee on Planning. Task 97A. Towards Quantitative Safety Planning: Implementation of PLANSAFE
AB  - In November 2008, the American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Planning (SCOP) completed a Strategic Plan: 2008-2009 to guide their deliberations and decisions. The mission is to "Provide AASHTO and its members with planning expertise, a forum for collaborative policy development and problem solving; and be the catalyst for innovation and a source of technical excellence. Among other things, the Plan's goals include developing, sharing, and advancing best practices and new frameworks in multimodal, integrated transportation planning and to provide meaningful information to decision makers to respond to changing transportation needs. One method for achieving the goals is to identify, develop, implement, evaluate, and refine a tool to enable the explicit consideration of safety in the planning process. The Intermodal Surface Transportation Efficiency Act (ISTEA) along with the subsequent Transportation Efficiency Act for the 21st Century (TEA-21) broadened the issues that be considered as part of the transportation planning process. ISTEA reinforced this change in focus with the requirement for six management systems, one of which specifically targeted safety. Although mentioned prominently in ISTEA and TEA-21, where safety was introduced as a required planning factor for the first time (safety and security), safety received little serious quantitative attention in transportation planning. SAFETEA-LU further reinforced a prominent role for safety by separating safety and security into separate planning factors, enhancing the importance of both, and requiring the states to develop and implement Statewide Highway Safety Plans. NCHRP project 8-44 resulted in a guidebook for metropolitan planning organizations (MPOs) and departments of transportation (DOTs) on the explicit consideration of safety in the transportation planning process. A follow on project, National Cooperative Highway Research PRogram (NCHRP) 8-44-2, developed a suite of software programs to enable safety forecasting for use during the planning process. The software is robust, incorporates the latest quantitative knowledge in road safety, and is fully functional. Implementation is the next critical step. This project will focus on the implementation of the PLANSAFE software within two MPOs. The specific project objectives are to: (1) Refine and update the analytical routines and algorithms in the software (and corresponding User's Manual); (2) Test and refine the graphical user interface (GUI) based on user feedback; (3) Form an initial practitioner user group, and identify user issues; (4) Identify the longer-term maintenance requirements of the software; and (5) Prepare the software for wide scale adoption and implementation Accomplishment of the project objectives required the following tasks: Task 1: Identify and recruit two MPOs of different size and one Department of Transportation (DOT) for adoption of PLANSAFE software; Task 2: Implement PLANSAFE within the DOT and MPOs (data preparation and software calibration); Task 3: Train MPO and DOT staff on operation of PLANSAFE (familiarize users with functionality); Task 4: Assess functionality of PLANSAFE (through iterative feedback from users); Task 5: Refine PLANSAFE software and update user manuals based on Task 4; and Task 6: Finalize software and User's manual.
KW  - American Association of State Highway and Transportation Officials
KW  - Metropolitan planning organizations
KW  - Policy making
KW  - Safety
KW  - Software
KW  - Strategic planning
KW  - Training
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2821
UR  - https://trid.trb.org/view/1336279
ER  - 

TY  - ABST
AN  - 01572658
TI  - Nanoscale Approaches for Inhibiting Corrosion: Multifunctional Nanomaterials and Processes for Infrastructure Repair and Corrosion Inhibition
AB  - This project seeks to develop technologies for new in situ nanomaterial-based repair methods that can tailor the materials to include multifunctional properties of carbon nanotubes. The proposed effort will create new materials and methods to either repair or retrofit structures located both above and underwater to inhibit corrosion The team will take advantage of the advancement in nanomaterials, in particular, carbon nanotubes and their related versatile physical and mechanical properties, to develop an onsite spray based method to develop a structural capacity enhancement and a barrier layer for corrosion resistance. The technical innovations could lead to profound impacts in advanced multifunctional strengthening and repair technology.
KW  - Corrosion resistant materials
KW  - Infrastructure
KW  - Maintenance
KW  - Nanotubes
KW  - Properties of materials
KW  - Strengthening (Maintenance)
KW  - Technological innovations
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0010
UR  - https://trid.trb.org/view/1364744
ER  - 

TY  - ABST
AN  - 01464001
TI  - Research for AASHTO Standing Committee on Highways. Task 288. National Calibration of MEPDG Rigid Pavement Models Based on Corrected CTE Values
AB  - This research will (1) revise the long-term pavement performance (LTPP) data files used in the national calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG) rigid pavement models to correct for previous errors in the measurement of coefficients of thermal expansion, (2) recalibrate the MEPDG with the new data files, and (3) validate the output of the recalibrated MEPDG for analysis and design of rigid pavements.
KW  - Calibration
KW  - Coefficient of thermal expansion
KW  - Long-Term Pavement Performance Program
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement performance
KW  - Rigid pavements
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2867
UR  - https://trid.trb.org/view/1232229
ER  - 

TY  - ABST
AN  - 01461315
TI  - Outreach to Promote Transportation, Land Use and Preservation and Smart Growth Issues
AB  - This conference will build on the previous successes of the New Partner's for Smart Growth Conference series. This conference will concentrate on Building Safe, Healthy and Livable Communities. Previous conferences shared a focus on smart growth issues, and in general, targeted transportation professionals, developers, builders, local elected officials, key local government staff, planners, architects, landscape architects, urban designers, lending institutions, and bicycle and pedestrian advocates. Through our participation and sponsorship, we will facilitate the inclusion of DOT sponsored transportation initiatives on the conference agenda. The Conference will also include keynote addresses from the Secretaries of Department of Transportation (DOT), Housing and Urban Development (HUD) and Environmental Protection Agency (EPA). This conference will provide more than 1000 individuals an opportunity to hear initiatives moving forward from the Partnership for Sustainable Communities. This conference will bring together a group of leaders in the field to review the experience to date, describe best practices, and explore needed improvements and related research needs. It will also draw on other transportation modes and other sectors of the economy to identify innovative uses of planning techniques and tools to improve decision-making. This task includes a summary report of the meetings and formatting of resource materials including materials developed by presenters. Local Commission will prepare summary meeting proceedings. It is anticipated that will not only develop proceedings along with the supporting documents from the presenters but will also disseminate the materials to interested researchers and practitioners.
KW  - Best practices
KW  - Decision making
KW  - Land use planning
KW  - Livable communities
KW  - Mode choice
KW  - Nonmotorized transportation
KW  - Smart growth
KW  - Sustainable development
KW  - Sustainable transportation
UR  - https://trid.trb.org/view/1229534
ER  - 

TY  - RPRT
AN  - 01158449
AU  - Laman, Jeffrey A
AU  - Guyer, Robert C
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Condition Assessment of Short-line Railroad Bridges in Pennsylvania
PY  - 2010/02/01/Final Report
SP  - 426p
AB  - Current levels of available resources to maintain and preserve the Pennsylvania short-line railroad (SLRR) bridge infrastructure require that important priority decisions be made on an annual basis.  The primary objective of this study was to establish a reliable database of Pennsylvania SLRR bridges and to develop a risk-based bridge prioritization algorithm.  A bridge survey of Pennsylvania SLRR owners and operators was conducted to develop a bridge database that would be as complete and accurate as possible given the available time and resources.  The proposed algorithm provides a tool for the Pennsylvania Department of Transportation (PennDOT) to use in making more effective maintenance and preservation resource allocation decisions for these structures.  This study consisted of a literature review, bridge survey, database update, bridge sample, assessment of the current overall SLRR bridge population, and a risk-based prioritization algorithm.
KW  - Algorithms
KW  - Condition surveys
KW  - Databases
KW  - Decision making
KW  - Literature reviews
KW  - Pennsylvania
KW  - Railroad bridges
KW  - Resource allocation
KW  - Risk based maintenance
KW  - Short line railroads
KW  - Strategic planning
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Condition%20Assessment%20of%20Short-Line%20Railroad%20Bridges.pdf
UR  - https://trid.trb.org/view/919194
ER  - 

TY  - RPRT
AN  - 01598788
AU  - Sharp, Jeremy A
AU  - Johnson, Hunter Neal
AU  - Pevey, Kimberly C
AU  - McAnally, William H
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Bienville
PY  - 2010/02//Final Report
SP  - 75p
AB  - The objective of this report is to present economical, environmentally friendly, and effective alternatives to maintenance dredging for the Port of Bienville and its access channels. The Port of Bienville is located in Hancock County, directly off the Pearl River in the southeastern corner of Mississippi. Access to the Port from the Gulf of Mexico is provided by a channel that passes through Lake Borgne to the Rigolets, then through Little Lake to the Pearl River. When ports such as Bienville experience sediment deposition that will ultimately lead to unacceptable loss of water depth, solutions to maintain navigability include the traditional method of dredging or one of many other alternatives that can be complete (eliminating sediment deposition) or partial (reducing sediment deposition so as to reduce dredging need). Solutions tend to be unique to each port, for a successful design depends on port layout, waterway configuration, flow conditions, and sediment type and supply; however, all solutions can be placed in three categories – methods that keep sediment out of the port, methods that keep sediment that enters the port moving (and prevents net deposition), and methods that remove sediment after it has deposited in the port. The loss of all Port records during Hurricane Katrina required that other estimates of sedimentation volume, location and processes be made. In July 2008 the University of Southern Mississippi Hydrographic Science Program did a navigation chart comparison between their chart completed in July 2008 and the National Oceanographic and Atmospheric Administration's (NOAA’s) navigation chart from 1995, producing a map of depth changes along the Pearl River. Field observations, a numerical hydrodynamic model, and standard sediment analyses were used to estimate sediment deposition in the Port as averaging 10,000 tons per year. Two alternatives are suggested – a sediment trap to capture sediment and prolong the periods between dredging and agitation to prevent sediment from consolidating on the bed. Neither will be cost effective at present sedimentation rates. An alternative that would reduce access dredging requirements and provide easier, faster access is relocation of the navigation channel from Little Lake to the lower Pearl River directly to Lake Borgne. A proposed design for that relocation is provided. It will require some new work dredging and relocation of a railroad bridge, but will provide safer, easier access and reduced channel dredging.
KW  - Agitation dredging
KW  - Bienville (Mississippi)
KW  - Channels (Waterways)
KW  - Design
KW  - Port of Bienville
KW  - Ports
KW  - Relocation (Facilities)
KW  - Sediment resuspension
KW  - Sediment traps
KW  - Sedimentation
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199D%20-%20Sedimentation%20Solutions%20for%20the%20Port%20of%20Bienville.pdf
UR  - https://trid.trb.org/view/1404495
ER  - 

TY  - RPRT
AN  - 01598785
AU  - Davis, Trey E
AU  - McAnally, William H
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Gulfport
PY  - 2010/02//Final Report
SP  - 96p
AB  - The objective of the project is to develop solutions to reduce sediment problems within the Port of Gulfport, MS and to introduce a working simulation model to reinforce the importance of throughput within the Port of Gulfport. Sediment deposition causes and solutions will be studied along with a brief explanation of the hindrance of dredging to vessel throughput within the port. Ports along the Mississippi Gulf Coast experience large amounts of sediment deposition within their ports and ship channels. The primary tool for sediment removal is dredging, which can be very expensive and create downtimes within port operations. Research will study existing deposited material to determine its sources and suggest solutions for reduction of sediment deposition using structures, technologies and/or practices. Instruments used for such studies were clam shell dredges, Niskin tubes, and automatic water samplers to test bed sediment gradation, suspended point sediments and tidal variations in suspended sediments, respectively. Additionally, fluid mud data were retrieved from the U.S. Army Corps of Engineers Engineering Research and Development Center. This combination of data assisted in the development of solutions for the reduction or prevention of sediment deposition within the port. Further, research was performed to compare the estimated allowable throughput without dredging to throughput with dredging. This throughput estimation is shown in a simulated model.
KW  - Current deflecting wall
KW  - Design
KW  - Gulfport (Mississippi)
KW  - Port of Gulfport
KW  - Ports
KW  - Sediment traps
KW  - Sedimentation
KW  - Simulation
KW  - Suspended sediments
KW  - Throughput
KW  - Waterways
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199B%20-%20Sedimentation%20Solutions%20for%20Port%20of%20Gulfport.pdf
UR  - https://trid.trb.org/view/1404493
ER  - 

TY  - RPRT
AN  - 01598783
AU  - Pevey, Kimberly Collins
AU  - McAnally, William H
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Biloxi Ports
PY  - 2010/02//Final Report
SP  - 43p
AB  - The objective of this project is to determine the source of sedimentation in the Ports of Biloxi and provide engineered solutions which will reduce or eliminate the need for dredging within the ports. The Commercial Docking Facility, Small Craft Harbor, and Point Cadet Harbor are all are located on the Biloxi Channel, an East-West channel that runs between the mainland and Deer Island. The Biloxi Channel provides a 12’ x 150’ dredged channel connection from the Intracoastal Waterway on both the east and west side of Deer Island. It is maintained at 10’ x 150’ between the facilities north of Deer Island. The Lighthouse Commercial Docking Facility is located on the Back Bay of Biloxi. Field sampling included water samples and sediment samples taken in and around the ports and in the Biloxi Channel. Samples were collected between January and June 2009, with the exception of storm event samples taken in November 2009. Velocity measurements were taken in the Biloxi Channel and across each harbor entrance. These velocities, along with tidal data, were used to estimate deposition rates. Limited correlation was found between wind, tides, and the Total Suspended Solids (TSS) in the samples. When tides were near low water, a few higher TSS values were observed. Shallow depths during lower tides may have allowed the wind wave energy to reach bottom sediments and cause resuspension. Low TSS concentration during high tide can be attributed to wave action not reaching the bottom and stirring the sediment. A scale model was constructed and used to test a training structure design. The results of the testing show that basic design of the deflecting wall could be effective if it were oriented at the correct angle and at an optimum length. The east side of the entrance would be more effective at deflecting sediment-laden waters if it mirrored the west side of the entrance. The same method could be applied to the Commercial Docking Facility to alter the sharp corners in the current design. It is recommended that the Ports of Biloxi be modified in order to reduce the need for dredging. Changing the bumper design outside of the Small Craft Harbor will reduce sediment by a small amount and is a cost effective solution. Mechanical agitation will also reduce sedimentation, but operation and maintenance costs may be too high. The best solution to reduce dredging in the ports is to reconfigure the entrances to mirror the west side of the entrance to the Small Craft Harbor. Constructing a current deflecting wall in addition to this design will sustain water quality while directing sediment away from the ports. Further design and modeling of the port entrances will need to be conducted before construction.
KW  - Biloxi (Mississippi)
KW  - Channels (Waterways)
KW  - Current deflecting wall
KW  - Design
KW  - Docks
KW  - Harbors
KW  - Ports
KW  - Scale models
KW  - Sedimentation
KW  - Total suspended solids
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199A%20-%20Sediment%20Solutions%20for%20Ports%20of%20Biloxi.pdf
UR  - https://trid.trb.org/view/1404492
ER  - 

TY  - RPRT
AN  - 01598782
AU  - Johnson, Hunter Neal
AU  - McAnally, William H
AU  - Ortega-Achury, Sandra
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Pascagoula
PY  - 2010/02//Final Report
SP  - 83p
AB  - The purpose of this project is to develop proposed solutions to reduce the Port of Pascagoula dredging costs. The Port of Pascagoula is located in Jackson County, Mississippi, in the southeastern portion of the state. It is the largest port in Mississippi and ranks in the top 20 ports for foreign cargo volume in the United States (JCPA 2007). The West Harbor, also known as the Pascagoula River Harbor, is located at the mouth of the Pascagoula River about 13 miles from the deep water shipping lanes. The West Harbor’s channel has a design depth of 38 ft. and contains 5 terminals. The East Harbor, also known as the Bayou Casotte Harbor, is located about 11 miles from the deep water shipping lanes. The harbor has a design depth of 42 ft. and a turning basin that is 940 ft. wide. A large portion of the port access is designated a Federal channel and managed by the United States Army Corps of Engineers. The port authority is responsible only for the maintenance and dredging of the areas that they directly manage. While the focus of this report is the Jackson County Port Authority’s maintenance requirements, both the port and Federal maintenance requirements must ultimately be addressed together since they are contiguous. The local channel in the Bayou Casotte harbor needs to be dredged every 48 to 72 months and the local channel in the Pascagoula River harbor needs to be dredged every 18 months in order to maintain full channel dimensions. The Corps of Engineers Mobile District estimates that 3.06 million cu m of dredged materials from the Federal shipping channels will need to be removed and disposed of every 3 years for the next 40 years. Dredged sediment from the port and access channels is mostly fine, cohesive material, often forming fluid mud – a high concentration fluid-sediment suspension at the bed that can flow downslope. Filed measurements and analyses of hydrographic surveys have shown where sedimentation problems occur first and that fluid mud formation is a primary component of the problem. Recommended solutions include agitation dredging, a fluid mud trap, and the practice of active nautical depth, with active nautical depth, a practice employed in several European ports, offering the greatest potential cost savings. Adopting active nautical depth in partnership with the Corps of Engineers is recommended.
KW  - Active nautical depth
KW  - Channels (Waterways)
KW  - Dredging
KW  - Harbors
KW  - Jackson County Port Authority (Mississippi)
KW  - Maintenance
KW  - Pascagoula (Mississippi)
KW  - Port of Pascagoula
KW  - Ports
KW  - Sediment traps
KW  - Sedimentation
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199C%20-%20Sedimentation%20Solutions%20for%20Port%20of%20Pascagoula.pdf
UR  - https://trid.trb.org/view/1404494
ER  - 

TY  - RPRT
AN  - 01554422
AU  - Dhindsa, Albinder
AU  - Alexiadis, Vassili
AU  - Kumar, Saurabh
AU  - Calandra, Mike
AU  - Vasudevan, Meenakshy
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management I-15 San Diego, California – Model Validation and Calibration Report
PY  - 2010/02//Final Report
SP  - 50p
AB  - The Integrated Corridor Management (ICM) initiative requires the calibration and validation of simulation models used in the Analysis, Modeling, and Simulation of Pioneer Site proposed integrated corridors. This report summarizes the results and process for the calibration of microsimulation network for the I-15 Corridor in San Diego, California. As one of the Pioneer Sites for the ICM project, the I-15 Corridor was simulated in TransModeler microsimulation. Various versions of TransModeler were utilized as additional capabilities became available. The work was conducted by Cambridge Systematics, Inc. (CS), in partnership with San Diego Association of Governments (SANDAG). The eventual model was satisfactorily calibrated according to the guidelines set forth in the Experimental Plan. The report is organized into two major parts. The first part provides the final calibration results, and provides a quick summary of the model calibration criteria and comparison against real data. The second section provides further insights into the calibration process, including details on the software used, challenges faced, and key lessons that can be carried forward in future projects.
KW  - Calibration
KW  - Integrated corridor management
KW  - Microsimulation
KW  - San Diego (California)
KW  - Software
KW  - Transportation corridors
KW  - Validation
UR  - http://ntl.bts.gov/lib/54000/54300/54341/I-15_San_Diego_ICMS_Model_Validation_and_Calibration__FHWA-JPO-10-038_.pdf
UR  - https://trid.trb.org/view/1342148
ER  - 

TY  - RPRT
AN  - 01554203
AU  - Papayannoulis, Vassilis
AU  - Poe, Christopher
AU  - Abdelghany, Khaled
AU  - Le, Minh
AU  - Snyder, Dena
AU  - Wunderlkich, Karl
AU  - Alexiadis, Vassili
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management: U.S. 75 Dallas, Texas – Analysis Plan
PY  - 2010/02//Final Report
SP  - 62p
AB  - This Analysis Modeling and Simulation (AMS) Analysis Plan for the U.S. 75 Pioneer Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools and strategies 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 Dallas, Texas, 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  - Dallas (Texas)
KW  - Integrated corridor management
KW  - Performance measurement
KW  - Simulation
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/54000/54300/54353/U.S._75_Dallas_ICMS_Analysis_Plan__FHWA-JPO-10-035_.pdf
UR  - https://trid.trb.org/view/1342223
ER  - 

TY  - RPRT
AN  - 01554171
AU  - Chiu, Yi-Chang
AU  - Bustillos, Brenda I
AU  - Papayannoulis, Vassilis
AU  - Hickman, Mark
AU  - Head, K Larry
AU  - Wang, Shuo
AU  - Alexiadis, Vassili
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management (ICM) Analysis, Modeling, and Simulation (AMS) for Minneapolis Site Model Calibration and Validation Report
PY  - 2010/02//Final Report
SP  - 87p
AB  - This technical report documents the calibration and validation of the baseline (2008) mesoscopic model for the I-394 Minneapolis, Minnesota, Pioneer Site. DynusT was selected as the mesoscopic model for analyzing operating conditions in the I-394 corridor study area, and the report provides details on the network development, traffic flow model calibration, origin-destination (OD) demand calibration, and model validation. In addition, the report provides a modeling methodology for simulation of transit, as well as the results of a sensitivity analysis, utilizing information from a known incident, undertaken to verify the ability of the validated model to replicate operating conditions for incident scenarios. In summary, the DynusT model for the I-394 corridor replicated the 2008 baseline operating conditions well as evidenced by the comparisons of observed and modeled volumes, travel times, and speed contours on I-394. Furthermore, the simulated known incident exhibited consistent traffic diversions, speed reductions, duration, and queue propagation with the actual data.
KW  - Analysis
KW  - Calibration
KW  - Incident management
KW  - Integrated corridor management
KW  - Mesoscopic traffic flow
KW  - Methodology
KW  - Minneapolis (Minnesota)
KW  - Public transit
KW  - Sensitivity analysis
KW  - Simulation
KW  - Transportation corridors
KW  - Validation
UR  - http://ntl.bts.gov/lib/54000/54300/54345/I-394_Minneapolis_ICMS_Model_Validation_and_Cal.__FHWA-JPO-10-036_.pdf
UR  - https://trid.trb.org/view/1342208
ER  - 

TY  - RPRT
AN  - 01554160
AU  - Dhindsa, Albinder
AU  - Alexiadis, Vassili
AU  - Estrella, Alex
AU  - Miller, Mike
AU  - Vasudevan, Meenakshy
AU  - Calandra, Mike
AU  - Allegre, Ellison
AU  - Kumar, Saurabh
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management I-15 San Diego, California – Analysis Plan
PY  - 2010/02//Final Report
SP  - 92p
AB  - This Analysis Modeling Simulation (AMS) Analysis Plan for the I-15 Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools and strategies to this corridor in order to support benefit-cost assessment for the successful implementation of ICM. The report provides a brief description of the I-15 Corridor in San Diego, California, 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 calibration requirements and the data needs for this calibration. Finally, the last two sections 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. Appendixes are included that provide detailed lists of prioritized ICM strategies and scenarios for San Diego, provide the Data Collection Plan for the AMS effort, provide the draft methodology memorandum for calculating travel time reliability for the AMS effort, and describe the method employed to estimate transit mode shift.
KW  - Analysis
KW  - Calibration
KW  - Data collection
KW  - Integrated corridor management
KW  - Modal shift
KW  - Performance measurement
KW  - San Diego (California)
KW  - Simulation
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/54000/54300/54340/I-15_San_Diego_ICMS_Analysis_Plan__FHWA-JPO-10-039_.pdf
UR  - https://trid.trb.org/view/1342209
ER  - 

TY  - RPRT
AN  - 01551254
AU  - Samtani, Naresh C
AU  - Nowatzki, Edward A
AU  - Mertz, Dennis R
AU  - NCS GeoResources, LLC
AU  - Federal Highway Administration
TI  - Selection of Spread Footings on Soils to Support Highway Bridge Structures
PY  - 2010/02//Final Report
SP  - 98p
AB  - The Federal Highway Administration (FHWA) believes that spread footings on soils are underutilized because designers encounter one or more of the following obstacles: (a) limited knowledge of American Association of State Highway and Transportation Officials (AASHTO)/FHWA technical references that pertain to spread footings on soils to support bridges; (b) limited knowledge of adequate performance data for spread footings; (c) unrealistic tolerable settlement criteria; (d) overestimation of loads used to calculate settlement; and (e) the use of conservative settlement prediction methods. These obstacles have resulted in institutional biases and overly conservative and excessively costly institutional processes that lead to the unnecessary use of costlier deep foundation systems.  The primary goal of this report is to promote the use of spread footings bearing on competent natural soils, improved soils, and engineered fill materials as a routine alternative to deep foundations for support of bridges by addressing the factors identified above. Documented performance data is used to make this case. The report also presents powerful concepts such as construction-point analysis and angular distortions to demonstrate the efficacy of using spread footings. Implementation of these concepts requires only that conventional computations be taken one step further without any requirement for advanced computational skills. The report presents sources of information that agencies and designers can use as references in their project applications. The report contains comprehensive appendices that treat in detail many of the topics discussed in the report. For example, one such appendix provides an introduction to Load and Resistance Factor Design (LRFD) that permits a rational approach to the consideration of spread footings on soils as a feasible alternative to deep foundations.
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge foundations
KW  - Highway bridges
KW  - Implementation
KW  - Load and resistance factor design
KW  - Settlement (Structures)
KW  - Spread footings
KW  - U.S. Federal Highway Administration
UR  - http://www.dot.state.oh.us/Divisions/Engineering/Structures/Documents/2010-%20Final-spread%20footing%20report.pdf
UR  - https://trid.trb.org/view/1341184
ER  - 

TY  - RPRT
AN  - 01457646
AU  - Iyer, Ananth
AU  - Partridge, Barry
AU  - Pilotte, Mary
AU  - Mast, Pete
AU  - Simms, Gerald
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Understanding the Impact of INDOT Projects on Automotive Industry Cluster Logistics Costs: A Case Study of the Honda Plant
PY  - 2010/02//Final Report
SP  - 190p
AB  - This study focuses on understanding the impact of INDOT projects on the Honda, Greensburg plant’s supply chain. The goal of the study was the following: (a) Identify approaches for INDOT to be an active partner in facilitating supply chain effectiveness; (b) Maximize the economic impact of INDOT projects on the Honda affiliated automotive Cluster in South Central Indiana; (c) Create a framework for INDOT to utilize in the future, when prospective economic partners are in discussions with the state. Detailed data analyses for many of the decisions regarding Honda’s supply chain required identification of possible future evolutions of the supply chain. As part of this study the existing supply chain at Honda’s plants in Ohio and Toyota’s plant in Indiana were mapped out. Approximately 51 managers including Honda officials, competing OEM locations, academic publications, supply chain participants, economic development officials, INDOT personnel and consultants were interviewed to develop a fact base and for research input. The authors obtained data regarding planned “Major Moves” projects already approved and in the region of interest. Finally, the authors developed strategic choices and grouped associated projects into strategic bundles that could be used by INDOT to better understand their link to Honda’s supply chain competitiveness in Indiana. A summary of the results of this study includes possible strategic choices being grouped under three different categories the authors termed “Shared Supply Focus”, “Hoosier Automotive Focus” and “Reclamation Focus”. A summary of the results are as follows: (a) Speed counts - Reprioritizing existing projects can provide the difference between being viewed as an economic development leader, or a support service follower; (b) It’s not too late -INDOT has 12-24 months yet to plan and execute improvements that would benefit economic development; (c) Evaluating projects strategically can have a significant impact on economic development outcomes in the future. The authors believe that the results of this focused study suggest that a strategic approach to projects can enable INDOT to enhance its role as a contributor to industrial supply chain competitiveness in Indiana.
KW  - Automobile industry
KW  - Competition
KW  - Construction projects
KW  - Economic development
KW  - Economic impacts
KW  - Greensburg (Indiana)
KW  - Honda automobile
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Manufacturing
KW  - Ohio
KW  - Production
KW  - Supply chain management
KW  - Toyota automobile
UR  - http://dx.doi.org/10.5703/1288284314309
UR  - https://trid.trb.org/view/1218780
ER  - 

TY  - RPRT
AN  - 01457117
AU  - Perkins, Robert A
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Creosote Treated Timber in the Alaskan Marine Environment Volume II
PY  - 2010/02//Final Report
SP  - 366p
AB  - Alaska Department of Transportation and Public Facilities (ADOT&PF) is responsible for many structures that incorporate wood pilings and other timber in Alaska waters. Most are treated with preservative to inhibit marine borers that will quickly destroy unprotected wood. Creosote is generally the most economical preservative and has been used for over a hundred years. Creosote contains many toxic chemicals and some governments and organizations are limiting its use. This project reviewed current science regarding use of creosoted wood in marine waters and the current regulatory matrix that controls its use, and developed recommendations for its use. Even with best management practices, polycyclic aromatic hydrocarbons from new creosote timber will be transferred to the marine environment. Laboratory tests and field observations show that PAH chemicals slowly diffuse from the wood into the water column. The heavier PAH chemicals sink to the bottom directly, or adsorb to organic or inorganic moieties in the water and then sink, incorporating into the sediment. The lighter PAH chemicals are quickly volatilized and oxidized. Scientific observations of creosote behavior in meso-scale tests verify that the concentrations of PAH from marine piles in the water column are negligible after the first few weeks. The fate of PAH in the sediment depends on the oxygen status of the upper sediment layers. If the sediment is not anoxic, the PAH will be oxidized. With sufficient oxygen in the upper layers of sediment, the PAH concentration will initially rise, then decline. With timber treated according to best management practices, if the sediments are not anoxic and the surrounding waters are not stagnant, and the area is not already contaminated, creosote marine timbers are unlikely to have a significant long-term effect on the environment. Further, meso-scale testing indicated that effects were confined to a region close to the structures themselves.
KW  - Alaska
KW  - Best practices
KW  - Contaminants
KW  - Creosote
KW  - Environmental impacts
KW  - Protective coating
KW  - Wooden bridges
UR  - http://ine.uaf.edu/autc/files/2011/08/Creosote_Vol_II.pdf
UR  - https://trid.trb.org/view/1225097
ER  - 

TY  - RPRT
AN  - 01457106
AU  - Perkins, Robert A
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Creosote Treated Timber in the Alaskan Marine Environment Volume I
PY  - 2010/02//Final Report
SP  - 88p
AB  - Alaska Department of Transportation and Public Facilities (ADOT&PF) is responsible for many structures that incorporate wood pilings and other timber in Alaska waters. Most are treated with preservative to inhibit marine borers that will quickly destroy unprotected wood. Creosote is generally the most economical preservative and has been used for over a hundred years. Creosote contains many toxic chemicals and some governments and organizations are limiting its use. This project reviewed current science regarding use of creosoted wood in marine waters and the current regulatory matrix that controls its use, and developed recommendations for its use. Even with best management practices, polycyclic aromatic hydrocarbons from new creosote timber will be transferred to the marine environment. Laboratory tests and field observations show that PAH chemicals slowly diffuse from the wood into the water column. The heavier PAH chemicals sink to the bottom directly, or adsorb to organic or inorganic moieties in the water and then sink, incorporating into the sediment. The lighter PAH chemicals are quickly volatilized and oxidized. Scientific observations of creosote behavior in meso-scale tests verify that the concentrations of PAH from marine piles in the water column are negligible after the first few weeks. The fate of PAH in the sediment depends on the oxygen status of the upper sediment layers. If the sediment is not anoxic, the PAH will be oxidized. With sufficient oxygen in the upper layers of sediment, the PAH concentration will initially rise, then decline. With timber treated according to best management practices, if the sediments are not anoxic and the surrounding waters are not stagnant, and the area is not already contaminated, creosote marine timbers are unlikely to have a significant long-term effect on the environment. Further, meso-scale testing indicated that effects were confined to a region close to the structures themselves.
KW  - Alaska
KW  - Best practices
KW  - Contaminants
KW  - Creosote
KW  - Environmental impacts
KW  - Protective coating
KW  - Wooden bridges
UR  - http://ine.uaf.edu/autc/files/2012/12/Volume-I-of-Creosote.Perkins-ineautc1120.pdf
UR  - https://trid.trb.org/view/1225095
ER  - 

TY  - RPRT
AN  - 01368594
AU  - McLeroy, Meredith
AU  - Fowler, David
AU  - Won, Moon
AU  - Whitney, David
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Training Manual for Pavement Concrete Proportioning Method
PY  - 2010/02
SP  - 29p
AB  - This manual presents a method to proportion concrete paving mixtures made with manufactured sands and increased microfines percentages in a step-by-step manner. This method was adapted from Koehler’s (2007) proportioning method for self-consolidating concrete. A spreadsheet that performs these calculations was also developed and follows the outline presented in this manual.
KW  - Artificial aggregates
KW  - Concrete
KW  - Manuals
KW  - Manufactured sands
KW  - Microfines
KW  - Mix design
KW  - Proportioning
KW  - Spreadsheets
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_9029_01_P1.pdf
UR  - https://trid.trb.org/view/1137232
ER  - 

TY  - RPRT
AN  - 01354157
AU  - Barnard, Timothy
AU  - Hovell, Catherine G
AU  - Sutton, James P
AU  - Mouras, Joshua M
AU  - Neuman, Bryce J
AU  - Samaras, Vasileios A
AU  - Kim, Janghwan
AU  - Williamson, Eric B
AU  - Frank, Karl H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Modeling the Response of Fracture Critical Steel Box-Girder Bridges
PY  - 2010/02//Technical Report
SP  - 172p
AB  - Bridges that are classified as fracture critical by AASHTO require more frequent inspections than other types of bridges, resulting in greater costs for their maintenance. Several historical events have shown, however, that severe damage can occur to a bridge without necessarily resulting in its collapse. A primary objective of this research project was to characterize the redundancy that exists in twin steel box-girder bridges, which are widely used in Texas and are classified as fracture critical. The main goal of the research was to develop guidelines for modeling a bridge’s behavior in the event that a fracture of a critical tension flange takes place. The research carried out under this project included laboratory testing, experimental evaluation of a full-scale box-girder bridge, and detailed structural analyses. Data gathered from the experimental testing program were used to validate nonlinear finite element models as well as simplified engineering models. Based on the results of this research, engineers now have guidelines for modeling the response of twin steel box-girder bridges following the fracture of one of its girders.
KW  - Box girder bridges
KW  - Bridge design
KW  - Finite element method
KW  - Fracture critical members
KW  - Guidelines
KW  - Redundancy
KW  - Steel bridges
KW  - Structural analysis
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/9_5498_1.pdf
UR  - https://trid.trb.org/view/1116023
ER  - 

TY  - RPRT
AN  - 01353921
AU  - Trejo, David
AU  - Kim, Young Hoon
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Precast Bridge Deck Overhang System: Technical Report
PY  - 2010/02//Technical Report
SP  - 60p
AB  - The implementation of full-depth, precast overhang panel systems has the potential to improve constructability, productivity, and make bridges more economical. Initial testing and analyses reported in the 0-6100-2 report resulted in a design that required a large number of shear pockets in the overhang panels. The general design methodology used in this report was to determine the number of connectors based on the shear capacity of a girder with conventional R-bars (not necessarily based on the required demand). The large number of shear pockets reduced the constructability and economy of the precast overhang system. Report 0-6100-1 (produced after 0-6100-2) used the American Association of State Highway Officials Load and Resistance Factor Design (AASHTO LRFD [2008]) demand requirements to design the number of shear pockets for a precast overhang panel system and reported that the number of pockets per panel could be reduced from the numbers reported in report 0-6100-2. However, this report only included an analysis for one beam type and one span length. In addition, the demand load used did not include all factors typically used by designers. Additional testing was required to assess different connector systems and further analyses were needed for the new Texas Department of Transportation (TxDOT) girders. The testing and analyses documented in this report (0-6100-3) provides a new equation for determining the number of shear pockets required for the various shear connector/coupler systems evaluated in this research. This equation was used to determine the number of shear pockets required for the newer TxDOT girders. Results from this research indicate that the roughened surface provides strong adhesion between the top girder surface and a precast panel. Steel reinforcing hoops placed in the shear pocket and shear reinforcing hoops placed in the overhang panel around the opening of the shear pocket provided limited or no improvement in capacity of the shear connector/coupler system. Hollow structural section (HSS) steel tubes placed around the perimeter of the shear pocket during fabrication did result in samples with higher shear capacities and could result in overhang panels with fewer shear pockets. This system could make constructing bridges with precast overhang systems more constructible, economical, and could reduce the construction time.
KW  - Anchorages
KW  - Anchors (Structural connectors)
KW  - Bearing capacity
KW  - Bridge decks
KW  - Girder bridges
KW  - Girders
KW  - Load and resistance factor design
KW  - Overhang
KW  - Precast concrete
KW  - Shear strength
KW  - Texas
UR  - http://ntl.bts.gov/lib/42000/42000/42083/0-6100-3.pdf
UR  - https://trid.trb.org/view/1118135
ER  - 

TY  - RPRT
AN  - 01353624
AU  - Weiland, Craig D
AU  - Muench, Stephen T
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Life Cycle Assessment of Portland Cement Concrete Interstate Highway Rehabilitation and Replacement
PY  - 2010/02//Research Report
SP  - 107p
AB  - Life Cycle Assessment (LCA) is a tool that can be used to identify ways to decrease the environmental impact of a product or process and to inform decision makers of the consequences of changes to the product or process. LCA encompasses all aspects of a process or product from “cradle to grave”, including material extraction, transport, production, maintenance, and removal or recycling. This study is a comparative LCA of three different replacement options for an aging Portland cement concrete (PCC) highway: Replacement with a new PCC pavement, replacement with hot mix asphalt (HMA) pavement, and cracking, seating and overlaying (CSOL) the existing pavement with HMA. Each LCA includes an appropriate maintenance schedule so that the pavements will have a 50 year life span and can be reasonably compared. The environmental impacts have been assessed according to common environmental concerns, such as global warming potential and acidification. This paper summarizes those impacts and provides information and recommendations to build “greener” highways in Washington State.
KW  - Bituminous overlays
KW  - Concrete pavements
KW  - Crack and seat treatment
KW  - Environmental impacts
KW  - Hot mix asphalt
KW  - Interstate highways
KW  - Life cycle analysis
KW  - Rehabilitation (Maintenance)
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.4.pdf
UR  - https://trid.trb.org/view/1118376
ER  - 

TY  - RPRT
AN  - 01353622
AU  - Muench, Stephen T
AU  - Pierce, Linda
AU  - Uhlmeyer, Jeff
AU  - Anderson, Keith
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - A Brief History of Long-Life WSDOT Concrete Pavements
PY  - 2010/02//Research Report
SP  - 32p
AB  - The concrete pavements that were originally constructed in Washington State as part of the interstate construction program have performed remarkably well considering the dramatic increase in the anticipated traffic loads. To date, the primary distress on the concrete pavements in Washington State has been in the form of joint faulting (due to lack of dowel bars and underlying base/subgrade conditions), longitudinal cracking (which is believed to have occurred 3 to 5 years after construction) and wear due to studded tires. A number of factors have contributed to the long-life of these concrete pavements, such as, short joint spacing (usually 15 ft – 4.6 m), thickness (8-9 in., 200-225 mm) and aggregate quality. However, a number of design modifications have evolved over time to improve pavement performance. These include the use of dowel bars, dowel bar type, mix design, hot mix asphalt base, joint design and joint spacing. This research documents the design and performance of the concrete pavements built in the 1960’s, summarizes the design modifications and resulting pavement performance that has taken place over the last 40 years, summarizes the current construction practices and discusses future challenges and risks for the long-life concrete pavements built in Washington State.
KW  - Concrete pavements
KW  - Construction management
KW  - Interstate highways
KW  - Longitudinal cracking
KW  - Pavement design
KW  - Pavement joints
KW  - Pavement performance
KW  - Service life
KW  - Spacing
KW  - Thickness
KW  - Washington (State)
KW  - Wear
UR  - http://www.wsdot.wa.gov/Research/Reports/700/744.2.htm
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.2.pdf
UR  - https://trid.trb.org/view/1118374
ER  - 

TY  - RPRT
AN  - 01334238
AU  - Ramsey, Kevin
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Resource Planning Index for Washington’s Scenic and Recreational Highways
PY  - 2010/02//Final Technical Report
SP  - 20p
AB  - The Washington State Department of Transportation Local Programs Division requested the creation of a Resource Planning Index (or “Index”) for use in benchmarking and tracking the stewardship performance of investments associated with Washington’s Scenic and Recreational Highways. A geographic information service (GIS) analysis was performed to develop a unique Index value for each 1000 feet of roadway. The Index value was calculated based on the proximity of features of interest associated with specific opportunities for protecting, preserving, or enhancing resources associated with the state Scenic and Recreational Highways. This Index may be used in preliminary assessments of locations where there may be a confluence of such opportunities. As always, a local scale analysis of the location should assess exactly what opportunities exist there and whether a proposed project would actually provide the desired benefit or impact.
KW  - Assessments
KW  - Geographic information systems
KW  - Index values
KW  - Investments
KW  - Planning
KW  - Recreational roads
KW  - Resource development
KW  - Scenic highways
KW  - Stewardship
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/740.1.pdf
UR  - https://trid.trb.org/view/1097592
ER  - 

TY  - RPRT
AN  - 01220459
AU  - Menches, Cindy L
AU  - Khwaja, Nabeel
AU  - Chen, Juan
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Innovative Contracting Strategies for Routine and Preventive Maintenance Contracts
PY  - 2010/02//Technical Report
SP  - 217p
AB  - TxDOT is faced with a need to expand their maintenance contracted services due to shortage of in-house personnel and expertise. As a result, TxDOT had a need to investigate maintenance contracting strategies to identify those efficient strategies that might be implemented to help them achieve their maintenance goals. This study investigated current maintenance contracting practices in TxDOT and other state DOTs, and produced a selection framework, guide and case studies to assist maintenance personnel in selecting and implementing appropriate contracting strategies for maintenance outsourcing. A prototype selection algorithm was created to help decision makers identify contracting strategy for achieving outsourcing goals and accommodating maintenance circumstances.
KW  - Contracting
KW  - Contracting out
KW  - Maintenance
KW  - Maintenance management
KW  - Preventive maintenance
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6388_1.pdf
UR  - https://trid.trb.org/view/968943
ER  - 

TY  - RPRT
AN  - 01219902
AU  - Harrison, Robert
AU  - Hutson, Nathan
AU  - Seedah, Dan
AU  - Kruse, Jim
AU  - Morgan, Curtis
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Emerging Trade Corridors and Texas Transportation Planning
PY  - 2010/02//Technical Report
SP  - 145p
AB  - This report describes the major trends in intermodal shipping that are impacting Texas intermodal trade corridors. Key supply and demand forces that underpin intermodal service and routing options are provided. Intermodal development from a technological and shipping industry perspective is described, including the impacts of the global economic recession beginning in late 2007. This is followed by an overview of Texas trade patterns with various trading partners with particular attention paid to those relationships that are in a current state of flux. A review of current and future corridors used for handling international intermodal trade shows the comparative strengths and weaknesses of different routing options for intermodal cargo shipping. Texas ports officials regard the new Panama Canal lock system due to open in 2014 as critical to future demand so a chapter is devoted to examining the system and current status. The inherent economics of different corridor options is enhanced by the development of marine and rail cost models that explore the basic tradeoffs for transportation providers in choosing different corridors. Finally, suggested infrastructure and economic milestones driving changes in trading patterns are given particularly as they relate to the Texas economy and its transportation system.
KW  - Costs
KW  - Demand
KW  - Economics
KW  - Infrastructure
KW  - Intermodal transportation
KW  - International trade
KW  - Mathematical models
KW  - Panama Canal
KW  - Ports
KW  - Railroads
KW  - Recession
KW  - Routing
KW  - Shipping
KW  - Supply
KW  - Texas
KW  - Transportation corridors
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5973_2.pdf
UR  - https://trid.trb.org/view/968958
ER  - 

TY  - RPRT
AN  - 01208048
AU  - Stith, Jason
AU  - Petruzzi, Brian
AU  - Helwig, Todd
AU  - Engelhardt, Michael
AU  - Frank, Karl
AU  - Williamson, Eric
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Design and Safe Handling of Curved I-Shaped Steel Girders
PY  - 2010/02
SP  - 15p
AB  - The purpose of this set of guidelines is to summarize recommendations from work completed as part of the Texas Department of Transportation (TxDOT) Research Project 0-5574 entitled “Curved Plate Girder Design for Safe and Economic Construction.” The research included field tests, three-dimensional finite element parametric studies, and software development. The full report for the study includes a more detailed explanation of the recommendations given within this document. The development of general guidelines to ensure girder stability during lifting, erection and early stages of construction is complicated by the wide range of variables that impact the behavior of the girder system. These variables include girder proportioning, partially installed bracing, crane positioning, the use and positioning of temporary supports, as well as several other factors. To aid in assuring girder stability, two analytical tools were developed as part of this research project. The analytical tools consist of a spreadsheet program (UT Lift) for evaluating girder behavior during lifting, and a finite element program (UT Bridge) for analyzing the behavior of I-girder bridges at various stages of erection and during construction of the concrete bridge deck. While the guidelines presented herein have been developed to assist in producing a stable system, the reader is encouraged to use the analytical tools, UT Lift and UT Bridge, or other suitable analytical packages, to evaluate bridge girder systems during construction.
KW  - Construction
KW  - Erection (Building)
KW  - Girders
KW  - Guidelines
KW  - I girders
KW  - Lifting
KW  - Plate girders
KW  - Stability (Mechanics)
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5574_P1.pdf
UR  - https://trid.trb.org/view/968928
ER  - 

TY  - RPRT
AN  - 01173230
AU  - Pisano, Paul A
AU  - Federal Highway Administration
TI  - Maintenance Decision Support Systems: A Proven, Cost-effective Tool for State and Local DOTs
PY  - 2010/02
SP  - 2p
AB  - When state or local departments of transportation (DOT) prepare for a snow or ice storm, they do more than operate snow plows. Timely decisions must be made on when to call in crews, whether overtime will be required, what kinds and how much material to load on trucks, whether and when to pretreat the roads, and how to optimize equipment assignments. During a storm event, supervisors also make ongoing tactical decisions based on a storm’s progress and the effectiveness of maintenance activities, all of which has immediate and vital consequences for the agency, the traveling public, and the environment. A proven, cost-effective tool called the Maintenance Decision Support System (MDSS) is increasingly being used by state and local maintenance departments for reliable and accurate decision-making under stressful weather and adverse roadway conditions.
KW  - Cost effectiveness
KW  - Decision making
KW  - Decision support systems
KW  - Maintenance Decision Support System (MDSS)
KW  - Snow and ice control
KW  - Snow removal
KW  - Weather conditions
KW  - Winter maintenance
UR  - http://ntl.bts.gov/lib/33000/33700/33722/index.htm
UR  - http://ntl.bts.gov/lib/33000/33700/33722/mdss_pdf.pdf
UR  - https://trid.trb.org/view/930616
ER  - 

TY  - RPRT
AN  - 01166624
AU  - Banerjee, Ambarish
AU  - Aguiar-Moya, Jose Pablo
AU  - Smit, Andre de Fortier
AU  - Prozzi, Jorge A
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Texas Flexible Pavements Database
PY  - 2010/02//Technical report
SP  - 189p
AB  - The goal of this research project was the development of the Texas Flexible Pavement Database (TFPD) to serve as a reference database comprising design, construction, structural and performance data for selected roadway sections in Texas. The database was designed as a project-level application with the purpose of developing, validating and calibrating mechanistic-empirical pavement design models. To achieve this objective it was necessary to evaluate pavement sections with performance data spanning a number of years and for this reason the database was initially populated with Texas sections from the Long Term Pavement Performance (LTPP) studies. In addition, a number of newly constructed sections within Texas were included in the database. The performances of these new sections were monitored over a two-year period and performance data collected on these sections on two occasions have been included in the database. The TFPD comprises 70 sections (35 from LTPP and 35 new) spanning the climate, traffic, and structure types found in Texas. It is recommended that these sections continue to be monitored on an annual basis to track the performance of these pavements throughout their design life. It should be noted that the entire database consists of close to 200 sections, though few of them are missing information related to material properties and testing. A second objective of this project was to provide guidelines for local calibration of the Mechanistic Empirical Pavement Design Guide (MEPDG). The performance models used in the MEPDG are calibrated using sections spread throughout the U.S. Hence, it is necessary to calibrate these models for specific states and regional conditions because of the differences in terms of materials, environmental conditions, and construction practices. The regional calibration factors were obtained by minimizing the sum of squared errors between the observed and the predicted distresses. In this case, a simultaneous joint optimization routine was used because it is theoretically sound. Finally, an average of the regional calibration coefficients for AC and subgrade rutting was computed to obtain the set of state-default calibration coefficients for Texas. The report outlines the procedure followed and reports the initial local and statewide calibration factors determined based on the LTPP sections currently in the TFPD.
KW  - Calibration
KW  - Databases
KW  - Flexible pavements
KW  - Long-Term Pavement Performance Program
KW  - Mechanistic-empirical pavement design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5513_2.pdf
UR  - https://trid.trb.org/view/927126
ER  - 

TY  - RPRT
AN  - 01164850
AU  - Yang, Zhaohui Joey
AU  - Dutta, Utpal
AU  - Xu, Gang
AU  - Hazirbaba, Kenan
AU  - University of Alaska, Anchorage
AU  - University of Alaska, Fairbanks
AU  - University of Alaska, Fairbanks
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Effects of Permafrost and Seasonally Frozen Ground on the Seismic Response of Transportation Infrastructure Sites
PY  - 2010/02//Final Report
SP  - 96p
AB  - A comprehensive analytical investigation of the effects of frozen soils including seasonally frozen soils and permafrost on the seismic site response has been conducted.  Two sites, i.e., the C St-O'Malley Bridge site in Anchorage and the Goldstream Creek Bridge site in Fairbanks, were selected to represent typical sites with seasonally frozen soils and discontinuous permafrost, respectively.  Two generic soil profiles were constructed based on the geologic and geotechnical data available for these two sites.  A set of input ground motions has been selected from available strong-motion databases and scaled to generate an ensemble of seismic hazard-consistent bedrock motions.  One-dimensional equivalent linear analyses were applied to analyze the seismic site response for three levels of seismic hazard, i.e., MCE (2% probability of exceedance in 50 years), AASHTO Design Earthquake (7.5% probability of exceedance in 75 years), and IBC Design Earthquake (two-thirds of MCE).  A series of parametric studies were conducted for assessing the sensitivity of the results to the uncertainties associated with shear wave velocity of frozen soils, thickness of seasonally frozen soil, permafrost table/thickness, and bedrock table.  The results show that the presence of frozen soils, particularly permafrost, can significantly change the ground motion characteristics.  It is concluded that it is generally conservative to ignore the effects of seasonally frozen ground on site response.  It is, however, not always conservative to classify permafrost soil sites by using average shear wave velocity of the upper 30 m frozen or unfrozen soils and use code-defined site coefficients for seismic design.  For permafrost sites similar to the GC Site-Worst Case Scenario, that is when the permafrost table is at -50 to -130 ft, and the bedrock table is at -230 ft or shallower, and the soil types are similar to the GC Site-Worst Case Scenario, the average response spectra obtained from this study could be used in seismic design.
KW  - Alaska
KW  - Bedrock
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Frozen soils
KW  - Permafrost
KW  - Seasonally frozen ground
KW  - Seismicity
KW  - Shear wave velocity
UR  - http://ine.uaf.edu/autc/files/2012/09/107017-Frozen-Ground-Permafrost-yang.hazirbaba-use-INEAUTC1103.pdf
UR  - http://ntl.bts.gov/lib/46000/46400/46468/107017_Frozen_Ground_Permafrost_yang.hazirbaba_use-INEAUTC1103.pdf
UR  - https://trid.trb.org/view/925839
ER  - 

TY  - RPRT
AN  - 01163176
AU  - Szary, Patrick
AU  - Spasovic, Lazar N
AU  - Moini, Nadereh
AU  - Dimitrijevic, Branislav
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - NJDOT Transportation Data User Survey
PY  - 2010/02//Final Report
SP  - 57p
AB  - The New Jersey Straight Line Diagram (SLD) is the main reference for the State’s centerline roadway inventory. SLD was initially designed as a planning tool, but it has become a standard information platform for many other purposes within and outside the New Jersey Department of Transportation (NJDOT), including engineering and maintenance. The extensive and versatile use of SLD both within and outside NJDOT requires a thoughtful approach in developing future SLD enhancements. The objective of this study, initiated by NJDOT’s Bureau of Transportation Data Development (BTDD), is to ascertain the SLD user needs and provide inputs for an educated decision about future improvements of SLD. The main part of the project was to survey SLD users throughout New Jersey about their use of SLD, satisfaction with the SLD data products and tools, and ideas about system enhancements. The survey questionnaire was designed using the input from interviews with major users of SLD. The survey was conducted online using an interactive internet survey questionnaire and was available for 3 months, August to October 2009. About 240 responses were received from engineers, planners, private consultants, and freight operators. The responses were overwhelmingly positive regarding the usefulness of SLD and the quality of its data. Responses were used to formulate recommendations for future improvements. The most desirable improvements can be classified into four areas: boost the search engine, use a collaborative approach to collect and update data, introduce GIS capability, and expand the scope of data. The correlation between users’ affiliation and their responses is also investigated on two main groups: NJDOT users and users outside of NJDOT.
KW  - Data quality
KW  - Databases
KW  - Improvements
KW  - Inventory
KW  - New Jersey Department of Transportation
KW  - Questionnaires
KW  - Recommendations
KW  - Straight line diagrams
KW  - Surveys
KW  - User needs
UR  - http://cait.rutgers.edu/files/235-RU0964_0.pdf
UR  - https://trid.trb.org/view/923662
ER  - 

TY  - RPRT
AN  - 01162190
AU  - Federal Highway Administration
TI  - Interstate 395 (I-395), from the I-95 Midtown Interchange (I-95/SR-836/I-395) ramps to MacArthur Causeway West Channel Bridges at Biscayne Bay, in the City of Miami, Miami-Dade County : environmental impact statement
PY  - 2010/02//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Florida
UR  - https://trid.trb.org/view/923176
ER  - 

TY  - RPRT
AN  - 01162121
AU  - Federal Highway Administration
TI  - I-69 Evansville to Indianapolis, Indiana Project, Section 2, Oakland City to Washington : environmental impact statement
PY  - 2010/02//Volumes held: Draft, Draft Appendix, Revised draft(2v), Final(2v)(v.2 in 2pts)
KW  - Environmental impact statements
KW  - Indiana
UR  - https://trid.trb.org/view/923106
ER  - 

TY  - RPRT
AN  - 01159705
AU  - Veisi, Maryam
AU  - Chittoori, Bhaskar
AU  - Celaya, Manuel
AU  - Nazarian, Soheil
AU  - Puppala, Anand J
AU  - Solis, Carlos
AU  - University of Texas, El Paso
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Accelerated Stabilization Design of Subgrade Soils
PY  - 2010/02//Technical Report
SP  - 255p
AB  - Chemical stabilizers are commonly used to improve the performance of problematic soils. Lime, cement, and fly ash are typically used for this purpose. To achieve effective soil stabilization, type and concentration of the stabilizer are usually calculated based on the plasticity and gradation of the material. To achieve the mix design, the optimum stabilizer content is usually based on experience or following time-consuming specifications. New accelerated testing methods are proposed that minimize the time required for soil specimen preparation, curing, and moisture conditioning to complete the design process. Proposed methods were compared to current specifications. A curing time of 2 days and a back-pressure method to complete moisture conditioning are recommended to complete the mix design in 3 days. In addition, a more rigorous soil classification which considers the soil mineralogy is included. For that matter, simple chemical methods to determine the mineralogy of the soil fines are included. Cation Exchange Capacity, Specific Surface Area and Total Potassium could be used to substitute methods such as X-ray Diffraction and Scanning Electron Microscope. Durability and permanency studies on the treated and untreated soils were also evaluated to address the permanency and leachability of the chemical stabilization associated with rainfall infiltration and to simulate seasonal changes. Other important issues that were evaluated are adequate mixing and curing, adequate density and moisture, adequate short-term and long-term strength and stiffness, and proper construction.
KW  - Accelerated curing
KW  - Accelerated tests
KW  - Calcium oxide
KW  - Cement
KW  - Curing time
KW  - Durability tests
KW  - Fly ash
KW  - Leaching
KW  - Mineralogy
KW  - Moisture conditioning
KW  - Rainfall
KW  - Soil stabilization
KW  - Subgrade (Pavements)
UR  - http://ctis.utep.edu/reports/0812/2010&02&RR-0-5569-1&Accelerated%20Stabilization%20Design%20Of%20Subgrade%20Soils.pdf
UR  - https://trid.trb.org/view/920200
ER  - 

TY  - RPRT
AN  - 01159571
AU  - Grant, Michael
AU  - Bauer, Jocelyn
AU  - Plaskon, Terence
AU  - Mason, John
AU  - Science Applications International Corporation
AU  - ICF International
AU  - Federal Highway Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Advancing Metropolitan Planning for Operations: An Objectives-Driven, Performance-Based Approach: A Guidebook
PY  - 2010/02
SP  - 81p
AB  - This guidebook presents an approach for integrating management and operations (M&O) strategies into the metropolitan transportation planning process that is designed to maximize the performance of the existing and planned transportation system. This approach is recommended as a means to meet Federal transportation planning requirements for promoting efficient system M&O and implementing a congestion management process (CMP). The approach is driven by operations objectives for the regional transportation system and performance measures for achieving those objectives. The Metropolitan Transportation Plan (MTP) resulting from this approach contains specific, measurable operations objectives, performance measures, and M&O strategies that directly influence the projects selected for the transportation improvement program (TIP). This approach not only helps fulfill Federal planning requirements, but also results in an MTP that is better able to meet customer needs, creating a more optimal mix of transportation investments.
KW  - Congestion management systems
KW  - Handbooks
KW  - Highway operations
KW  - Metropolitan planning organizations
KW  - Performance measurement
KW  - Strategic planning
KW  - Traffic congestion
KW  - Transit vehicle operations
KW  - Transportation Improvement Programs
KW  - Transportation planning
KW  - Transportation system management
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10026/fhwa_hop_10_026.pdf
UR  - http://ntl.bts.gov/lib/33000/33700/33775/fhwa_hop_10_026.pdf
UR  - https://trid.trb.org/view/920075
ER  - 

TY  - RPRT
AN  - 01159193
AU  - Federal Highway Administration
TI  - Mini-Roundabouts
PY  - 2010/02//Technical Summary
SP  - 20p
AB  - This technical summary is designed as a reference for State and local transportation officials, Federal Highway Administration (FHWA) Division Safety Engineers, and other professionals who may be involved in the design, selection, and implementation of mini-roundabout intersections. Because experience with mini-roundabouts is limited in the United States, the information presented here draws primarily upon guidance and experience from other countries with reference to American guidance as appropriate. This technical summary explores the unique characteristics of mini-roundabouts while reinforcing the need to apply the principles-based approach common to all roundabout design. It provides readers with an overview of the key considerations for planning, analysis, and design of single-lane mini-roundabouts. Section 1 of this document summarizes the characteristics of mini-roundabouts. Section 2 presents benefits of mini-roundabout intersections compared to alternative intersection solutions. Sections 3-6 provide an overview of user, location, operational, and design considerations, respectively.
KW  - Benefits
KW  - Design
KW  - Highway operations
KW  - Location
KW  - Miniroundabouts
KW  - Planning
KW  - Roundabouts
UR  - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10007/fhwasa10007.pdf
UR  - https://trid.trb.org/view/919757
ER  - 

TY  - RPRT
AN  - 01159191
AU  - Federal Highway Administration
TI  - Access Management in the Vicinity of Intersections
PY  - 2010/02//Technical Summary
SP  - 20p
AB  - This technical summary is designed as a reference for State and local transportation officials, Federal Highway Administration (FHWA) Division Safety Engineers, and other professionals involved in the design, selection, and implementation of access management near traditional intersections (e.g., signalized, unsignalized and stop controlled intersections). Its purpose is to provide an overview of safety considerations in the design, implementation, and management of driveways near traditional intersections in urban, suburban, and rural environments where design considerations can vary as a function of land uses, travel speeds, volumes of traffic by mode (e.g., car, pedestrian, or bicycle), and many other variables. Section 1 of this technical summary presents an overview of access management factors that should be considered for improving safety near intersections in any setting. Section 2 presents access management considerations and treatments to improve safety near traditional intersections in suburban, urban, and rural settings. This section features a case study of an access management retrofit project in a suburban area. Section 3 points the reader to additional resources.
KW  - Access control (Transportation)
KW  - Case studies
KW  - Driveways
KW  - Intersections
KW  - Rural areas
KW  - Suburbs
KW  - Traffic safety
KW  - Urban areas
UR  - http://safety.fhwa.dot.gov/intersection/resources/fhwasa10002/fhwasa10002.pdf
UR  - https://trid.trb.org/view/919755
ER  - 

TY  - RPRT
AN  - 01158147
AU  - Bochner, Brian S
AU  - Sperry, Benjamin R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Internal Trip Capture Estimator for Mixed-Use Developments
PY  - 2010/02//Technical Report
SP  - 50p
AB  - This report describes a spreadsheet tool for estimating trip generation for mixed-use developments, accounting for internal trip capture. Internal trip capture is the portion of trips generated by a mixed-use development that both begin and end within the development. The importance of internal trip capture is that those trips satisfy a portion of the total development’s trip generation and they do so without using the external road system. As a result, a mixed-use development that generates a given number of total trips creates less demand on the external road system than single-use developments generating the same number of trips. This report describes the spreadsheet estimator and how to use it. It describes the data behind the estimator as well as how those data are applied. The two Texas mixed-use developments from which most of the data were derived are also described. This report is supplemented by the Excel® spreadsheet itself as well as task memoranda that document the survey data collected as part of this project.
KW  - Case studies
KW  - Internal capture of trips
KW  - Internal trips
KW  - Mixed use development
KW  - Spreadsheets
KW  - Texas
KW  - Trip generation
UR  - http://tti.tamu.edu/documents/5-9032-01-1.pdf
UR  - https://trid.trb.org/view/918631
ER  - 

TY  - RPRT
AN  - 01158142
AU  - Aldrete-Sanchez, Rafael
AU  - Shelton, Jeffrey Adam
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Integrating the Transportation System with a University Transportation Master Plan
PY  - 2010/02//Product
SP  - 90p
AB  - The Texas Department of Transportation (TxDOT) commissioned the Texas Transportation Institute (TTI) and the University of Texas at El Paso (UTEP) to perform a research study of the integration of the transportation system with the UTEP transportation master plan.  The objective was to document a methodology to analyze the interaction of a university campus transportation system and its surrounding metropolitan transportation system and to integrate both systems in a seamless fashion. The study used UTEP as a case study, but its results have a near‐term applicability for TxDOT, particularly in urban areas where there is highly dense university campus populations.
KW  - Accessibility
KW  - Campus transportation
KW  - Cyclists
KW  - Highway traffic control
KW  - Integrated transportation systems
KW  - Metropolitan areas
KW  - Mobility
KW  - Parking
KW  - Pedestrians
KW  - Public transit
KW  - Transportation planning
KW  - Urban areas
UR  - http://tti.tamu.edu/documents/0-6608-P2.pdf
UR  - https://trid.trb.org/view/918626
ER  - 

TY  - RPRT
AN  - 01157624
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Transportation Planner's Safety Desk Reference
PY  - 2010/02//Final Report
SP  - 133p
AB  - This report is an update of the 2007 Transportation Planner’s Safety Desk Reference.  It includes strategies derived from the National Cooperative Highway Research Program (NCHRP) Report 500, Guidance for Implementation of the American Association of State Highway and Transportation Officials (AASHTO) Strategic Highway Safety Plan. All 22 emphasis areas are now covered, including five new ones (young drivers, bicycle collisions, speeding, head-on collisions on freeways, and motorcycles). Additional sections on collecting and analyzing highway safety data and developing emphasis area plans have also been added. This document discusses the planner’s role in transportation safety and the incorporation of safety into the transportation planning process. Each emphasis area section includes: overview of the problem; data defining the problem; descriptions of safety strategies that are most relevant to planners; crash modification factors that can be used to determine the reduction in crashes anticipated from specific safety improvements; and additional resources and best practices, where available.
KW  - Crash modification factors
KW  - Data collection
KW  - Handbooks
KW  - Highway safety
KW  - Strategic planning
KW  - Transportation planning
KW  - Transportation safety
UR  - http://tsp.trb.org/assets/FR1_SafetyDeskReference_FINAL.pdf
UR  - https://trid.trb.org/view/918533
ER  - 

TY  - RPRT
AN  - 01156672
AU  - Molino, John A
AU  - Katz, Bryan J
AU  - Hermosillo, Megan B
AU  - Dagnall, Erin E
AU  - Kennedy, Jason F
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Simulator Evaluation of Low-Cost Safety Improvements on Rural Two-Lane Undivided Roads: Nighttime Delineation for Curves and Traffic Calming for Small Towns
PY  - 2010/02//Final Report
SP  - 72p
AB  - This experiment was sponsored by the Low Cost Safety Improvements Pooled Fund Study. It focused on two areas: (1) advanced detection and speed reduction for curves in rural two-lane roads at night and (2) traffic calming for small rural towns during the day. The experiment was conducted in the Federal Highway Administration's (FHWA's) Highway Driving Simulator (HDS). Speed reduction in curves yielded the following order of tested treatments (from best to worst): (1) post-mounted delineators (PMDs) enhanced by streaming light-emitting diode (LED) lights slowed drivers down the most (9 mi/h (14.5 km/h)); (2) standard PMDs slowed drivers down by 7 to 8 mi/h (11.3 to 12.9 km/h); and (3) edge lines slowed drivers down by 2 mi/h (3.2 km/h). The same order was obtained for increases in the distance at which drivers were able to identify either the direction or the severity of the curve ahead as follows: streaming LED PMDs increased detection distance the most (560 to 1,065 ft (171 to 325 m)); standard PMDs increased detection distance by 45 to 200 ft (13.7 to 61 m); and edge lines increased detection distance by zero to 25 ft (zero to 7.6 m). PMDs performed better than pavement markings. The streaming PMDs solution offered the greatest potential increase in recognition distance. Speed reduction in towns yielded the following order of tested treatments: (1) chicanes slowed drivers down the most by 4 to 9 mi/h (6.4 to 14.5 km/h); (2) parked cars on both sides of the road slowed drivers 4 mi/h (6.4 km/h); and (3) bulb-outs resulted in only a small speed reduction of 1 mi/h (1.6 km/h) or none at all. In the case of towns, two low-cost safety solutions are worthy of further study: (1) adding painted chicanes to town entrances and (2) providing for and encouraging parking in the town. The results of this experiment do not take into account other hazardous factors that exist in the real world. Therefore, field validation is recommended for most of the above findings.
KW  - Bulbouts
KW  - Chicanes (Traffic calming)
KW  - Driving simulators
KW  - Edge lines
KW  - Highway curves
KW  - Highway delineators
KW  - Highway safety
KW  - Improvements
KW  - Light emitting diodes
KW  - Night
KW  - On street parking
KW  - Post-mounted delineators
KW  - Rural highways
KW  - Small towns
KW  - Traffic calming
KW  - Two lane highways
UR  - http://www.fhwa.dot.gov/publications/research/safety/09061/09061.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55765/FHWA-HRT-09-061.PDF
UR  - https://trid.trb.org/view/917699
ER  - 

TY  - RPRT
AN  - 01155866
AU  - Gambatese, John A
AU  - Johnson, Michael
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Work Zone Design and Operation Enhancements
PY  - 2010/02//Final Report
SP  - 197p
AB  - Oregon Department of Transportation contractors are required to implement Traffic Control Plans (TCPs) to protect and direct traffic through work zones. The design and implementation of TCPs have shown variation from project-to-project across the State. The impact of this lack of consistency is magnified as a result of an increase in the number of work zones, higher traffic volumes, more work being conducted at night to minimize traffic interruptions, a greater number of parties (consultants) involved, and the pressure to complete projects faster. The primary purpose of this research study was to enable improved safety performance through work zones on state roadways. To fulfill this goal, the research aimed to identify ways to modify TCPs to improve their quality and consistency and develop suggested guidelines to follow to design, review, implement, and inspect TCPs. Implementation of the research results is expected to improve consistency of TCPs and decrease the number of work zone fatalities and injuries. Auxiliary benefits resulting from improvements in traffic flow through work zones and the elimination of work zone crashes will include greater mobility, smoother operations, and increased efficiency across the State’s roadway network.
KW  - Benefits
KW  - Guidelines
KW  - Highway maintenance
KW  - Oregon
KW  - Standardization
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/WorkZoneReport_Web.pdf
UR  - https://trid.trb.org/view/916448
ER  - 

TY  - RPRT
AN  - 01155729
AU  - Liu, Kai-Wei
AU  - Alvarez, Allex E
AU  - Martin, Amy Epps
AU  - Dossey, Terry
AU  - Smit, Andre
AU  - Estakhri, Cindy K
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Current Research on Permeable Friction Courses: Performance, Design, Construction, and Maintenance
PY  - 2010/02//Technical Report
SP  - 152p
AB  - Over the past several years, the Texas Department of Transportation (TxDOT) adopted the use of porous or permeable friction course (PFC) mixtures as a thin asphalt pavement surface layer to provide safety and environmental benefits. This type of mixture is defined in TxDOT Specification Item 342 as a surface course of a compacted permeable mixture of aggregate, asphalt binder, and additives mixed hot in a mixing plant. Recent research addressed important design, construction, and maintenance issues associated with PFC, which has been increasingly employed by TxDOT. In order to complete the evaluation of this relatively new hot mix asphalt concrete mixture type as a possible solution for improving pavement safety and reduction of pavement noise, performance will be tracked over time in this research project to assess benefits, cost, and changes in benefits. The main objective of this research project is to develop a database of PFC performance in terms of functionality (noise reduction effectiveness and permeability), durability (resistance to raveling and possibly rutting and cracking), and safety (skid resistance and accident history), in order to produce guidelines for design, construction, and maintenance of PFC mixtures. This report includes a comprehensive and focused review of research conducted since 2004 related to the mix design, performance (i.e., functionality, durability, and safety), construction, and maintenance of surface courses using PFC.
KW  - Durability
KW  - Friction course
KW  - Highway safety
KW  - Hot mix asphalt
KW  - Literature reviews
KW  - Mix design
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Paving
KW  - Permeability
KW  - Rutting
KW  - Skid resistance
KW  - Stripping (Pavements)
KW  - Surface course (Pavements)
KW  - Tire/pavement noise
UR  - http://tti.tamu.edu/documents/0-5836-1.pdf
UR  - https://trid.trb.org/view/916322
ER  - 

TY  - RPRT
AN  - 01155726
AU  - ETC Institute
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - 2010 MoDOT kcICON Survey
PY  - 2010/02//Final Report
SP  - 56p
AB  - The survey measures the Kansas City area residents’ satisfaction with the kcICON project, their perceptions of the Missouri Department of Transportation (MoDOT) as a result of the project and what, if anything, would impress them regarding the kcICON project. A professional calling center was contracted to obtain a representative sample of MoDOT’s District 4 to obtain a 95% confidence level with a precision of at least +/- 2.4% for the survey. Potential respondents were contacted through random digit dialing (RDD) from late January through mid-February 2010. A total of 1,606 interviews were completed for the study. The kcICON project is the project name for the New Paseo Bridge and the improvements that are taking place along I-29/I-35 for about 4 miles north of the Missouri River. This report contains:  an executive summary of the methodology; charts depicting the overall results of the survey; GIS mapping; tabular data for all questions on the survey; crosstabulations for all questions on the survey by county of residency; and a copy of the survey instrument.
KW  - Bridges
KW  - Customer satisfaction
KW  - Interstate highways
KW  - Interviewing
KW  - Kansas City (Missouri)
KW  - Missouri Department of Transportation
KW  - Rehabilitation (Maintenance)
KW  - Surveys
UR  - http://library.modot.mo.gov/RDT/reports/TRyy1015/orb10019.pdf
UR  - https://trid.trb.org/view/916397
ER  - 

TY  - RPRT
AN  - 01155725
AU  - Inniss, Enos C
AU  - Reed, Robert E
AU  - Trauth, Kathleen M
AU  - David, Dan
AU  - Wheeler, Matthew
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Framework for a Water Quality Monitoring System: Controlling MoDOT’s Contribution to 303(d) Listed Streams in the State of Missouri
PY  - 2010/02//Final Report
SP  - 75p
AB  - By utilizing ArcGIS to quickly visualize the location of any impaired waterbody in relation to its projects/activities, the Missouri Department of Transportation (MoDOT) will be able to allocate resources optimally. Additionally, the Water Quality Impact Database (WQID) will allow easy transition from field notes into electronic format which will allow easily generated reports listing all the MoDOT required data.
KW  - ArcGIS
KW  - Databases
KW  - Missouri
KW  - Missouri Department of Transportation
KW  - Monitoring
KW  - Water quality
KW  - Water quality management
UR  - http://library.modot.mo.gov/RDT/reports/Ri08031/or10017.pdf
UR  - https://trid.trb.org/view/916380
ER  - 

TY  - RPRT
AN  - 01155722
AU  - Sun, Carlos
AU  - Chilukuri, Venkat
AU  - Ryan, Tom
AU  - Trueblood, Michael
AU  - University of Missouri, Columbia
AU  - HDR Engineering, Incorporated
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Freeway Motorist Assist Program
PY  - 2010/02//Final Report
SP  - 52p
AB  - This evaluation of the Motorist Assist (MA) program in St. Louis estimated that MA has an annual benefit-cost ratio (B/C) of 38.25:1 using 2009 dollars. This estimate was based on nationally accepted AASHTO methodology and was based on 1082 secondary crashes reduced per year and an average crash value of $72,350/crash. This B/C is an astonishing figure that is larger than all of the B/Cs reported in literature for other similar freeway service patrol programs. One factor that contributed to this B/C was the large secondary crash reduction ratio estimated using actual data from the years prior to and after MA was first deployed in 1993. Other factors include the low cost of operations and the high cost of secondary crashes. MA is a critical component of an overall Traffic Incident Management (TIM) strategy. Responders, such as the police, validate this perspective by commenting that MA is better equipped to handle traffic control, which allows the police to take other actions such as investigating the incident. The evaluators recommend for MA to be strengthened.
KW  - Benefit cost analysis
KW  - Freeway service patrols
KW  - Highway traffic control
KW  - Incident management
KW  - Motorist aid systems
KW  - Secondary crashes
KW  - Traffic incidents
UR  - http://library.modot.mo.gov/RDT/reports/RD09004/or10018.pdf
UR  - https://trid.trb.org/view/916391
ER  - 

TY  - RPRT
AN  - 01155118
AU  - Guo, Jessica Y
AU  - Gandavarapu, Sasanka
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Data Integration and Partnership for Statewide Transportation Planning
PY  - 2010/02//Final Report
SP  - 91p
AB  - The goal of this study was to investigate the data availability, accessibility, and interoperability issues arisen from the statewide transportation planning activities undertaken at the Wisconsin Department of Transportation (WisDOT) and to identify possible approaches for addressing these issues. A survey and a series of interviews were conducted with data users (planners) to identify current data use practices and the issues encountered when dealing with WisDOT-owned and non-WisDOT-owned datasets. Interviews were also conducted with data custodians and IT support staff to obtain information regarding the collection, maintenance and updating of frequently used planning data. The interview process confirmed some of the survey findings but also revealed differing views and data users’ misconceptions of the availability and quality of planning data. The information collected about existing datasets was used to develop a catalog of planning data (with a focus on nonhighway data) and a series of data flow diagrams to help documenting and informing data users of existing datasets. Based on the findings through the various stages of this project, five recommendations were generated to help WisDOT in addressing the data challenges and opportunities relating to transportation planning: (1) information dissemination, (2) centralized data platform, (3) designated data coordinator, (4) data access tool for long range planning, and (5) data standardization. Information dissemination and centralized data platform are the low-hanging fruit that would address several data challenges with a relatively short timeframe. The remaining three recommendations require more financial and time investment and also stronger agency commitment to changing the current business practices. However, they are expected to yield high benefits in the long term.
KW  - Data access
KW  - Data collection
KW  - Data files
KW  - Data integration
KW  - Data quality
KW  - Data sharing
KW  - Information dissemination
KW  - Interoperability
KW  - Interviewing
KW  - Long range planning
KW  - Recommendations
KW  - Standardization
KW  - Surveys
KW  - Transportation planning
KW  - Updating (Databases)
KW  - Wisconsin
UR  - https://trid.trb.org/view/916097
ER  - 

TY  - RPRT
AN  - 01155084
AU  - Federal Highway Administration
TI  - Roundabouts
PY  - 2010/02//Technical Summary
SP  - 32p
AB  - Modern roundabouts are a type of intersection characterized by a generally circular shape, yield control on entry, and geometric features that create a low-speed environment. Modern roundabouts have been demonstrated to provide a number of safety, operational, and other benefits when compared to other types of intersections. On projects that construct new or improved intersections, the modern roundabout should be examined as an alternative. This technical summary explores the characteristics of modern roundabouts while reinforcing the need to apply a principles-based approach to design. It provides readers with an overview of the key considerations for planning, analysis, and design of single-lane and multilane roundabouts.
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Roundabouts
UR  - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10006/
UR  - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10006/fhwasa10006.pdf
UR  - https://trid.trb.org/view/916071
ER  - 

TY  - RPRT
AN  - 01155047
AU  - Fischer, Edward L
AU  - Rousseau, Gabe K
AU  - Turner, Shawn M
AU  - Blais, Ernest J
AU  - Engelhart, Cindy L
AU  - Henderson, David R
AU  - Kaplan, Jonathan A
AU  - Keller, Vivian M
AU  - Mackay, James D
AU  - Tobias, Priscilla A
AU  - Wigle, Diane E
AU  - Zegeer, Charles V
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Pedestrian and Bicyclist Safety and Mobility in Europe
PY  - 2010/02
SP  - 80p
AB  - Pedestrian and bicyclist deaths accounted for 14 percent of U.S. highway fatalities in 2008. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of five European countries to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility. The scan team gathered information on strategies and approaches in the areas of engineering, education, enforcement, encouragement, and evaluation. The team learned that many of the countries studied have established an urban street user hierarchy that gives the highest priority to walking, biking, and public transit. Team recommendations for U.S. implementation include encouraging transportation policy that gives walking, biking, and other nonmotorized modes the highest priority in the road user hierarchy. The team also recommends evaluating innovative strategies and designs to improve pedestrian and bicyclist safety for possible U.S. use, institutionalizing traffic safety education that starts at an early age, and developing programs that encourage regular walking and biking.
KW  - Bicycle safety
KW  - Bicycling
KW  - Cyclists
KW  - Europe
KW  - Mobility
KW  - Pedestrian safety
KW  - Strategic planning
KW  - Study tours
KW  - Traffic safety education
KW  - Transportation policy
KW  - Walking
UR  - http://permanent.access.gpo.gov/gpo3988/pl10010.pdf
UR  - https://trid.trb.org/view/916074
ER  - 

TY  - RPRT
AN  - 01154957
AU  - Schroeder, Jeremy L
AU  - Demetsky, Michael J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Driver Reactions for Effective Use of Dynamic Message Signs in Richmond, Virginia
PY  - 2010/02//Final Report
SP  - 33p
AB  - Dynamic message signs (DMS) are used in conjunction with other media to communicate traffic conditions, general information, and recommended diversion strategies to motorists. Previous studies using loop detector data to estimate diversion rates attributable to advisory messages on DMS have found that diversion is minimal when vague messages are displayed or a distant alternate route is the only option. For motorists traveling on I-95 through Richmond in the Virginia Department of Transportation’s Central Region, however, when DMS alert motorists of incidents, I-295 serves as a comparable alternate route, adding no significant travel time to through trips. This scenario provides the opportunity to evaluate the effectiveness of DMS in traffic diversion without the major concerns of added trip time and the quality of the route. This study investigated the impacts of existing message strategies to determine messages that maximize diversion for specific circumstances and to develop new messages for future deployment. An analysis was done for various message types and split into two diversion scenarios: (1) an incident on the primary freeway, I-95, encourages diversion of I-95 traffic to an alternate route, I-295; and (2) an incident on an intersecting freeway, I-295, encourages exiting I-295 traffic to remain on I-95 as an alternate route. The results showed trends where the use of particular words in messages is more effective than the use of others in achieving diversion when percentage of diverted traffic was used as the performance measure. The effects on traffic flow by drivers’ reactions to non-traffic messages were also investigated. Transportation agencies are frequently asked to post public service announcements on DMS when they are not being used for traffic-related purposes. It has been suggested that these messages are a distraction to drivers and result in queuing, creating mobility and safety hazards. An analysis that used speed as the performance measure showed minimal impacts on traffic flow from the display of non-traffic messages during weekday non-peak hours. The study recommends that (1) travel time estimates for both the primary and alternate routes or the length or time of the delay be provided on DMS; (2) specific wording, as noted in the text, be used to induce diversion or simply to provide information; (3) messages be displayed in “title case” instead of “ALL CAPS” (i.e., all letters in a word are capitalized) for lowfrequency messages; and (4) left-justified or “staircase” messages be used. Further, non-traffic messages should be one-phase messages and should be displayed only during non-peak periods to minimize the potential for queuing. If the recommendations of this research are implemented, the enhanced effectiveness of diversion strategies will result in reductions of delay, fuel consumption, and emissions, as well as the potential for secondary accidents created by major incidents and other traffic flow disruptions. In 2007, the cost of delay for motorists in Richmond, Virginia, resulting from incidents was estimated at $119 million. A modest 1 percent reduction in this cost attributable to better diversion strategies that use DMS more effectively would result in an annual cost savings to VDOT of more than $1 million.
KW  - Costs
KW  - Display format
KW  - Impact studies
KW  - Messages (Communications)
KW  - Performance measurement
KW  - Richmond (Virginia)
KW  - Traffic delays
KW  - Traffic diversion
KW  - Traffic flow
KW  - Variable message signs
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r16.pdf
UR  - http://ntl.bts.gov/lib/37000/37700/37786/10-r16.pdf
UR  - https://trid.trb.org/view/916015
ER  - 

TY  - RPRT
AN  - 01154956
AU  - Diefenderfer, Stacey D
AU  - Hearon, Amy J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Virginia's Warm-Mix Asphalt Trial Sections
PY  - 2010/02//Final Report
SP  - 46p
AB  - Three trial sections using two warm-mix asphalt (WMA) technologies were constructed in various locations in Virginia in 2006, and experiences with these trial sections were used in the development of the Virginia Department of Transportation’s (VDOT's) special provision to allow the use of WMA. WMA for two of the sections was produced using Sasobit, an organic additive (developed by Sasol Wax), and WMA for the third section was produced using Evotherm ET (developed by MeadWestvaco Asphalt Innovations) as the modification method. The sections were evaluated over a 2-year period to assess the initial performance of the WMA and compare it with that of hot-mix asphalt (HMA) control sections constructed at the same time. Coring and visual inspections were performed during the initial construction and at intervals of 3 months, 6 months, 1 year, and 2 years. The cores were tested to determine air-void contents and permeability prior to undergoing extraction and recovery of the asphalt binder for performance grading. In addition, for the two Sasobit trial sites, historic data, core data, and ground-penetrating radar scans were collected and compared to provide documentation of the pavement structure for future analysis. Visual surveys indicated no significant distresses in either the WMA or HMA sections during the first 2 years in service. Evaluations of the core air-void contents indicated that generally the contents for the WMA and HMA were not significantly different in each trial. The air-void contents at different ages were significantly different in a few instances; however, no trends concerning air voids were observed. Permeability measurements did not indicate any trends concerning permeability over time. Performance grading of the recovered binder suggested that the WMA produced using Sasobit aged at a slightly reduced rate than the HMA, as indicated by decreased stiffening. No difference in performance grade was measured between the HMA and WMA produced using the Evotherm emulsion. Comparisons of historical data, core data, and ground-penetrating radar scans illustrated that each may indicate a slightly different pavement structure. From the results of this 2-year investigation, in general, WMA and HMA should be expected to perform equally. Any instances of improved performance of WMA (as compared to HMA) will depend on the WMA technology employed. Some WMA technologies may contribute to reduced in-service binder aging, depending on production temperatures and the nature of the technology. Further evaluation of WMA technologies developed since the inception of this work is recommended to determine their potential for leading to improved performance. During the period from February through October 2009, VDOT let maintenance contracts using HMA surface mixtures valued at approximately $101 million. If, conservatively, one-tenth of these mixtures were replaced with WMA produced using technologies having beneficial aging characteristics and the apparent trend of a 1-year reduction in the rate of aging continued, resulting in a 1-year deferment of repaving, VDOT could realize a one-time cost savings of approximately $1.15 million.
KW  - Air voids
KW  - Cores (Specimens)
KW  - Cost effectiveness
KW  - Evotherm
KW  - Ground penetrating radar
KW  - Inspection
KW  - Performance grade
KW  - Permeability
KW  - Sasobit
KW  - Test sections
KW  - Virginia
KW  - Warm mix paving mixtures
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r17.pdf
UR  - http://ntl.bts.gov/lib/37000/37700/37788/10-r17.pdf
UR  - https://trid.trb.org/view/916020
ER  - 

TY  - RPRT
AN  - 01154955
AU  - Ozyildirim, Celik
AU  - Zegetosky, Caroline
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory Investigation of Nanomaterials to Improve the Permeability and Strength of Concrete
PY  - 2010/02//Final Report
SP  - 21p
AB  - Concretes containing various supplementary cementitious materials (SCMs) such as silica fume, fly ash, and slag have improved properties. Nanomaterials (a nanometer, nm, is 10 to the -9 power m), new SCMs with possible applications in concrete, have the smallest particle size that is less than 100 nm. Nanomaterials are very reactive because of the particles’ small size and large surface area and have great potential in improving concrete properties such as compressive strength and permeability. This study evaluated the use of a variety of nanomaterials in concrete compared with conventional concrete and concrete containing common SCMs. The potential benefits of using nanomaterials over other SCMs are their high reactivity; the need for smaller amounts, resulting in less cement replacement; and cost-effectiveness. Concretes containing nanosilica and nanoclay were prepared in the laboratory and compared to concretes containing silica fume, fly ash, slag, or only portland cement. Specimens were tested for compressive strength and permeability. The microstructure of selected concretes with improved compressive strength and permeability were analyzed using an atomic force microscope and nanoindenter to determine the reason for the improvements. The microstructure of the nanosilica concrete was denser and more uniform than that of the conventional concrete microstructure. In addition, the nanosilica had the largest improvement in both compressive strength and permeability among the nanomaterials tested. The results of this study indicate that some of the nanomaterials tested have potential in concrete applications. However, further evaluation is required before nanomaterials can be used in concrete. Specifically, they should be evaluated for improved dispersion to achieve uniformity, optimized amounts of ingredients, and cost-effectiveness.
KW  - Compressive strength
KW  - Concrete
KW  - Cost effectiveness
KW  - Fly ash
KW  - Laboratory tests
KW  - Microstructure
KW  - Nanostructured materials
KW  - Permeability
KW  - Silica fume
KW  - Slag
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r18.pdf
UR  - http://ntl.bts.gov/lib/37000/37700/37787/10-r18.pdf
UR  - https://trid.trb.org/view/916024
ER  - 

TY  - RPRT
AN  - 01154735
AU  - Bennert, Thomas A
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Flexible Overlays for Rigid Pavements
PY  - 2010/02//Final Report
SP  - 159p
AB  - Approximately 45% of the New Jersey Department of Transportation’s (NJDOT's) roadways are composite [hot mix asphalt (HMA) overlying portland cement concrete (PCC)]. HMA is used as the overlying material because of its inexpensive nature when compared to most PCC rehabilitation/reconstruction alternatives. In addition to being economical, HMA also allows faster repairs resulting in shorter construction duration and lower “User” delay costs. However, due to the majority of the PCC pavements being in average to poor condition, many HMA overlays are exposed to extreme movements (both vertical and horizontal). The combination of associated load and environmentally induced movements creates complex stresses and strains in the vicinity of expansion joints and cracks in the PCC, thus dramatically reducing the life of the HMA overlay, typically in the form of reflective cracking. It should be noted that there currently does not exist an AASHTO accepted pavement design method for the pavement design of composite pavements. A research project was undertaken to evaluate how the NJDOT can optimize the use of HMA overlays when rehabilitating PCC/composite pavements. Field test sections were evaluated and instrumented to measure the PCC joint movements and pavement specific traffic conditions. Asphalt mixtures placed on the test sections were sampled and evaluated under laboratory tests that model field movements and conditions. The collected field and laboratory data, as well as collected Literature Review information and National Survey information, provided valuable information used to develop an asphalt mixture design and selection procedure for the NJDOT. The procedure was able to predict the early (only 2 years of service life was available for comparison) reflective cracking, as determined by the percent of PCC joints cracked, to within 9% of the measured values.
KW  - Bituminous overlays
KW  - Composite pavements
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - New Jersey
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Rigid pavements
KW  - Strain (Mechanics)
KW  - Stresses
KW  - Test sections
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-014.pdf
UR  - https://trid.trb.org/view/915906
ER  - 

TY  - RPRT
AN  - 01154730
AU  - Ozbay, Kaan
AU  - Bartin, Bekir
AU  - Yang, Hong
AU  - Walla, Ranjit
AU  - Williams, Robert
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Automatic Pedestrian Counter
PY  - 2010/02//Final Report
SP  - 113p
AB  - Emerging sensor technologies accelerated the shift toward automatic pedestrian counting methods to acquire reliable long-term data for transportation design, planning, and safety studies. Although a number of commercial pedestrian sensors are available, their accuracy under different pedestrian traffic flow conditions is still questionable. Moreover, it is difficult to assess the suitability of different sensors for different locations. Some sensors claimed to be more accurate are substantially more expensive. Ease of deployment, power requirements, and long-term deployment issues all play an important role in the selection of sensors. This study attempts to shed light on the understanding of field performance of two commercially available automatic pedestrian sensors by performing rigorous comparisons—namely, a passive infrared counter by EcoCounter and a thermal sensor by TrafSys. A major innovation of this study was to simultaneously deploy the two relatively different sensor technologies—thermal and infrared sensors—under the same experimental conditions to compare their performances. To achieve this in a statistically robust manner, pairwise tests were conducted at trails and intersections with different pedestrian flow levels and characteristics. Statistically significant differences in terms of accuracy were found. The thermal sensor was found to produce less error than EcoCounter, which significantly undercounted pedestrians at intersections. This result was expected since EcoCounter is recommended for trail settings. The results also demonstrated the variability of both sensors given different deployment conditions. A calibration procedure for the EcoCounter data was also presented.
KW  - Automated pedestrian counts
KW  - Field tests
KW  - Infrared detectors
KW  - Intersections
KW  - Pedestrian counts
KW  - Sensors
KW  - Technological innovations
KW  - Thermal sensors (Pedestrians)
KW  - Trails
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2010-001.pdf
UR  - https://trid.trb.org/view/915911
ER  - 

TY  - RPRT
AN  - 01154223
AU  - Hard, Edwin N
AU  - Bochner, Brian S
AU  - Li, Yingfeng
AU  - Qi, Yi
AU  - Damnjanovic, Ivan D
AU  - Frawley, William E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Preserving the Functionality/Asset Value of the State Highway System: Technical Report
PY  - 2010/02//Technical Report
SP  - 226p
AB  - Maintaining, preserving, and enhancing the functionality of state and local roadways of our transportation system is important because it maintains capacity and efficiency, reduces potential for congestion, maintains safety, reduces the need for further (or unplanned) improvements, and protects the value of our investments in both transportation infrastructure and adjacent land development. It is important that functionality be considered and in all stages of a highway’s lifecycle. This report provides guidance on how to protect, preserve, and enhance highway functionality within the areas of planning and land development, operations and capacity, right of way, infrastructure and maintenance, and safety. Each of the five areas plays a part in establishing how well or poorly a highway may function and in meeting or preserving its intended function. The project includes case studies of the IH 10 Katy Freeway in Houston, SH 289 in Frisco and Plano, and SH 105 between the cities of Conroe and Montgomery, Texas. These case studies show how functionality changes over time and identifies opportunities to preserve or restore functionality. The report provides recommendations for how  the Texas Department of Transportation, metropolitan planning organizations, local jurisdictions, and other transportation stakeholders and agencies can protect, preserve, and enhance the functionality of the state highway system in Texas.
KW  - Asset management
KW  - Case studies
KW  - Functional classification
KW  - Functionality
KW  - Highway capacity
KW  - Highway corridor preservation
KW  - Highway maintenance
KW  - Highway operations
KW  - Highway planning
KW  - Highway safety
KW  - Infrastructure
KW  - Real estate development
KW  - Right of way (Land)
KW  - State highways
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6208-1.pdf
UR  - https://trid.trb.org/view/915843
ER  - 

TY  - RPRT
AN  - 01154213
AU  - Bonneson, James A
AU  - Pratt, Michael P
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Revised Text for TxDOT Manual: Procedures for Establishing Speed Zones, Chapter 5, Section 2
PY  - 2010/02
SP  - 24p
AB  - This report presents revised text for Chapter 5, Section 2 of the Texas Department of Transportation manual "Procedures for Establishing Speed Zones."  Chapter 5 is entitled "Application of Advisory Speeds"; Section 2 refers to curves and turns.
KW  - Advisory speeds
KW  - Highway curves
KW  - Manuals
KW  - Revisions
KW  - Speed zones
KW  - Texas Department of Transportation
UR  - http://tti.tamu.edu/documents/5-5439-01-P2.pdf
UR  - https://trid.trb.org/view/915803
ER  - 

TY  - RPRT
AN  - 01154211
AU  - Fitzpatrick, Kay
AU  - Chrysler, Susan
AU  - Park, Eun Sug
AU  - Nelson, Alicia A
AU  - Robertson, James
AU  - Iragavarapu, Vichika
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Driver Workload at Higher Speeds
PY  - 2010/02//Technical Report
SP  - 214p
AB  - The goal of this Texas Department of Transportation project was to gain a better understanding of driver performance at high speeds. Specific efforts included the following studies: (1) The Closed-Course Pilot Study consisted of observing and recording the activities and actions of a series of drivers following a lead vehicle going either 60 or 85 mph. (2) The Open-Road Pilot Study recorded participants driving between Odessa and Pecos, Texas, within 70- and 80-mph sections. (3) The Simulator Pilot Study determined driver reactions to a looming vehicle (both passenger car and large truck) and also generated directions for how to conduct the Phase II simulator study. (4) The Simulator Phase II Study collected brake reaction to a vehicle looming in the driver’s view for 50 participants. Conditions varied included initial speed, lead vehicle type, lead vehicle deceleration rate, and workload level. (5) The Following Distance Study used data from traffic counters to identify speed and axle gap data on freeways with 60-, 70-, and 80-mph posted speed limits. (6) The Gaps at Passing Study measured gaps during passing maneuvers for daylight conditions on freeway sections. When responding to a vehicle slowing in their lane, drivers in the Simulator Phase II Study at the 85-mph speed had a reaction time that was statistically longer than that of drivers at the 60-mph speed. In the simulator, on-road, and test track studies where researchers directly measured driver performance, performance declined when a driver was multitasking at the higher speed. The traffic counter data showed that axle clearance distance was larger for the 80-mph freeway sites as compared to the 60- and 70-mph speed limit sites, both statistically and practically. The Gaps at Passing Study found a different result; drivers used similar passing gap distances on both 70- and 80-mph sections.
KW  - Drivers
KW  - Driving simulators
KW  - Following distance
KW  - Freeways
KW  - Gap distance (Traffic)
KW  - High speed automobile travel
KW  - Multitasking
KW  - Passing
KW  - Pilot studies
KW  - Reaction time
KW  - Test tracks
KW  - Workload (Drivers)
UR  - http://tti.tamu.edu/documents/0-5911-1.pdf
UR  - https://trid.trb.org/view/915797
ER  - 

TY  - RPRT
AN  - 01154209
AU  - Damnjanovic, Ivan
AU  - Waller, S Travis
AU  - Vajdic, Nevena
AU  - Suescun, David R
AU  - Texas Transportation Institute
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Quantifying the Effects of Network Improvement Actions on the Value of New and Existing Toll Road Projects
PY  - 2010/02//Technical Report
SP  - 110p
AB  - Development, delivery, and operation of public infrastructure are becoming increasingly dependent on participation of the private sector. While revenue generating projects, such as toll roads, were traditionally developed and funded from the public sources, in recent years, as the public demand for new projects have exceeded the ability of the public sector to deliver them, the private investors have started to fulfill the gap between the needed and the available infrastructure. The objective of this research was to develop a network-based method that allows an assessment of the effect of the public sector’s decisions regarding network improvements on the financial value of toll road projects.
KW  - Financing
KW  - Improvements
KW  - Private enterprise
KW  - Public private partnerships
KW  - Toll roads
UR  - http://tti.tamu.edu/documents/0-5881-1.pdf
UR  - https://trid.trb.org/view/915796
ER  - 

TY  - RPRT
AN  - 01154206
AU  - Zhou, Fujie
AU  - Das, Gautam
AU  - Scullion, Tom
AU  - Hu, Sheng
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - RAP Stockpile Management and Processing in Texas: State of the Practice and Proposed Guidelines
PY  - 2010/02//Technical Report
SP  - 44p
AB  - In addition to conserving energy and protecting the environment, the use of reclaimed asphalt pavement (RAP) can significantly reduce the increasing cost of asphalt mixes. However, one of the key problems with RAP mixes is its variability, which is the main reason why many states including Texas Department of Transportation (TxDOT) limit the use of RAP. In most circumstances, RAP variability is closely related to RAP stockpiles management and RAP processing. This report first documents the state of the practice of RAP stockpile management and RAP processing in Texas. In contrast to the RAP stockpiles owned by TxDOT, most contractors currently combine materials from different RAP sources and sometimes waste into a single pile and then process it into a usable material by crushing and/or fractionation. During the first year of this study it was found that the contractors visited are doing a good job of managing the processed RAP stockpiles. To quantify the RAP variability, samples were collected from several stockpiles and evaluated using asphalt ignition oven test. The results showed that both TxDOT’s and contractors’ RAP materials, in terms of aggregate gradation and asphalt content, are consistent and slightly better than those reported at the national level. However, one concern raised during the visits is with mixing multiple-source RAP stockpiles before crushing or fractionation. RAP stockpiles are often processed or dug from a single angle or sequentially and then directly fed into a crushing or fractionating machine. If there is no further blending after crushing or fractionation, the processed RAP may still be multiple-source. In this report guidelines are proposed to address this and other issues related to stockpiles management and RAP processing. The key points are to 1) eliminate contamination of RAP stockpiles, 2) keep RAP stockpiles separate as possible, 3) blend thoroughly before processing or fractionating the multiple-source RAP stockpiles, 4) avoid over-processing (avoid generating too much fines passing # 200 sieve size), 5) use good practices when storing the processed RAP (such as using paved, sloped storage area), and 6) characterize and number the processed RAP stockpiles. To better control the RAP variability, both good stockpile management practices and RAP processing techniques described in this report should be followed.
KW  - Aggregate gradation
KW  - Asphalt content
KW  - Blending
KW  - Contamination
KW  - Contractors
KW  - Fines (Materials)
KW  - Management
KW  - Processing (Materials)
KW  - Recycled asphalt pavements
KW  - Recycled materials
KW  - State of the practice
KW  - Stockpiling
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6092-1.pdf
UR  - https://trid.trb.org/view/915806
ER  - 

TY  - RPRT
AN  - 01154204
AU  - Pratt, Michael P
AU  - Bonneson, James A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Safety Performance Monitoring Procedures
PY  - 2010/02//Technical Report
SP  - 48p
AB  - Highway safety is an ongoing concern to 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. The objectives of this research project are: (1) the development of safety design guidelines and evaluation tools to be used by TxDOT designers, and (2) the production of a plan for the incorporation of these guidelines and tools in the planning and design stages of the project development process. This document summarizes the research that was conducted and the products that were developed during this six-year research project. It also describes a plan to incorporate safety design guidelines and evaluation tools into the project development process. It is intended for use by engineers responsible for the planning and design of streets and highways.
KW  - Guidelines
KW  - Highway design
KW  - Highway safety
KW  - Monitoring
KW  - Planning and design
KW  - Project development process
UR  - http://tti.tamu.edu/documents/0-4703-7.pdf
UR  - https://trid.trb.org/view/915781
ER  - 

TY  - RPRT
AN  - 01154198
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Technical Bulletin on Design and Construction of Crack Attenuating Mixes (CAM)
PY  - 2010/02//Technical Bulletin
SP  - 20p
AB  - The crack attenuating mix (CAM) is proposed as a thin, long-lasting, cost effective surface mix for pavement maintenance and preservation. Developed under Texas Department of Transportation (TxDOT) research study 0-5598, this very fine mix is designed to pass both the current Hamburg wheel test (HWTT) to ensure moisture susceptibility and good rut resistance and strict overlay tester (OT) requirements to ensure good crack resistance. It is typically placed as a 1-inch thick mat. This mix has been evaluated in several districts around Texas, and the performance to date has been very good.  A new statewide specification is under preparation and will be available in 2009. This comprehensive specification includes all aspects of material selection, mix design, and construction. The design of the mix relies on the traditional volumetric approach. In this report a new mix design procedure is proposed that builds on the fact that in the CAM design the aggregates and asphalt are paid for separately. The proposed procedure attempts to define a window of asphalt contents where both cracking and rutting requirements are satisfied. The optimal asphalt content (OAC) is defined as the middle of the acceptable range. The volumetrics are then checked after the performance tests are satisfied. This procedure has several advantages. It will rapidly identify aggregate/asphalt combinations that will not work so that costly re-runs of the volumetric designs will be avoided. This new procedure can save money by identifying a window of asphalt content that will provide satisfactory performance.
KW  - Asphalt content
KW  - Bituminous overlays
KW  - Cost effectiveness
KW  - Cracking of asphalt concrete pavements
KW  - Mix design
KW  - Performance tests
KW  - Rutting
KW  - Volumetric analysis
UR  - http://tti.tamu.edu/documents/0-5598-P1.pdf
UR  - https://trid.trb.org/view/915787
ER  - 

TY  - RPRT
AN  - 01154172
AU  - Tia, Mang
AU  - Ferraro, Christopher
AU  - Lawrence, Adrian
AU  - Smith, Samuel
AU  - Ochiai, Fiji
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Design Parameters for Mass Concrete Using Finite Element Analysis
PY  - 2010/02//Final Report
SP  - 194p
AB  - A finite element model for analysis of mass concrete was developed in this study.  To validate the developed model, large concrete blocks made with four different mixes of concrete, typical of use in mass concrete applications in Florida, were made and monitored for their temperature and strain developments, and compared with the computed temperature and stress distributions from the finite element model.  A parametric analysis was also conducted to determine the effects of various factors on the temperature distribution, induced stresses and the cracking risk.  Investigation was also made on testing methods to measure the thermal and mechanical properties of mass concrete needed as input parameters for the finite element model.  The findings from this study are as follows:  (1) Results from the isothermal calorimetry test should be used for input for the heat generation function in the finite element modeling of concrete hydration; (2) Reliance on a limiting maximum temperature differential to control cracking in massive concrete applications should be supplemented with a suitable analysis to show that expected stresses will not exceed the strength of the concrete; (3) Adequate insulation should be used in conjunction with the usual formwork material to reduce the temperature differentials during the early age hydration of massive concrete; (4) A safety factor should be applied to the tensile strength values for concrete to guard against the initiation of micro-cracks; and (5) The current restrictions on maximum temperature imposed by state regulating bodies should take into consideration the type of cementitious materials that will be used in the concrete mix.
KW  - Bridge foundations
KW  - Cracking
KW  - Deformation curve
KW  - Design
KW  - Finite element method
KW  - Florida
KW  - Formwork
KW  - Heat insulating materials
KW  - Hydration
KW  - Mass concrete
KW  - Mathematical models
KW  - Microcracking
KW  - Stresses
KW  - Temperature
KW  - Tensile strength
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD545-60_rpt.pdf
UR  - https://trid.trb.org/view/915705
ER  - 

TY  - ABST
AN  - 01464159
TI  - Pre-Event Planning to Support Transportation Infrastructure Recovery
AB  - Large-scale or extreme events can cause long-term disruptions in the use of transportation infrastructure. In the "prepare-respond-recover-mitigate" emergency management phases, "prepare" is most often linked to the "respond" phase. Pre-event planning typically focuses on the immediate "respond" objectives of safety, preserving life, mitigating consequences, continuing operations, and re-establishing essential services. During the past several years, it has become clear that certain pre-event planning to support "recover" phase operations can and should be conducted and procedures developed that can increase the efficiency of post-event recovery; this is termed "recovery planning." Beyond regaining operational use of infrastructure as soon as possible, extreme events can also offer an opportunity to address long-standing problems through upgrades or relocation of infrastructure--if the owner has planned for such an opportunity. Research is needed to provide a framework for recovery planning that addresses the areas of legal and environmental compliance requirements; permitting; contracting; facility design; rapid/emergency solicitation processes; accessing federal funding; damage assessment documentation requirements; procedures; forms; acquisition of outside subject matter expertise; and other items found during research that can assist pre-event planning to support recovery of mission-essential transportation infrastructure. The objective of this research is to develop a guide that provides pre-event recovery planning principles, processes, tools, and appended resource materials for use by planners and decisionmakers in pre-event planning to support transportation infrastructure recovery.
KW  - Disaster preparedness
KW  - Emergency management
KW  - Emergency transportation
KW  - Highway operations
KW  - Highway safety
KW  - Infrastructure
KW  - Recovery operations
KW  - Special events
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2608
UR  - https://trid.trb.org/view/1232387
ER  - 

TY  - RPRT
AN  - 01163052
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Reid, John D
AU  - Sicking, Dean L
AU  - University of Nebraska, Lincoln
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Dynamic Evaluation of a Pinned Anchoring System for New York State’s Temporary Concrete Barriers – Phase II
PY  - 2010/01/27/Final Report
SP  - 134p
AB  - Temporary concrete barrier (TCB) systems are utilized in many situations, including placement adjacent to vertical drop-offs. Free-standing TCB systems are known to have relatively large deflections when impacted, which may be undesirable when dealing with limited space behind the barrier, such as on a bridge deck or with limited lane width in front of the barrier system. In order to allow TCB systems to be used in space-restricted locations, a variety of TCB stiffening options have been tested, including beam stiffening and pinning the barriers to the pavement. These pavement-pinning procedures have been considered time-consuming and may pose undue risk to work-zone personnel who are anchoring the barrier on the traffic-side face. Thus, a means of reducing TCB deflections while reducing risk to workers was deemed necessary. The primary research objectives were to evaluate the potential for reducing barrier deflections through the use of pinning every barrier section on the back-side toe of the New York State’s New Jersey-shape TCBs and evaluate the barrier system according to the Test Level 3 (TL-3) criteria set forth in the AASHTO Manual for Assessing Safety Hardware (MASH). The research study included one full-scale vehicle crash test with a Dodge Quad Cab pickup truck. Four 15½-in. (394-mm) long, vertical steel pins were placed through holes on the back-side toe of each barrier section and inserted into drilled holes within the rigid concrete surface. Following the successful redirection of the pickup truck, the safety performance of the pinned anchoring system was determined to be acceptable according to the TL-3 evaluation criteria specified in MASH using the 2270P vehicle.
KW  - AASHTO Manual for Assessing Safety Hardware
KW  - Acceptance tests
KW  - Anchoring
KW  - Impact tests
KW  - Pickup trucks
KW  - Redirection (Impacting vehicle)
KW  - Safety performance
KW  - Steel pins
KW  - Temporary barriers
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-224-10.pdf
UR  - https://trid.trb.org/view/923580
ER  - 

TY  - RPRT
AN  - 01163057
AU  - Stolle, Cale J
AU  - Zhu, Ling
AU  - Lechtenberg, Karla A
AU  - Bielenberg, Robert W
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Reid, John D
AU  - Rohde, John R
AU  - University of Nebraska, Lincoln
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Evaluation of Type II and Type IIA Box Beam End Terminals - Volume II: Appendices
PY  - 2010/01/20/Final Report
SP  - 468p
AB  - Two types of guide rail end terminals were constructed and evaluated according to the American Association of State Highway and Transportation Officials’ (AASHTO’s) Manual for Assessing Safety Hardware (MASH). The guide rail end terminals are used with weak-post, box beam guide rail systems by the New York State Department of Transportation (NYSDOT). Nine full-scale vehicle crash tests were performed in accordance with either Test Level 3 (TL-3) or Test Level 2 (TL-2) requirements using both standard and modified impact locations and test conditions for the 1100C [1,100-kg (2,425-lb)] passenger car and the 2270P [2,268-kg (5,000-lb)] pickup truck. One test was run on the Type II box beam end terminal, six tests were performed on the Type IIA end terminal on flat ground, and two tests were performed on the Type IIA end terminal installed in a ditch. The Volume I report contains the research results and discussion. The Volume II report contains the appendices.
KW  - AASHTO Manual for Assessing Safety Hardware
KW  - Acceptance tests
KW  - Automobiles
KW  - Box beams
KW  - Guardrail terminals
KW  - Impact tests
KW  - Pickup trucks
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-203-10-Vol2.pdf
UR  - https://trid.trb.org/view/923575
ER  - 

TY  - RPRT
AN  - 01163053
AU  - Stolle, Cale J
AU  - Zhu, Ling
AU  - Lechtenberg, Karla A
AU  - Bielenberg, Robert W
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Reid, John D
AU  - Rohde, John R
AU  - University of Nebraska, Lincoln
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Evaluation of Type II and Type IIA Box Beam End Terminals - Volume I: Research Results and Discussion
PY  - 2010/01/20/Final Report
SP  - 415p
AB  - Two types of guide rail end terminals were constructed and evaluated according to the American Association of State Highway and Transportation Officials’ (AASHTO’s) Manual for Assessing Safety Hardware (MASH). The guide rail end terminals are used with weak-post, box beam guide rail systems by the New York State Department of Transportation (NYSDOT). Nine full-scale vehicle crash tests were performed in accordance with either Test Level 3 (TL-3) or Test Level 2 (TL-2) requirements using both standard and modified impact locations and test conditions for the 1100C [1,100-kg (2,425-lb)] passenger car and the 2270P [2,268-kg (5,000-lb)] pickup truck. One test was run on the Type II box beam end terminal, six tests were performed on the Type IIA end terminal on flat ground, and two tests were performed on the Type IIA end terminal installed in a ditch. The Volume I report contains the research results and discussion. The Volume II report contains the appendices.
KW  - AASHTO Manual for Assessing Safety Hardware
KW  - Acceptance tests
KW  - Automobiles
KW  - Box beams
KW  - Guardrail terminals
KW  - Impact tests
KW  - Pickup trucks
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-203-10-Vol1.pdf
UR  - https://trid.trb.org/view/923573
ER  - 

TY  - RPRT
AN  - 01342280
AU  - Daly, William H
AU  - Negulescu, Ioan I
AU  - Glover, Ionela
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - A Comparative Analysis Of Modified Binders: Original Asphalts And Materials Extracted From Existing Pavements
PY  - 2010/01/18/Final Report
SP  - 77p
AB  - This research demonstrated the application of gel permeation chromatography (GPC) as an analytical tool to ascertain the amounts of polymer modifiers in polymer modified asphalt cements, which are soluble in eluting GPC solvents. The technique was applied to 29 samples from five refineries supplying asphalt mixes to Louisiana. Addition of recycled asphalt pavement (RAP) during the mixing process increases the asphaltene content with a corresponding decrease in the maltenes content. An assessment of the extent of oxidative aging of modified asphalt binders during the paving process confirmed minimal changes during the paving process. Field aging of mixes containing RAP is slower than that predicted by rolling thin film oven (RTFO) laboratory aging, suggesting that addition of 20 wt% RAP is beneficial. Although suppliers are using different types of poly(styrene-b-butadiene-b-styrene) (SBS) at different percentages to meet the requirements for a PG 70-22, the authors observed that 1 wt% up to 1.98 wt% polymer is added. To achieve PG 76-22, the authors observed that a minimum of 2 wt% polymer is added. The GPC test method can identify the type of polymer used as well as the percentages of polymer and asphaltenes present. The content of crystallizable species of selected asphalt binders determined by differential scanning calorimetry (DSC) is presented together with the binder glass transition temperature more accurately determined by dynamic mechanical analysis (DMA). A method for quantification of GPC solvent insoluble crumb rubber modifier present in crumb rubber modified binders was developed. The application of the GPC technique to forensic studies of pavement problem issues is demonstrated.
KW  - Alternatives analysis
KW  - Asphalt pavements
KW  - Gel permeation chromatography
KW  - Modified binders
KW  - Polymer asphalt
KW  - Recycled materials
UR  - http://www.ltrc.lsu.edu/pdf/2011/fr_462.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37864/fr_462.pdf
UR  - https://trid.trb.org/view/1103928
ER  - 

TY  - ABST
AN  - 01464118
TI  - Research for AASHTO Standing Committee on Highways. Task 278. Production of the New AASHTO Practical Guide to Estimating
AB  - The AASHTO Technical Committee on Cost Estimating (TCCE) has been working on a new publication to help departments of transportation (DOTs) and other transportation agencies develop or improve their cost-estimating policies and guidance. This new publication is tentatively titled "A Practical Guide to Estimating." Chapters have been drafted by various volunteer chapter authors and a team of supporting committee members who review applicable research and agency practices and work to present information using suitable language and suggestions intended to further the state-of-the-practice in highway project cost estimating. The benefits to be gained from helping agencies to develop and improve cost-estimating policies and practices are substantial.   Concerns about the cost of transportation facilities, while always important to the DOTs, become a major focus of attention in economically challenging times. Rapid and substantial increases in materials costs over the last two years have raised the hurdles facing agencies' cost estimating practices.  The TCCE envisions "A Practical Guide to Estimating" as a source of guidance to assist agencies in developing or improving their cost estimating policies and practices. This guidance will address estimating costs from project inception through bid letting and be useful to agency staff in planning, design, and construction. The TCCE volunteers have produced a table-of-contents outline and draft content reflecting their vision of the guide. The status of what has been produced is described in detail in the Special Notes of this request and the several document files appended to the notes. As a review of this information will show, the reliance on volunteer participants has proven to be an effective means to structure the proposed guide and produce useful content, but has inherent limitations. Workloads of state DOT personnel have been increasing, limiting the ability of volunteers to devote time to the guide's preparation. Various elements of draft text produced by different authors will inevitably have differences in writing style and language usage that, if maintained in the final guide, would detract from the final document's effectiveness. There is no single authority to ensure that the final document addresses all important topics and is internally consistent in its guidance. The TCCE needs the assistance of a very knowledgeable researcher or team to review the committee's work, to supplement that work as needed to ensure that the final document provides the guidance envisioned by the committee, and to serve as principal author and editor to produce a document that presents its content in a consistent and readable manner to the target audience. The objectives of this research are (a) to produce a final draft version of "A Practical Guide to Estimating" that can be submitted for formal balloting and approval by AASHTO, (b) to ensure that this final draft offers comprehensive, consistent, and timely guidance on effective policies and practices agencies may use in highway project cost estimating, and (c) to assess whether there are substantial topics not covered in the draft that should be addressed to realize the TCCE vision and describe the work needed to address those topics.
KW  - Cost estimating
KW  - Guidelines
KW  - Handbooks
KW  - Project management
KW  - State departments of transportation
KW  - State of the practice
KW  - Types of costs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2758
UR  - https://trid.trb.org/view/1232346
ER  - 

TY  - RPRT
AN  - 01154173
AU  - Davalos, Julio F
AU  - Chen, An
AU  - Ray, Indrajit
AU  - Justice, Adam
AU  - Anderson, Matthew
AU  - West Virginia University, Morgantown
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
AU  - Mid-Atlantic Universities Transportation Center
AU  - Research and Innovative Technology Administration
TI  - District 3-0 Investigation of Fiber Wrap Technology Bridge Repair and Rehabilitation - Phase III
PY  - 2010/01/14/Final Report
SP  - 288p
AB  - Based on guidelines for project selection, a candidate bridge was selected for a contract repair project.  Pre-repair testing of bridge materials is described. The fiber reinforced polymer (FRP) design was based on strengthening the bridge to sustain an HS-20 AASHTO truck loading.  The FRP repair system was designed based on current ACI 440.2R-08 design guidelines.  Repair work and post-construction load testing were completed.  Finite Element (FE) modeling was performed to determine capacity of the repaired bridge and the FE model was calibrated against load testing results.  Supporting full-scale lab studies were conducted to evaluate the most effective concrete substrate repair method and FRP strengthening scheme.  An exploratory study on an electrochemical chloride extraction technique was completed.  Systematic documents, including draft guidelines on project selection and management, design guidelines, and construction specifications, were developed for use on future T-beam rehabilitation projects.
KW  - Bearing capacity
KW  - Calibration
KW  - Electrochemical chloride extraction
KW  - Fiber reinforced plastics
KW  - Finite element method
KW  - Jacketing (Strengthening)
KW  - Load tests
KW  - Materials tests
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - T beams
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Fiber%20Wrap%20Technology%20Bridge%20Repair%20and%20Rehab.pdf
UR  - http://www.mautc.psu.edu/docs/WVU-2007-01.pdf
UR  - https://trid.trb.org/view/915714
ER  - 

TY  - RPRT
AN  - 01154166
AU  - Bilec, Melissa M
AU  - Marriott, Joe
AU  - Padilla, Maria Fernanda
AU  - Snyder, Mark
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Market Analysis of Construction Materials with Recommendations for the Future of the Industry
PY  - 2010/01/14/Final Report
SP  - 144p
AB  - Due to the volatility of current highway construction commodity prices, owners, contractors, and designers are facing serious challenges in both short-term estimating and long-term planning. Among these challenges is significant uncertainty about the prices and availability of critical highway construction materials; steel, for example, increased in price from $600 per ton to over $1400 per ton in just eight years. At the same time, nearly all facets of the infrastructure in the United States require redesign, expansion or repair. Planners need to make decisions which maximize the value of investment dollars while at the same time considering the environmental and human factors associated with that investment. One way to reduce the uncertainty and make better investment decisions is by studying the past, present and future commodity prices and availability. In this research, the authors focus on commodities for highway construction such as diesel, asphalt, cement, aggregates and steel. Recent economic trends for these commodities show how production, supply and demand affect the US unit prices. Forecasts for the price trends of the commodities are developed. Comparative life cycle assessment (LCA) results are presented.
KW  - Building materials
KW  - Demand
KW  - Economic analysis
KW  - Forecasting
KW  - Life cycle costing
KW  - Long range planning
KW  - Market assessment
KW  - Prices
KW  - Production
KW  - Road construction
KW  - Short range planning
KW  - Supply
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Market%20Analysis%20%20of%20Construction%20Materials.pdf
UR  - https://trid.trb.org/view/915713
ER  - 

TY  - RPRT
AN  - 01150230
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 2008 Status of the Nation's Highways, Bridges, and Transit: Conditions & Performance. Report to Congress
PY  - 2010/01/14/Report to Congress
SP  - 622p
AB  - This is the eighth in a series of combined documents prepared by the U.S. Department of Transportation (DOT) to satisfy requirements for reports to Congress on the condition, performance, and future capital investment needs of the Nation’s highway and transit systems. This report incorporates highway, bridge, and transit information required by Section 502(h) of Title 23, United States Code (U.S.C.), as well as transit system information required by Section 308(e) of Title 49, U.S.C. Beginning in 1993, the Department combined two separate existing report series that covered highways and transit to form this report series. This report draws primarily on 2006 data. This document is intended to provide decision makers with an objective appraisal of the physical conditions, operational performances, and fi nancing mechanisms of highways, bridges, and transit systems based both on the current state of these systems and on the projected future state of these systems under a set of alternative future investment scenarios. This report offers a comprehensive, data-driven background to support the development and evaluation of legislative, program, and budget options at all levels of government. It also serves as a primary source of information for national and international news media, transportation associations, and industry. This report consolidates conditions, performance, and financial data provided by States, local governments, and mass transit operators to provide a national-level summary. Some of the underlying data are available through the DOT’s regular statistical publications. The future investment scenario analyses are developed specifically for this report and provide national-level projections only. The report begins with a "Highlights" section that lists key findings, focusing mainly on changes in various indicators since 1997, the last year prior to the enactment of the Transportation Equity Act for the 21st Century (TEA-21). This is followed by an Executive Summary that highlights the key findings in each individual chapter. The main body of the report is organized into four major sections. The six chapters in Part I, “Description of Current System,” contain the core retrospective analyses of the report. Chapters 2 through 6 each start with separate highway and transit sections discussing each mode in depth, followed by a combined section comparing key highway and transit statistics with those presented in the 2006 edition. The four chapters in Part II, “Investment/Performance Analysis,” contain the core prospective analyses of the report. Part III, “Special Topics,” explores further some topics related to the primary analyses in the earlier sections of the report. Part IV, “Afterword: A View to the Future,” describes ongoing research activities and identifies potential areas for improvement in the data and analytical tools used to produce the analyses contained in this report. The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, bridges, and transit.
KW  - Bridges
KW  - Condition surveys
KW  - Financing
KW  - Highways
KW  - Investments
KW  - Operational performance
KW  - Public transit
KW  - United States
UR  - http://www.fhwa.dot.gov/policy/2008cpr/pdfs/cp2008.pdf
UR  - http://ntl.bts.gov/lib/33000/33400/33453/2008StatusSummary.pdf
UR  - https://trid.trb.org/view/912596
ER  - 

TY  - ABST
AN  - 01464203
TI  - Producing Transportation Data Products from the American Community Survey that Comply with Disclosure Rules
AB  - For the last 40 years, the American Association of State Highway and Transportation Officials (AASHTO) has worked with the U.S. Census Bureau to produce special tabulations from the decennial census long form. These tabulations serve a variety of transportation planning needs. In 2006, AASHTO approved a new Census Transportation Planning Products (CTPP) program to continue to provide home, work place, and journey to work data. The CTPP will now use data from the U.S. Census Bureau's new American Community Survey (ACS) to produce 3-year and 5-year data tabulations to support a host of state and local transportation planning efforts, including air quality and environmental analyses, transit studies, policy and investment scenarios, and travel demand modeling. Over the years, transportation planning mandates and requirements have increasingly called for census data at finer levels of granularity for smaller areas of geography. At the same time, the U.S. Census Bureau has been increasingly concerned about the potential disclosure risk posed by such finer granularity. The U.S. Census Bureau currently uses data suppression and use of thresholds to protect confidentiality. These methods severely limit the availability and utility of the resulting data. For example, in travel demand modeling, data are typically required for smaller geographic units defined as Transportation Analysis Zones (TAZs). However, because TAZs tend to be small, data for many geographic areas will be suppressed under U.S. Census Bureau disclosure rules aimed at protecting an individual's confidentiality. The transportation community and U.S. Census Bureau staff acknowledge the need to develop and implement improved disclosure avoidance techniques and tools that will preserve the geographic detail and content of the data. Some methods that are either currently used by the U.S. Census Bureau and other federal statistical agencies or have been proposed for use in the statistical literature for purposes of disclosure limitation or disclosure avoidance include: aggregation (coarsening of categorical data, often geographical); top-coding of reported values (another form of aggregation); tabular data suppression based on thresholds; data swapping and rounding (possibly using linear programming); noise addition or inoculation to prevent compromise by introducing an error; microaggregation (clustering data in groups of a small number of records replacing each member's value with the average value); imputation of sensitive values using multiple imputation to assess variability; and partial or whole synthetic creation of a micro data set with closely related distributional properties to that for the collected data (using various parametric statistical models fit to the collected data, especially log-linear models for contingency tables). Although disclosure avoidance can be achieved using different techniques, these methods must be acceptable to the transportation community and meet with the U.S. Census Bureau's rules, requirements, and processes. Preliminary research done under NCHRP Project 8-36 (71), "Disclosure Avoidance Techniques to Improve ACS Data Availability," (http://www.trb.org/NotesDocs/NCHRP08-36(71)_FR.pdf) suggests that credible techniques can be found to produce disclosure-proofed representative data for small areas. The objective of this research is to develop, evaluate, and test credible techniques to produce specially tabulated data products using 5-year ACS data.  The resulting data products must satisfy U.S. Census Bureau disclosure rules and support transportation planning at small area geography (TAZ).
KW  - Air quality management
KW  - American Community Survey
KW  - Census Transportation Planning Package
KW  - Data collection
KW  - Metropolitan planning organizations
KW  - Policy making
KW  - Public transit
KW  - Traffic analysis zones
KW  - Transit operating agencies
KW  - Transportation planning
KW  - Travel demand
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2708
UR  - https://trid.trb.org/view/1232431
ER  - 

TY  - RPRT
AN  - 01153219
AU  - Daniel, Jo Sias
AU  - Mogawer, Walaa S
AU  - University of New Hampshire, Durham
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Determining the Effective PG Grade of Binder in RAP Mixes
PY  - 2010/01/04/Final Report
SP  - 98p
AB  - This report presents the results of a research study to develop a method to determine or estimate the binder grade in mixtures designed with recycled asphalt pavement (RAP) from the properties of the mixture itself.  A 12.5 mm Superpave mixture was used to evaluate mixtures containing 0% RAP, 10% RAP, 25% RAP, and 40% RAP with a virgin PG 64-28 binder.  Virgin mixtures with PG 58-28, PG 70-22, and PG 76-22 binders were also evaluated.  Testing included dynamic modulus, creep compliance, and strength tests in the indirect tensile mode.  Partial |G*| master curves were measured on the extracted binder from each mixture and the recovered binder was also PG graded.  Several methods of estimating the effective PG grade of the binder were evaluated.  Empirically based methods of interpolating values of measured mixture properties are straightforward, but require an extensive amount of testing in the laboratory.  The relationship between material properties and PG grade must be established for each type of mixture (gradation, asphalt content).  The most promising methods for determining the effective PG grade of the mixture use the Hirsch model to back calculate binder |G*| from the measured mixture dynamic modulus.  This report summarizes the research effort and provides a recommended procedure for estimating the effective PG grade of binders in RAP mixtures.
KW  - Binder grade
KW  - Bituminous binders
KW  - Creep
KW  - Dynamic modulus of elasticity
KW  - Laboratory tests
KW  - Recycled asphalt pavements
KW  - Superpave
KW  - Tension tests
UR  - http://www.netc.umassd.edu/netcr78_04-4.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr78_04-4.pdf
UR  - https://trid.trb.org/view/914803
ER  - 

TY  - ABST
AN  - 01528647
TI  - Accommodating Oversize/Overweight Vehicles at Roundabouts
AB  - The objectives of this project are to:  (1) Compile current practice and research by various states and countries related to the effects that oversize/overweight vehicles (also called super loads) have on roundabout location, design and accommodation, and (2) Fill in information gaps with respect to roundabout design and operations for these classes of vehicles.
KW  - Data collection
KW  - Design
KW  - Highway operations
KW  - Oversize vehicles
KW  - Roundabouts
UR  - http://www.pooledfund.org/Details/Study/448
UR  - https://trid.trb.org/view/1313428
ER  - 

TY  - RPRT
AN  - 01616158
AU  - Choi, Seongcheol
AU  - Won, Moon
AU  - Texas Tech University
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Construction and Evaluation of Post-Tensioned Pre-stressed Concrete Pavement
PY  - 2010/01//Technical Report
SP  - 66p
AB  - The performance of cast-in-place post-tensioned concrete pavement (PCP) constructed in 1985 on IH-35 in Waco, Texas has been excellent. Encouraged by the performance of the section, the Texas Department of Transportation decided to build another PCP project on IH-35 in Hillsboro. The construction of 9-in. thick PCP with mostly 300-ft long slabs started in May 2008. Issues raised during the pre-construction and construction phases were evaluated and documented in this report. Also, the detailed behavior of PCP at early ages due to environmental loading (temperature and moisture variations) and post-tensioning were evaluated with various installed gages. The strain and movement of PCP as well as temperature and relative humidity were measured. The effects of such factors as post-tensioning (PT) force, friction, curling stress, creep, and shrinkage on the behavior of PCP were investigated. The stress introduced by longitudinal PT varied along the slab length, with a maximum near the armor joint and a minimum at the center of the slab. The concrete strain at mid-depth of the slab under environmental loading was also affected by friction and other restraints. The concrete thermal strain restrained by friction and other factors was larger near the slab center. The distribution of longitudinal slab movement was nonlinear along with the distance from slab center. Continued contraction of concrete slab due to creep and shrinkage was observed, one which will result in the opening of joint width. Creep and shrinkage effects should be included in the design of the initial joint width. The findings from the field evaluations of the PCP behavior were used to calibrate the theoretical analysis model PCP 3.0.
KW  - Calibration
KW  - Cast in place concrete
KW  - Computer models
KW  - Creep
KW  - Hillsboro (Texas)
KW  - Posttensioning
KW  - Prestressed concrete pavements
KW  - Shrinkage
KW  - Strain (Mechanics)
KW  - Stresses
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/5-4035-01-2_final.pdf
UR  - https://trid.trb.org/view/1428254
ER  - 

TY  - RPRT
AN  - 01599219
AU  - McGee, Hugh W
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Maintenance of Signs and Sign Supports: A Guide for Local Roads Maintenance Personnel
PY  - 2010/01//Final Report
SP  - 58p
AB  - Highway signs are the means by which the road agency communicates the rules, warnings, guidance and other highway information that drivers need to navigate their roads and streets. This guide, which is an update to the same titled guide published in 1990, is intended to help local agency maintenance workers ensure their agency’s signs are maintained to meet the needs of the road user. The guide succinctly covers the following topics: a description of sign types, sign materials and sign supports; sign installation and the elements of a sign management system including inventory, inspection, preventive maintenance, repair and replacement, and recordkeeping.
KW  - Handbooks
KW  - Highway maintenance
KW  - Inspection
KW  - Installation
KW  - Preventive maintenance
KW  - Recordkeeping
KW  - Sign supports
KW  - Signs
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa09025/
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa09025/fhwasa09025.pdf
UR  - https://trid.trb.org/view/1406388
ER  - 

TY  - RPRT
AN  - 01457504
AU  - Ong, Ghim Ping
AU  - Noureldin, Samy
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Automated Pavement Condition Data Collection Quality Control, Quality Assurance, and Reliability
PY  - 2010/01//Draft Final Report
SP  - 159p
AB  - In recent years, state highway agencies have come to understand the need for high quality pavement condition data at both the project and network levels. At the same time, agencies also realize that they have become too dependent on contractors to ensure the quality of the delivered data without any means to independently assure the quality of these delivered data. This research study therefore aims to investigate the inherent variability of the automated data collection processes and proposes guidelines for an automated data collection quality management program in Indiana. In particular, pavement roughness data (in terms of IRI) and pavement surface distress data (in terms of PCR and individual pavement surface distress ratings) are considered in this study. Quality control protocols adopted by the contractor are reviewed and compared against industry standards. A complete quality control plan is recommended to be adopted for all phases of the data collection cycle: preproject phase, data collection phase, and post-processing phase. Quality assurance of pavement condition data can be viewed in terms of (i) completeness of the delivered data for pavement management; (ii) accuracy, precision and reliability of pavement roughness data; and (iii) accuracy, precision and reliability of individual distress ratings and an aggregate pavement condition rating. An innovative two-stage approach is developed in this study to evaluate delivered data for integrity and completeness. Different techniques and performance measures that can be used to evaluate pavement roughness and pavement surface distress data quality are investigated. Causes for loss in IRI and PCR accuracy and precision are identified and statistical models are developed to relate project- and network-level IRIs and PCRs. Quality assurance procedures are then developed to allow highway agencies improve their pavement condition data collection practices and enhance applications in the pavement management systems.
KW  - Automation
KW  - Condition surveys
KW  - Data collection
KW  - Data quality
KW  - Indiana
KW  - Pavement distress
KW  - Quality assurance
KW  - Quality control
KW  - Reliability
KW  - Roughness
UR  - http://dx.doi.org/10.5703/1288284314288
UR  - https://trid.trb.org/view/1218754
ER  - 

TY  - RPRT
AN  - 01457388
AU  - Fitzpatrick, Velvet
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - An Assessment of Delivery Risks in Transportation Projects
PY  - 2010/01//Final Report
SP  - 112p
AB  - A large number of uncertainties exist in the delivery of highway projects, and it is important to describe the extent so that budgeting and programming can be carried out in a manner that duly accounts for such uncertainties. The study investigates the sources of delivery variability (risk factors) that occur in the period between project proposed date and the letting date. Data on 366 highway projects were collected from the Indiana Department of Transportation Management Information Portal. Using statistical and econometric techniques, the data was analyzed to identify the potential risk factors and to determine the magnitude and direction of the influence of these risk factors. The study estimated the delivery variability inherent with each project type, providing a basis for rating highway projects in terms of their delivery risks and for incorporating probabilistic concepts in budgeting and programming.
KW  - Budgeting
KW  - Construction projects
KW  - Construction scheduling
KW  - Econometrics
KW  - Indiana
KW  - Programming (Planning)
KW  - Risk assessment
KW  - Road construction
KW  - Statistical analysis
UR  - http://dx.doi.org/10.5703/1288284314281
UR  - https://trid.trb.org/view/1218747
ER  - 

TY  - RPRT
AN  - 01453699
AU  - Ong, Ghim Ping (Raymond)
AU  - Nantung, Tommy
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Indiana Pavement Preservation Program
PY  - 2010/01//Final Report
SP  - 109p
AB  - State highway agencies are facing immense pressure to maintain roads at acceptable levels amidst the challenging financial and economic situations. In recent years, pavement preservation has been sought as a potential alternative for managing the pavement assets, believing that it would provide a cost-effective solution in maintaining infrastructural conditions and meeting user expectations. This study explores the potential of pavement preservation concepts in managing the agency‘s pavement assets by attempting to integrate pavement preservation considerations within the network-level pavement management system. Several elements are studied in the report: (i) determining triggers for pavement preservation treatments for use in a PMS, (ii) development of performance models for preservation treatments, (iii) developing a remaining service life approach for strategy comparison at the project level, and (iv) developing a pavement preservation framework that integrates the districts and the central office of a state highway agency. It is found that distress-based decision matrices are found to be more desirable as triggers in the pavement management system, primarily because it can be easily adopted for new and innovative pavement preservation materials and treatments. Pavement performance models (both long term pavement performance and short term performance jumps) are developed and incorporated within a pavement management systems used by highway agencies. By adopting a remaining service life approach to evaluate competing pavement strategies at the project level, it is found that pavement preservation can be a cost-effective solution to preserve our pavement assets on a project level. A pavement preservation framework to integrate project and network level evaluations at the districts and network level evaluation at the central office is developed using the remaining service life concept. Using a sample highway network from the state of Indiana, it is found that the proposed framework is capable of improving the remaining service life of the pavement network as compared to the traditional "worse pavement first" concept. This demonstrates the effectiveness of the pavement preservation concept where agencies can look forward to enjoy a much better remaining service life extension to highway pavement assets when compared to the traditional "worst pavement first" approach.
KW  - Asset management
KW  - Indiana
KW  - Optimization
KW  - Pavement management systems
KW  - Pavement performance
KW  - Preservation
KW  - Service life
UR  - http://dx.doi.org/10.5703/1288284314258
UR  - https://trid.trb.org/view/1218724
ER  - 

TY  - RPRT
AN  - 01453689
AU  - Lee, Jusang
AU  - Shields, Todd
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Treatment Guidelines for Pavement Preservation
PY  - 2010/01//Final Report
SP  - 197p
AB  - This project presents pavement treatment practice guidelines and a distress identification manual for the purpose of improving the Indiana Department of Transportation (INDOT) pavement preservation practices. The treatment guidelines consist of 10 treatment types for asphalt pavements and composite pavements and 8 treatment types for Portland cement concrete pavement (PCCP). The treatment guidelines include treatment descriptions, benefits, applicable pavement conditions, treatment materials, and treatment procedures. The guidelines are based on information obtained mainly from the INDOT Standard Specification, the INDOT Design Manual, and the INDOT Field Operations Handbook for Crew Leaders. The treatments are covered in the guidelines. The distress identification manual presents the different types of distresses found on the surfaces of asphalt pavement, composite pavement, and PCCP. Each distress type in this manual is presented along with descriptions, causes, measurements, and pictures of each type of distress. The manual is mainly based on the Distress Identification Manual for the Long Term Pavement Performance Program and the INDOT Design Manual. To implement the guidelines and the manuals, training slides were developed and are enclosed in this report. The training slides were developed to address all topics of the pavement preservation treatment area and combine to make one set of training materials suitable for Indiana. The training slides for pavement preservation implementation can help to enhance the overall construction quality of treatments by illustrating the appropriate use of such treatments in applications, thereby contributing to their improved performance. This improvement will help to ensure that the treatments are used to their maximum benefit and efficiency.
KW  - Asphalt pavements
KW  - Composite pavements
KW  - Concrete pavements
KW  - Indiana
KW  - Pavement distress
KW  - Portland cement concrete
KW  - Preservation
KW  - Surface treating
UR  - http://dx.doi.org/10.5703/1288284314270
UR  - https://trid.trb.org/view/1218736
ER  - 

TY  - RPRT
AN  - 01444846
AU  - Ziegler, Francis G
AU  - Zainhofsky, Scott D
AU  - Kuntz, Shawn P
AU  - North Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Safety Improvement Program Implementation Plan
PY  - 2010/01
SP  - 106p
AB  - The purpose of the overall Highway Safety Improvement Program (HSIP) is to achieve a significant reduction in traffic fatalities and serious injuries on all public roads through the implementation of infrastructure-related highway safety improvements. The previous HSIP Implementation Plan was published in 2000. Due to regulation/requirement changes, it was in need of updating.  Major changes include: In August 2005 the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users legislation was signed into law.  This law established the overall HSIP program as a core Federal-Aid program. States are now required to develop a Strategic Highway Safety Plan in consultation with other key state and local highway safety stakeholders. Reporting requirements have changed.
KW  - Evaluation
KW  - Highway safety
KW  - Highway Safety Improvement Program
KW  - Implementation
KW  - North Dakota
KW  - Regulations
KW  - Reporting requirements
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Strategic planning
KW  - Transportation planning
UR  - https://trid.trb.org/view/1212351
ER  - 

TY  - RPRT
AN  - 01381706
AU  - United States. Federal Highway Administration (FHWA). Office of International Programs
AU  - Federal Highway Administration
TI  - Linking transportation performance and accountability: international technology scanning program: Australia, Great Britain, New Zealand, Sweden Executive Summary
PY  - 2010/01
SP  - 13p
AB  - For 2 weeks in July and August 2009, a scan team from the United States visited international transportation agencies with mature performance management systems to study how these organizations demonstrate accountability to elected officials and the public.  In addition, the team examined how these transportation agencies use goal setting and performance measures to manage, explain, deliver, and adjust their transportation budgets and internal activities.
KW  - Australia
KW  - Budget
KW  - Budgeting
KW  - International comparison
KW  - International comparison
KW  - Level of service
KW  - Management
KW  - New Zealand
KW  - Performance indicators
KW  - Performance measurement
KW  - Sweden
KW  - Transport management
KW  - Transport management and Security
KW  - Transport performance
KW  - United Kingdom
UR  - http://permanent.access.gpo.gov/gpo3990/pl10009.pdf
UR  - https://trid.trb.org/view/1149624
ER  - 

TY  - RPRT
AN  - 01342282
AU  - Prozzi, Jolanda
AU  - Persad, Khali
AU  - Flanagan, Kate
AU  - Loftus-Otway, Lisa
AU  - Porterfield, Beth
AU  - Rutzen, Beatriz
AU  - Zhao, Mengying
AU  - Prozzi, Jorge
AU  - Robertson, Chris
AU  - Walton, C Michael
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Toll Roads: What We Know About Forecasting Usage and the Characteristics of Texas Users
PY  - 2010/01
SP  - 31p
AB  - Road infrastructure is a key component of any region’s transportation system. It allows unprecedented levels of mobility, accessibility, and economic growth. In the U.S., the largest revenue source for the funding of transportation infrastructure is the federal and state fuel taxes. These taxes were conceived in the 1950s as an indirect charge to recover the costs of vehicle travel on the U.S. highway system. However, fuel taxes have not increased with the inflation rate, and are anticipated to decline as fleet fuel efficiency increases. Inadequate funding from fuel taxes, increased demand for transportation, and increasing maintenance needs due to an aging highway system, have resulted in significant deficits along with renewed interest in toll road development, both to finance new roads or add capacity to existing roads. A number of U.S. State Departments of Transportation, including Texas, are actively pursuing tolling as a means to provide much needed capacity sooner. As tolling is considered, reliable traffic and revenue (T&R) forecasts informed by a robust understanding of potential users becomes increasingly important to toll road owners, developers, financiers, and investors, in addition to the consultants who perform these studies. The objectives of this TxDOT research study were to (a) expand upon the analysis conducted by the bond rating agencies that alluded to the existence of an optimism bias in T&R forecasts, and (b) characterize the users and nonusers of Texas toll roads in an effort to conceptualize incentives that can be used to encourage the use of toll roads.
KW  - Financing
KW  - Forecasting
KW  - Highway travel
KW  - Highways
KW  - Texas
KW  - Toll roads
KW  - Travelers
KW  - Utilization
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6044_P1.pdf
UR  - https://trid.trb.org/view/1104417
ER  - 

TY  - RPRT
AN  - 01340415
AU  - Whittington, Jordan S
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Support to Red Hills Fly Ash Experimental Feature
PY  - 2010/01//Final Report
SP  - v.p.
AB  - The Red Hills Plant near Ackerman, Mississippi produces a fly ash that does not meet the ASTM specification for either Class C or F fly ash; however, this material has been successfully used by a local consultant to stabilize embankment material.  The purpose of this study is to evaluate this fly ash in a lime-fly ash (LFA) stabilized subgrade application for MDOT road construction.  The MDOT Central Laboratory will evaluate a LFA mix design using the Red Hills fly ash for application in a field test section.  Based on the results of this study, it is recommended that Red-Hills fly ash be approved for use on MDOT projects.  MDOT Materials Division is in agreement with this recommendation and has issued a letter to the products supplier approving their product for use.
KW  - Lime fly ash
KW  - Mississippi
KW  - Road construction
KW  - Soil cement
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Subgrade materials
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS209.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37906/SS209_redhills-fly-ash-final-1.pdf
UR  - https://trid.trb.org/view/1101899
ER  - 

TY  - RPRT
AN  - 01335491
AU  - Fournier, Benoit
AU  - Berube, Marc-Andre
AU  - Folliard, Kevin J
AU  - Thomas, Michael
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - Report on the Diagnosis, Prognosis, and Mitigation of Alkali-Silica Reaction (ASR) in Transportation Structures
PY  - 2010/01//Final Report
SP  - 154p
AB  - Alkali-aggregate reaction (AAR) is only one of the many factors that might be fully or partly responsible for the deterioration and premature loss in serviceability of concrete infrastructure. Two types of AAR reaction are currently recognized depending on the nature of the reactive mineral; alkali-silica reaction (ASR) involves various types of reactive silica (SiO2) minerals and alkali-carbonate reaction (ACR) involves certain types of dolomitic rocks (CaMg(CO3)2). Both types of reaction can result in expansion and cracking of concrete elements, leading to a reduction in the service life of concrete structures. This document describes an approach for the diagnosis and prognosis of alkali-aggregate reactivity in transportation structures. A preliminary investigation program is first proposed to allow for the early detection of ASR, followed by an assessment (diagnosis) of ASR completed by a sampling program and petrographic examination of a limited number of cores collected from selected structural members. In the case of structures showing evidence of ASR that justifies further investigations, this report also provides an integrated approach involving the quantification of the contribution of critical parameters with regards to ASR.
KW  - Alkali aggregate reactions
KW  - Alkali carbonate reactions
KW  - Alkali silica reactions
KW  - Concrete
KW  - Concrete structures
KW  - Cores (Specimens)
KW  - Cracking
KW  - Expansion
KW  - Field tests
KW  - Laboratory tests
KW  - Service life
KW  - Transportation infrastructure
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif09004/hif09004.pdf
UR  - https://trid.trb.org/view/1099043
ER  - 

TY  - RPRT
AN  - 01321154
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Long Term Monitoring of Moisture under Pavements
PY  - 2010/01//Executive Summary Report
SP  - 3p
AB  - The research program consisted of three distinct activities. The first activity was a continuation of the monitoring of environmental instrumentation under select pavement sections constructed by the Ohio Department of Transportation (ODOT) in 1995 on US 23 in Delaware County, Ohio. The measurements made by the Ohio State University (OSU) team at that site consisted of soil moisture, temperature and frost depth profiles. The installation procedures along with the data collected over an eight year period were described in two previous reports. In the second activity, OSU constructed and installed ten siometers to directly measure the pore water pressures in the subsurface soils at seven locations at the DEL23 SHRP test road (four during original road construction and three more in 2002). Those devices were monitored throughout the duration of the current project. In the third activity, a laboratory testing program was conducted to identify relationships between static soil properties and the design resilient modulus for compacted cohesive subgrade soils. Resilient modulus as well as classification and strength tests were performed on cohesive soil samples. The program to establish the relationships between dynamic soil behavior and static properties is described and a predictive tool developed through the use of artificial neural networks is presented.
KW  - Data collection
KW  - Freezing
KW  - Moisture content
KW  - Monitoring
KW  - Pavement performance
KW  - Service life
KW  - Soil water
KW  - Subbase (Pavements)
KW  - Subsoil
UR  - http://ntl.bts.gov/lib/34000/34000/34074/134170_ES.pdf
UR  - https://trid.trb.org/view/1082073
ER  - 

TY  - RPRT
AN  - 01220466
AU  - Menches, Cindy L
AU  - Khwaja, Nabeel
AU  - Chen, Juan
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Innovative Contracting Strategies Used for Routine and Preventive Maintenance Contracts
PY  - 2010/01
SP  - 130p
AB  - Several districts within TxDOT have contracted out a significant portion of their maintenance activities because they do not have sufficient personnel to complete the work in-house. This lack of personnel has created voids in expertise that make outsourcing especially important so that specialty tasks can be completed efficiently. Consequently, TxDOT is faced with a need to expand their maintenance contracted services, and, as a result, they have a need to investigate efficient contracting strategies – beyond their traditional method – that might be implemented now or in the future. Previous studies have presented conflicting results about the effectiveness of innovative maintenance contracting strategies, creating confusion within TxDOT about the factors that contribute to success or how to align maintenance outsourcing goals with an appropriate contracting strategy. Therefore, it is necessary for TxDOT to evaluate the effectiveness of innovative maintenance contracting strategies that are being used nationwide so that they can identify efficient contracting strategies that might be implemented to help them achieve their maintenance goals. Accordingly, the purpose of this research was to develop a decision aid that will assist TxDOT districts with the selection and implementation of appropriate innovative maintenance contracting strategies.
KW  - Contracting
KW  - Contracting out
KW  - Maintenance
KW  - Maintenance management
KW  - Preventive maintenance
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6388_P1.pdf
UR  - https://trid.trb.org/view/968944
ER  - 

TY  - RPRT
AN  - 01173819
AU  - Owens, Nicholas
AU  - Armstrong, April
AU  - Sullivan, Paul
AU  - Mitchell, Carol
AU  - Newton, Diane
AU  - Brewster, Rebecca
AU  - Trego, Todd
AU  - Science Applications International Corporation
AU  - American Transportation Research Institute
AU  - Federal Highway Administration
TI  - Traffic Incident Management Handbook
PY  - 2010/01//Handbook
SP  - 116p
AB  - The 2010 version of the TIM Handbook includes the latest advances in TIM programs and practices across the country and offers insights into the latest innovations in TIM tools and technologies. The 2010 TIM Handbook also features a parallel, web-based version that may be conveniently bookmarked, browsed, or keyword-searched for quick reference. This version supersedes the Freeway Incident Management Handbook (published by FHWA in 1991) and the TIM Handbook (published by FHWA in 2000). Readers will find the following topic areas in this Handbook: (1) Introduction: This chapter provides an overview of Traffic Incident Management and sets the context for the 2010 TIM Handbook update. (2) TIM Strategic Program Elements: This chapter details the programmatic structure and institutional coordination necessary for a successful TIM program. (3) TIM Tactical Program Elements: This chapter describes the full range of on-scene operations. (4) TIM Support Program Elements: This chapter describes the communications and technical aspects of successful TIM programs. A quick resource guide titled, “Want to Know More,” follows each chapter and directs readers to supplemental information associated with the specific chapter content.
KW  - Coordination
KW  - Emergency medical services
KW  - Handbooks
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Incident management
KW  - Traffic incidents
UR  - http://www.ops.fhwa.dot.gov/eto_tim_pse/publications/timhandbook/tim_handbook.pdf
UR  - https://trid.trb.org/view/934325
ER  - 

TY  - SER
AN  - 01164274
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Koerber, Michael
AU  - Lake Michigan Air Directors Consortium
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Conference Proceedings: Midwest Transportation Air Quality Summit
PY  - 2010/01//Research Report
SP  - 33p
AB  - The Midwest Transportation Air Quality Summit, held from October 27-29, 2009, provided federal, state, regional, and local transportation and air agency representatives with an opportunity to discuss topics affecting both transportation and air quality planning. Conference sessions included state implementation planning activities for new air quality standards, mobile source emission inventories, highway project-level analyses, current diesel engine programs, climate change, mobile source air toxics, and on-going mobile source-related research studies. Attendees included 64 representatives from federal, state, regional, and local transportation or air agencies in the Midwest. States represented included Illinois, Indiana, Iowa, Michigan, Minnesota, Missouri, Ohio, and Wisconsin. A total of 42 presentations were made by 32 speakers. These conference proceedings summarize the presentations and major messages from the conference.
KW  - Air quality
KW  - Air quality management
KW  - Climate change
KW  - Conferences
KW  - Environmental policy
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45955/FHWA-ICT-10-062.pdf?sequence=2
UR  - https://trid.trb.org/view/923621
ER  - 

TY  - SER
AN  - 01164220
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Wang, Ming
AU  - Yim, Jinsuk
AU  - University of Illinois, Chicago
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring of the I-39 Kishwaukee Bridge
PY  - 2010/01//Research Report
SP  - 65p
AB  - This report details the continuous monitoring of the Kishwaukee Bridge. The data collected includes measurements such as bridge deck acceleration, temperature changes, and crack opening displacement data from local deformation gages. The monitored data also includes modal frequencies, shear strain at known crack locations, and daily truck traffic. The instrument response provides needed information for real-time inspection and planned maintenance and rehabilitation. The main objective of this research was to continue monitoring of the bridge through the retrofitting contract and beyond to validate that the design and retrofitting strategy performed on the bridge arrested the crack growth. The measurements collected from this study will be used to infer possible structural changes and to guide retrofit strategies for compromised components, ensuring the bridge’s integrity and stability into the future.
KW  - Bridge management systems
KW  - Bridges
KW  - Maintenance
KW  - Retrofitting
KW  - Structural health monitoring
UR  - http://hdl.handle.net/2142/45954
UR  - https://trid.trb.org/view/923617
ER  - 

TY  - SER
AN  - 01164208
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Benekohal, Rahim F
AU  - Hajbabaie, Ali
AU  - Medina, Juan C
AU  - Wang, Ming-Heng
AU  - Chitturi, Madhav V
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Speed Photo-Radar Enforcement Evaluation in Illinois Work Zones
PY  - 2010/01//Research Report
SP  - 165p
AB  - The effects of an automated Speed Photo-radar Enforcement (SPE) system on the speed of vehicles in highway work zones were evaluated in this study. The SPE effects were also compared to other speed management treatments, including speed display trailers, police presence (with the patrol emergency lights on and off), and the combination of speed display trailer and police presence. Three datasets were collected in two work zones and the effects were studied at the location of the treatment and also at a location about 1.5 miles downstream in the work zone (spatial effects). The halo effects (temporal effects) of police presence and SPE, after they left the work zone, were also analyzed. Results are presented separately for cars and trucks in free-flow and in the general traffic stream in the median and shoulder lanes. SPE reduced the average speed of free flowing cars in the median lane by 6.3-7.9 mph and in the shoulder lane by 4.1-7.7 mph. The reductions brought down the average speeds near or below the posted speed limit of 55 mph. In addition, the SPE reduced the speeding by 40-51% in the median and by 7-57% in the shoulder lane for free flowing cars. Similarly, for free flowing trucks SPE reduced the average speed in the median lane by 3.4-6.9 mph and in the shoulder lane by 4.0-6.1 mph, to speeds below the posted speed limit of 55 mph. SPE also reduced the speeding free flow trucks by 10-53% in the median lane and by 0-56% in the shoulder lane. For the general traffic stream, SPE reduced average speeds by 5.1-8.0 mph in the median lane and by 4.3-7.7 mph in the shoulder lane. Likewise, trucks in the general traffic stream traveled 3.7- 5.7 mph slower in the median and 3.9-6.4 mph slower in the shoulder lane. SPE lowered the average speed of the general traffic stream below the speed limit in all cases. SPE was as effective as the police patrol presence with the emergency lights off. In two of the three datasets, SPE had 2.0-3.8 mph spatial effects on free flowing cars and 1.1-1.9 mph on cars in the general traffic stream. However, on all three datasets SPE had 0.8-5.3 mph spatial effects on free flowing trucks and 0.9-3.2 mph on trucks in the general traffic stream. The reduction in the percentage of downstream speeding drivers varied from 0%-44%. Finally, halo effects were very limited and only observed for SPE on free-flowing heavy vehicles in one work zone and free flowing cars in the second work zone. Police presence did not have halo effects.
KW  - Automatic speed control
KW  - Highway operations
KW  - Illinois
KW  - Photo radar
KW  - Police patrol
KW  - Speed measurement
KW  - Traffic law enforcement
KW  - Work zone safety
KW  - Work zones
UR  - http://hdl.handle.net/2142/45957
UR  - https://trid.trb.org/view/923642
ER  - 

TY  - SER
AN  - 01164202
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Ishii, Audrey L
AU  - Soong, David T
AU  - Sharpe, Jennifer B
AU  - U.S. Geological Survey
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation and Evaluation of the Streamflow Statistics
(StreamStats) Web Application for Computing Basin Characteristics and
Flood Peaks in Illinois
PY  - 2010/01//Final Report
SP  - 50p
AB  - Illinois StreamStats (ILSS) is a Web-based application for computing selected basin characteristics and flood-peak quantiles based on the most recently (2010) published (Soong et al., 2004) regional flood-frequency equations at any rural stream location in Illinois. Limited streamflow statistics including general statistics, flow durations, and base flows also are available for U.S. Geological Survey (USGS) streamflow-gaging stations. ILSS can be accessed on the Web at http://streamstats.usgs.gov/ by selecting the State Applications hyperlink and choosing Illinois from the pull-down menu. ILSS was implemented for Illinois by obtaining and projecting ancillary geographic information system (GIS) coverages; populating the StreamStats database (StreamStatsDB) with streamflow-gaging station data; processing the 30-meter digital elevation model (DEM) for Illinois to conform to streams represented in the National Hydrography Dataset 1:100,000 stream coverage; and customizing the Web-based Extensible Markup Language (XML) programs for computing basin characteristics for Illinois. The basin characteristics computed by ILSS then were compared to the basin characteristics used in the published study, and adjustments were applied to the XML algorithms for slope and basin length. Testing of ILSS was accomplished by comparing flood quantiles computed by ILSS at an approximately random sample of 170 streamflow-gaging stations computed by ILSS with the published flood-quantile estimates. Differences between the log-transformed flood quantiles were not statistically significant at the 95-percent confidence level for the State as a whole, nor by the regions determined by each equation, except for region 1, in the northwest corner of the State. In region 1, the average difference in flood-quantile estimates ranged from 3.76 percent for the 2-year flood quantile to 4.27 percent for the 500-year flood quantile. The total number of stations tested in region 1 was small (21) and the mean difference is not large (less than one-tenth of the average prediction error for the regression-equation estimates). The sensitivity of the flood-quantile estimates to differences in the computed basin characteristics are determined and presented in tables. A test of usage consistency was conducted by having at least 7 new users compute flood-quantile estimates at 27 locations. The average maximum deviation of the estimate from the mode value at each site was 1.31 percent for the 100-year flood quantile after four mislocated sites were removed. A comparison of manual 100-year flood-quantile computations with ILSS computations at 34 sites indicated no statistically significant difference. ILSS appears to be an accurate, reliable, and effective tool for flood-quantile estimates.
KW  - Databases
KW  - Drainage basins
KW  - Flood hydrographs
KW  - Floods
KW  - Geographic information systems
KW  - Rural areas
KW  - Streamflow
KW  - Web applications
KW  - XML (Document markup language)
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45956/FHWA-ICT-10-063.pdf?sequence=2
UR  - https://trid.trb.org/view/923630
ER  - 

TY  - RPRT
AN  - 01163735
AU  - Agent, Kenneth R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Evaluation of Rumble Stripes
PY  - 2010/01//Research Report
SP  - 32p
AB  - Lane departure has been shown to be a major cause of serious traffic crashes.  Installing a rumble strip on the shoulders of two lane roads provides drivers with an audible warning that they are leaving their lane of travel.  Painting the edge line on the rumble strip has the possible benefit of providing more wet, nighttime delineation through the portion of the edge line painted on the sloped portion of the groove.  The objectives of this study were to:  a) monitor the initial installations of rumble stripes and b) evaluate the results of rumble stripe installations.  Ten rural, two-lane road locations were selected by the Kentucky Transportation Cabinet across the state for the initial installations.  A total of 67.7 miles were included with the installations completed in the summer of 2009.  The locations were selected after a review of crash records.  The crash data show that the most common type of crash before the installations was a single vehicle type of crash.  This is the type of crash that shoulder rumble stripes are designed to reduce.  There was a very small percentage of the opposite direction type of crash.  The results of the current evaluation support additional installations of rumble stripes.  The crash history at the original installations will be monitored.  Recommendations relating to the installation procedure were made to consider for future rumble stripe installations.
KW  - Before and after studies
KW  - Edge lines
KW  - Field tests
KW  - Kentucky
KW  - Lane departures
KW  - Ran off road crashes
KW  - Rumble strips
KW  - Single vehicle crashes
KW  - Two lane highways
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_01_SPR_330_07_4I.pdf
UR  - https://trid.trb.org/view/923900
ER  - 

TY  - RPRT
AN  - 01163060
AU  - Taylor, Josef C
AU  - Stanton, John F
AU  - University of Washington, Seattle
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Friction Coefficients for Stainless Steel (PTFE) Teflon Bearings
PY  - 2010/01//Final Report
SP  - 125p
AB  - This report describes a study on sliding bridge bearings made from PTFE and stainless steel. Such bearings are commonly made from sheet PTFE and stainless steel polished to a #8 mirror finish. That surface finish is the only one for which the AASHTO LRFD Design Specifications provide design values of the friction coefficient. However, it can be expensive and difficult to obtain. The objective of the work was to determine the suitability of stainless steel with a 2B surface finish in sliding bearings. 2B stainless steel is produced by cold rolling and is not polished. It is thus more readily available and less expensive, but it has a rougher finish. A program of tests was undertaken to investigate the coefficient of friction and the wear characteristics of sliding bearings. Three stainless steel surface finishes were used: #8 mirror (as a reference), 2B, and a rough hot-rolled finish that was initially supplied by the Wisconsin Department of Transportation. The results of the tests were analyzed and recommendations were prepared. Friction between PTFE and a hard material such as stainless steel varies with many parameters, the most important of which are: surface finish, contact pressure, sliding speed, slide path and temperature. The first four of these were addressed in the tests; low temperature testing requires special equipment that lay outside the scope of the project. The test results shared many characteristics with those found in previous studies. Static, or breakaway, friction is higher than sliding friction. The coefficient of friction is sensitive to contact pressure (unlike, for example, steel on steel, for which it is essentially independent of contact pressure), and increases at low pressure. It increases as sliding speed increases, although, within the range of sliding speeds expected in a non-seismic application, the sensitivity is not great. By contrast, the effects of slide path were unexpected. For the mirror finish material, the coefficient of friction rose with increasing slide path, for the rough hot-rolled material, it fell, and for the 2B material it remained almost constant, even over one very long slide path test of three-quarters of a mile. At the end of each long slide-path test, the mirror finish material almost always displayed the highest friction coefficient. This result was counter-intuitive, but was consistent across essentially all tests with the three materials. Wear of the PTFE was also measured, and was found to be very low for the 2B finish. A general equation was developed from the test data with which to predict the friction coefficient as a function of surface finish, contact pressure, sliding speed and slide path. Computations were done to estimate the slide path demand in a real bridge. It was found to vary greatly among bridges, and to depend on column stiffness, span length, superstructure type and details, and temperature profile. 2B surface finish stainless steel displayed stable and relatively low friction properties, based on which it was deemed to be a suitable alternative to #8 mirror finish, subject to the caveat that its performance characteristics at low temperature are unknown.
KW  - Bridge bearings
KW  - Coefficient of friction
KW  - Contact pressure
KW  - Laboratory tests
KW  - Polytetrafluoroethylene
KW  - Stainless steel
KW  - Wear
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53044/08-13%2520Final%2520Report%2520.pdf
UR  - https://trid.trb.org/view/923626
ER  - 

TY  - RPRT
AN  - 01162114
AU  - Federal Highway Administration
TI  - Southeast Connector in Des Moines, Polk County : environmental impact statement
PY  - 2010/01//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Iowa
UR  - https://trid.trb.org/view/923099
ER  - 

TY  - RPRT
AN  - 01159591
AU  - Krugler, Paul E
AU  - Chang-Albitres, Carlos M
AU  - Feldman, Richard M
AU  - Butenko, Sergiy
AU  - Kang, Dong Hun
AU  - Seyedshohadaie, Reza
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Decision-Making Support Tools for Early Right-of-Way Acquisitions
PY  - 2010/01//Technical Report
SP  - 120p
AB  - This report documents the work performed during phase two of Project 0-5534, “Asset Management – Texas Style.” This phase included gathering historical Texas Department of Transportation (TxDOT) right-of-way acquisition information, analyzing statistical information, and then developing simulation and optimization tools for TxDOT right-of-way sections and budget decision makers. These tools are designed to provide decision support as optimal strategies for early right-of-way acquisition. The use of early right-of-way acquisition methods are considered at project, district, and state levels. Implementation planning includes cooperative use of the tools with selected districts. This project also included a research team review of TxDOT’s fleet vehicle replacement strategies and assessment of potential use of business science tools to assist decision makers in this area of operations.
KW  - Decision making
KW  - Decision support systems
KW  - Fleet management
KW  - Implementation
KW  - Property acquisition
KW  - Right of way (Land)
KW  - Strategic planning
KW  - Texas
KW  - Vehicle replacement
UR  - http://tti.tamu.edu/documents/0-5534-2.pdf
UR  - https://trid.trb.org/view/920188
ER  - 

TY  - RPRT
AN  - 01158398
AU  - Kack, David
AU  - Western Transportation Institute
AU  - Federal Highway Administration
TI  - Transportation Toolkit for Federal Land Managers: Phase II. Executive Summary
PY  - 2010/01
SP  - 4p
AB  - Beginning in 2003, the Federal Highway Administration's Central Federal Lands Highway Division sponsored the first phase of this project. The objective was to develop an interactive decision support system software “toolkit,” which would help Federal land managers to analyze and resolve transportation challenges in their respective units. The Toolkit was created to be a “clearinghouse” of information providing a decision support system, challenges-solution matrix, and fact sheets, along with up-to-date contact information. The toolkit was originally conceived as an interactive CD-ROM. Over the course of the project, it evolved into a web-based toolkit. The original version of the toolkit was completed in 2006, and launched on the Central Federal Lands Highway Division website in January 2007. At the end of 2006, the Central Federal Lands Highway Division agreed to partner with the Western Transportation Institute, Montana State University, for a second phase of this project. The overall goal was to identify and implement potential upgrades and expansions to the Toolkit. This executive summary discusses project activities to accomplish this goal and the current status of the Toolkit.
KW  - Central Federal Lands Highway Division
KW  - Decision support systems
KW  - Federal lands
KW  - Land use planning
KW  - Management
KW  - Toolkits
KW  - Transportation planning
UR  - http://www.westerntransportationinstitute.org/documents/reports/4W1307_Exec_Summary.pdf
UR  - https://trid.trb.org/view/919017
ER  - 

TY  - RPRT
AN  - 01157633
AU  - Wu, Zheng
AU  - Groeger, Jonathan L
AU  - Simpson, Amy L
AU  - Hicks, R Gary
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - California Pavement Preservation Center
AU  - Federal Highway Administration
TI  - Performance Evaluation of Various Rehabilitation and Preservation Treatments
PY  - 2010/01//Draft Report
SP  - 97p
AB  - The pavement preservation philosophy has seen increased adoption in State Departments of Transportation (DOTs) across the United States as a result of the successful educational and outreach programs instituted by the Federal Highway Administration (FHWA) and other pavement preservation organizations over the past decade. The fact remains that the effectiveness of pavement preservation activities has not been well documented or publicized throughout the United States. Intuitively for pavement professionals the philosophy makes perfect sense, however, hard facts supporting this stance are still elusive except for anecdotal examples. The objective of this study was to conduct a synthesis to highlight the degree to which pavement preservation treatments (including minor rehabilitation treatments) extend the service life of pavements with or without adding strength. This study was carried out by conducting a study of six target states that were known to perform, collectively, the totality of all treatments under consideration. The results of this study are summarized in a series of tables documenting the data provided by the states. A summary of each treatment’s performance is also contained in this report. A series of observations, conclusions, and recommendations are also included. The findings of this activity will be used to provide support for FHWA policy guidance related to pavement maintenance and minor rehabilitation, commonly referred to as pavement preservation.
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Pavements
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Tables (Data)
UR  - http://www.fhwa.dot.gov/pavement/preservation/pubs/perfeval/perfeval.pdf
UR  - https://trid.trb.org/view/918547
ER  - 

TY  - RPRT
AN  - 01156985
AU  - Federal Highway Administration
TI  - Assessment of FHWA Oversight of the Highway Bridge Program and the National Bridge Inspection Program
PY  - 2010/01
SP  - 21p
AB  - This report presents the results of our assessment of the Federal Highway Administrations (FHWA) oversight of the Highway Bridge Program (HBP) and the National Bridge Inspection Program (NBIP), and FHWAs efforts to monitor states use of Federal-aid for bridges. While some progress has been made in recent years to reduce the number of deficient bridges, maximizing Federal surface transportation investments to improve current bridge conditions is a major challenge for FHWA. According to the American Association of State Highway and Transportation Officials (AASHTO), the average bridge in the United States is 43 years old and, according to FHWA, about one in four of the Nations more than 600,000 bridges are deficient. FHWA has estimated that as much as $65 billion would be needed to address current bridge deficiencies and other needed improvements.1 The collapse of the Interstate 35W (I-35W) Bridge in Minneapolis, Minnesota, on August 1, 2007, killing 13 people, underscored the importance of strong bridge safety programs and the need to maximize investments to improve bridge conditions. With the enactment of the American Recovery and Reinvestment Act (ARRA) of 20092 comes an unprecedented opportunity to fund $27.5 billion worth of highway infrastructure projects, including those related to bridges.
KW  - Aging infrastructure
KW  - Bridge design
KW  - Bridge inspection
KW  - Bridge maintenance
KW  - Bridges
KW  - Collapse properties
KW  - Inspection
KW  - Minneapolis Bridge Collapse, 2007
UR  - https://trid.trb.org/view/916562
ER  - 

TY  - RPRT
AN  - 01156586
AU  - Wolfe, William E
AU  - Butalia, Tarunjit S
AU  - Howdyshell, James R
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Long Term Monitoring of Moisture under Pavements
PY  - 2010/01//Final Report
SP  - 109p
AB  - Monitoring of the environmental instrumentation installed under select pavement sections constructed by the Ohio Department of Transportation (ODOT) in 1995 on US 23 in Delaware County, Ohio was continued. The measurements made consisted of soil moisture, temperature and frost depth profiles. Ohio State University constructed and installed tensiometers to directly measure the porewater pressures in the subsurface soils at seven locations at the DEL23 SHRP test road (four during original road construction and three more in 2002). Tensiometers were also installed and monitored at seven additional locations within the state. Those devices were monitored throughout the duration of the current project. A laboratory testing program was conducted to identify relationships between static soil properties and the design resilient modulus for compacted cohesive subgrade soils. Resilient modulus as well as classification and strength tests were performed on cohesive soil samples. The program to establish the relationships between dynamic soil behavior and static properties is described and a predictive tool developed through the use of artificial neural networks is presented.
KW  - Cohesive soils
KW  - Delaware County (Ohio)
KW  - Frost
KW  - Frost depth
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Monitoring
KW  - Neural networks
KW  - Pore water pressures
KW  - Soil classification
KW  - Soil strength
KW  - Soil water
KW  - Subgrade (Pavements)
KW  - Temperature
KW  - Tensiometers
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2010/Pavement/134170_FR.pdf
UR  - http://ntl.bts.gov/lib/34000/34000/34075/134170_FR.pdf
UR  - https://trid.trb.org/view/917270
ER  - 

TY  - RPRT
AN  - 01155720
AU  - Rydlund, Paul H
AU  - U.S. Geological Survey
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - IBRD Sonar Scour Monitoring Project: Real-Time River Channel-Bed Monitoring at the Chariton and Mississippi Rivers in Missouri, 2007-09
PY  - 2010/01//Final Report
SP  - 33p
AB  - Scour and depositional responses to hydrologic events have been important to the scientific community studying sediment transport as well as potential effects on bridges and other hydraulic structures within riverine systems. A river channel-bed monitor composed of a single-beam transducer was installed on a bridge crossing the Chariton River near Prairie Hill, Missouri (structure L-344) as a pilot study to evaluate channel-bed change in response to the hydrologic condition disseminated from an existing streamgage. Initial results at this location led to additional installations in cooperation with the Missouri Department of Transportation at an upstream Chariton River streamgage location at Novinger, Missouri (structure L-534) and a Mississippi River streamgage location near Mehlville, Missouri (structures A-1850 and A-4936). In addition to stage, channel-bed elevation was collected at all locations every 15 minutes and transmitted hourly to a U.S. Geological Survey database. Bed elevation data for the Chariton River location at Novinger and the Mississippi River location near Mehlville were provided to the World Wide Web for real-time monitoring. Channelbed data from the three locations indicated responses to hydrologic events depicted in the stage record; however, notable bedforms apparent during inter-event flows also may have affected the relation of scour and deposition to known hydrologic events. Throughout data collection periods, Chariton River locations near Prairie Hill and Novinger reflected bed changes as much as 13 feet and 5 feet. Nearly all of the bed changes correlated well with the hydrographic record at these locations. The location at the Mississippi River near Mehlville indicated a much more stable channel bed throughout the data collection period. Despite missing data resulting from damage to one of the river channel-bed monitors from ice accumulation at the upstream nose of the bridge pier early in the record, the record from the downstream river channel-bed monitor demonstrated a good correlation (regardless of a 7 percent high bias) between bedform movement and the presence of bedforms surrounding the bridge as indicated by coincident bathymetric surveys using multibeam sonar.
KW  - Bathymetry
KW  - Bridges
KW  - Channels (Waterways)
KW  - Chariton River
KW  - Data collection
KW  - Deposition
KW  - Hydrographs
KW  - Hydrology
KW  - Mississippi River
KW  - Missouri
KW  - Monitoring
KW  - Real time information
KW  - Rivers
KW  - Scour
KW  - Sonar
KW  - Stream gages
KW  - Streambeds
UR  - http://library.modot.mo.gov/RDT/reports/Ri08002/or10015.pdf
UR  - https://trid.trb.org/view/916382
ER  - 

TY  - RPRT
AN  - 01155373
AU  - Bonaquist, Ramon
AU  - Advanced Asphalt Technologies, LLC
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Wisconsin Mixture Characterization Using the Asphalt Mixture Performance Tester (AMPT) on Historical Aggregate Structures
PY  - 2010/01//Final Report
SP  - 123p
AB  - This research evaluated the stiffness and permanent deformation properties of typical Wisconsin Department of Transportation (WisDOT) asphalt mixtures using the Asphalt Mixture Performance Tester (AMPT) and associated test and analysis procedures. Dynamic modulus master curve and flow number data were collected for 12 different good performing asphalt mixtures representing typical mixture design practice in Wisconsin. The data were analyzed to determine the sensitivity of the AMPT tests to changes in key mixture design factors associated with rutting resistance. A database of dynamic modulus master curve and flow numbers was assembled for use in future mechanistic pavement design related efforts.
KW  - Asphalt Mixture Performance Tester
KW  - Asphalt mixtures
KW  - Dynamic modulus of elasticity
KW  - Flow number
KW  - Mechanistic design
KW  - Mix design
KW  - Pavement design
KW  - Rutting
KW  - Stiffness
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53401/0092-08-06_Revised_Final_Report_Complete.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-06hmatestmepdg-f.pdf
UR  - https://trid.trb.org/view/916311
ER  - 

TY  - RPRT
AN  - 01154950
AU  - Diefenderfer, Brian K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of the Rolling Wheel Deflectometer as a Network-Level Pavement Structural Evaluation Tool
PY  - 2010/01//Final Report
SP  - 33p
AB  - The Virginia Department of Transportation (VDOT) currently uses the results of automated surface distress surveys to assist in developing pavement maintenance strategies for its interstate and primary roadways. Totaling nearly 27,000 lane-miles, these roadways consist of flexible, rigid, and composite (flexible over rigid) pavements. These video-based surface distress data consist of quantities of distress that are visible in the pavement surface. Obtaining structural data from falling weight deflectometer (FWD) testing has only recently been implemented at the network level. A growing area of interest in pavements research is developing new and faster technologies that are well suited for nondestructively assessing the pavement structure without causing delays to the traveling public. One recently developed system, the rolling wheel deflectometer (RWD), measures the response from one-half of an 18-kip single-axle load traveling at normal highway speeds. This technology can measure deflections for approximately 200 to 300 lane-miles per day, which is approximately 10 times the production of traditionally used FWD testing. The primary advantages of using RWD are twofold: the testing can be conducted at highway speeds for increased safety, and the loading by the RWD is thought to replicate better the actual dynamic effects on pavements caused by heavy vehicle loading. A potential application might be to use the RWD to pre-screen the pavement network to identify areas where more detailed investigations are needed (e.g., by traditional FWD testing). This report provides the results of RWD testing on three Virginia routes and a comparison of the deflection results obtained with RWD and FWD testing on sections of I-64 and I-81. The RWD provided deflection measurements over long distances at or near highway speeds with minimal interruption to the highway users, and the RWD and FWD deflection results were not well correlated. Further, the standard deviation of the RWD deflection results fluctuated with changes in surface mix type. For these reasons, the study recommends that VDOT not pursue additional RWD testing on roadways that are expected to have low deflection values and are likely to be uniform in structural cross-section (i.e., conditions that might be expected on interstate facilities).
KW  - Correlation analysis
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Interstate highways
KW  - Maintenance management
KW  - Nondestructive tests
KW  - Pavement management systems
KW  - Rolling wheel deflectometers
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r5.pdf
UR  - http://ntl.bts.gov/lib/37000/37700/37784/10-r5.pdf
UR  - https://trid.trb.org/view/916013
ER  - 

TY  - RPRT
AN  - 01154218
AU  - Nguyen, Vinh
AU  - Meuli, Josh
AU  - Brooks, Bill
AU  - Jansen, Henri
AU  - Westall, John
AU  - Koretsky, Milo
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Determining Localized Anode Condition to Maintain Effective Corrosion Protection
PY  - 2010/01//Final Report
SP  - 134p
AB  - Thermal sprayed zinc anodes used for impressed current cathodic protection of reinforced concrete deteriorate over time. Two different technologies, ultrasound and electrical circuit resistance combined with water permeability, were investigated in the laboratory to determine whether they were feasible methods for estimating anode condition. The ultrasonic method was unable to detect a reflected acoustic signal from zinc-on-concrete specimens due to scattering of the signal within the samples. Circuit resistance was shown to increase with the electrochemical age of the specimens, but the resistance trend did not correlate with the bond strength trend at later ages. The aged specimens were fairly impermeable to water infiltration presumably due to build up of reaction products in the porosity. Consequently, a method of using resistance measurements combined with water infiltration to determine anode condition was not successful. It was shown that the permeability improved if the surface was mechanically perturbed such as creating a pin hole. Improving permeability by penetrating the surface could have ramifications for improving anode performance.
KW  - Anodes
KW  - Bond strength (Materials)
KW  - Cathodic protection
KW  - Corrosion protection
KW  - Deterioration
KW  - Permeability
KW  - Reinforced concrete bridges
KW  - Resistance (Electricity)
KW  - Ultrasonic detectors
KW  - Zinc
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/LocalizedAnodeCondition.pdf
UR  - https://trid.trb.org/view/915837
ER  - 

TY  - RPRT
AN  - 01154210
AU  - Quiroga, Cesar
AU  - Kraus, Edgar
AU  - Overman, John
AU  - Koncz, Nicholas
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Integration of Utility and Environmental Activities in the Project Development Process
PY  - 2010/01//Technical Report
SP  - 140p
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 the utility process 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 about 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 the research was to evaluate the feasibility of (a) obtaining better existing utility data during preliminary design and coordinating this activity with the environmental process; and (b) increasing the level of definition of design components during preliminary design without affecting environmental requirements to support the earlier application of utility processes. The analysis resulted in 10 optimization strategies that address a variety of environmental and utility issues identified through a literature review and meetings with stakeholders throughout the state. The researchers also developed a high detailed business process diagram that integrates environmental and utility functions, with a specific emphasis on the preliminary design phase. To facilitate access to model information, the researchers developed a web-based application called TxDOT Business Process Explorer (TxBPE). TxBPE can be accessed on the Internet, the TxDOT intranet, or from a local or networked computer drive.
KW  - Business process modeling
KW  - Data collection
KW  - Environmental impact analysis
KW  - Environmental reviews
KW  - Highway design
KW  - Highway planning
KW  - Project development process
KW  - Right of way (Land)
KW  - Texas Department of Transportation
KW  - Underground utility lines
KW  - Utility adjustment (Road construction)
KW  - Utility relocation
UR  - http://tti.tamu.edu/documents/0-6065-1.pdf
UR  - https://trid.trb.org/view/915800
ER  - 

TY  - RPRT
AN  - 01154208
AU  - Scullion, Tom
AU  - Hu, Xiaodi
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design, Construction, and Performance Monitoring of the Very Thin Overlay Placed on BUS 59 in the Lufkin District
PY  - 2010/01//Technical Report
SP  - 38p
AB  - A thin overlay 1-inch thick was placed as a surface layer on the jointed concrete pavement on Business 59 in the Lufkin District. This mix was designed in the laboratory to have a balance of good rut resistance as measured by the Texas Department of Transportation's (TxDOT’s) Hamburg Wheel Tracking test (HWTT) and good reflection cracking resistance as measured by the Overlay Tester (OT). These Crack Attenuating Mixes (CAM) were designed and constructed based on TxDOT’s special specification SS 3109. A top quality granite aggregate was used with 1% lime and an asphalt content of 8.3% with a PG76-22 binder. This project was tested with both Ground Penetrating Radar (GPR) and the Rolling Dynamic Deflectometer (RDD). One area of poor load transfer efficiency (LTE) was noted. The overlay was placed in the summer of 2008. Performance to date has been good. After 1 year some low severity reflection cracks were found in the location where the RDD found poor LTE, and some additional low severity longitudinal cracks were found in one location where the longitudinal joint was directly in the wheel path. The one area of concern with this mix was the relatively low skid values, which averaged around a skid number of 20. A subsequent laboratory evaluation was made of the mix design developed under SS 3109. Using the balanced mix design approach it was found that the HWTT and OT performance criteria were met at binder contents ranging from 7.0% to 8.5%. Future applications of this mix should consider reducing the binder content from 8.3% to 7.5%.
KW  - Asphalt content
KW  - Binder content
KW  - Calcium oxide
KW  - Concrete pavements
KW  - Granite
KW  - Ground penetrating radar
KW  - Load transfer
KW  - Longitudinal cracking
KW  - Mix design
KW  - Overlays (Pavements)
KW  - Reflection cracking
KW  - Rolling dynamic deflectometers
KW  - Rutting
KW  - Skid resistance
KW  - Thin overlays
UR  - http://tti.tamu.edu/documents/5-5598-01-2.pdf
UR  - https://trid.trb.org/view/915805
ER  - 

TY  - RPRT
AN  - 01154207
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Rubblization and Base Overlay of FM 912 and FM 1155
PY  - 2010/01//Technical Report
SP  - 80p
AB  - In many instances rubblization may be a good option to convert a deteriorated concrete pavement into a flexible pavement structure. In this project, the Texas Department of Transportation conducted rubblization on portions of a concrete pavement originally constructed in the 1920s to validate project analysis and construction specifications. This project truly pushed the limit with respect to how poor the concrete pavement support can be before rubblization is not a viable option. Fortunately, project personnel knew from the start that this project was a marginal candidate for rubblization, so contingency plans were already in place. Rubblization on this project showed that the project analysis procedures and construction specification worked well. These procedures and specification are included in this report as Appendices A and B, respectively, and should be used for planning and controlling construction of future rubblization projects. Post-construction monitoring revealed no differences in ride existed among the sections of differing treatments. The main structural differences observed were between sections rubblized with different equipment. The sections rubblized with Type II equipment had rubblized and base layer modulus values greater than those observed in the section where Type I equipment was used.
KW  - Comminution
KW  - Concrete pavements
KW  - Construction
KW  - Construction equipment
KW  - Rehabilitation (Maintenance)
KW  - Specifications
UR  - http://tti.tamu.edu/documents/5-4687-01-1.pdf
UR  - https://trid.trb.org/view/915802
ER  - 

TY  - RPRT
AN  - 01154205
AU  - Pearson, David F
AU  - Hard, Edwin N
AU  - Farnsworth, Stephen P
AU  - Forrest, Timothy L
AU  - Spillane, Debbie L
AU  - Ojah, Mark
AU  - Womack, Katie
AU  - Boxill, Sharon A
AU  - Lewis, Carol A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Accuracy in Household and External Travel Surveys
PY  - 2010/01//Technical Report
SP  - 336p
AB  - The Texas Department of Transportation has a comprehensive on-going travel survey program. This research examines areas within two select travel surveys concerning quality control issues involved in data collection and sampling error in the data caused by various assumptions, survey methods, and issues such as non-response. Quality control issues, sampling errors, and non-response in external and household travel surveys conducted in Texas are identified, examined, and evaluated. The impact of these issues is quantified and evaluated relative to the use of the data in travel demand models. The state-of-the-practice in these types of surveys relative to quality control during and after the surveys are conducted and how sampling errors and non-response are treated (or corrected) in the survey analysis are reviewed and documented. The results are assessed to formulate a set of recommendations for incorporating into survey designs for the travel survey program.
KW  - Accuracy
KW  - Data collection
KW  - Error analysis
KW  - Households
KW  - Mathematical models
KW  - Nonresponse (Surveys)
KW  - Quality control
KW  - Statistical sampling
KW  - Texas
KW  - Travel demand
KW  - Travel surveys
UR  - http://tti.tamu.edu/documents/0-5711-1.pdf
UR  - https://trid.trb.org/view/915795
ER  - 

TY  - RPRT
AN  - 01154203
AU  - Bligh, Roger P
AU  - Menges, Wanda L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - NCHRP Report 350 Crash Testing and Evaluation of the S-Square® Mailbox System
PY  - 2010/01//Technical Report
SP  - 82p
AB  - The Texas Department of Transportation desired to evaluate an alternate mailbox support system for use in Texas. S-Square® Tube Products manufactures a system that is adaptable for use with single, dual, and multiple mailboxes and is considered to provide the desired ease of installation and maintenance. Two full-scale crash tests were conducted to evaluate the safety performance of the S-Square® Tube Products dual and multiple-mailbox mounts in accordance with NCHRP Report 350. The S-Square® Tube Products mailbox system successfully passed all requirements of NCHRP Report 350 and is considered ready for field implementation in single, dual, and multiple mailbox configurations.
KW  - Breakaway supports
KW  - Impact tests
KW  - Mailboxes
KW  - NCHRP Report 350
UR  - http://tti.tamu.edu/documents/0-5210-7.pdf
UR  - https://trid.trb.org/view/915784
ER  - 

TY  - RPRT
AN  - 01154199
AU  - Bochner, Brian S
AU  - Higgins, Laura
AU  - Frawley, William E
AU  - Cheu, Ruey Long
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Research Report: Guidance on Mitigating Impacts of Large Distribution Centers on Texas Highways
PY  - 2010/01//Technical Report
SP  - 156p
AB  - Numerous distribution centers (DCs) have been built in Texas over the past 20 years. They serve retail, grocery, oil, motor vehicle, manufacturer, and other types of business. These DCs vary in size and truck traffic. Depending on the type of DC and roads providing access, a DC will have some level of traffic operations, safety, and pavement wear impact on those roads. DC site selection often involves the DC site selector/owner/operator/developer negotiating with local agencies, including economic development agencies, to identify potential sites and obtain the best incentives. The Texas Department of Transportation (TxDOT) is typically brought into the process very late and is then asked to accommodate local agency and DC owner requests without having prior input. This project assessed the DC site selection and development process as it affects TxDOT. The project also developed tools, guidelines, and strategies for gaining early collaboration with DC owners and local agencies in planning and engineering the DCs and their access and funding improvements to state highways. This project analyzed obstacles resulting in TxDOT not being involved earlier in the DC site selection process. Research products included in this report summarize the research performed and present a handbook containing tools and recommendations for working with proposed DC site selectors, developers, and others.
KW  - Access
KW  - Case studies
KW  - Distribution centers
KW  - Economic development
KW  - Guidelines
KW  - Handbooks
KW  - Highways
KW  - Impacts
KW  - Location
KW  - Pavements
KW  - Strategic planning
KW  - Texas
KW  - Texas Department of Transportation
KW  - Trip generation
UR  - http://tti.tamu.edu/documents/0-5335-1.pdf
UR  - https://trid.trb.org/view/915786
ER  - 

TY  - RPRT
AN  - 01154174
AU  - Taylor, Robert J
AU  - Gannett Fleming, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - ITS Evaluations and Activities
PY  - 2010/01//Final Report
SP  - 495p
AB  - Evaluations are critical in promoting innovative practices which may help to provide a safe and efficient transportation system. By conducting such evaluations, we develop quantifiable measures for those in policy development to appreciate and comprehend. Furthermore, it provides rationale to the public who may be otherwise unaware of the benefits of such systems. By performing evaluations of such alternatives we provide the following benefits by answering some basic questions: 1. Document our successes - Has the system provided a realized benefit? 2. Rationalize our investments versus the benefits - Do the financial benefits of the system outweigh the costs? and 3. Identify potential improvements - Can the system concept be enhanced by modifying the future deployments? The following evaluations were conducted: E.1 CTTC Earmark - Provided oversight, support and evaluation of the CTTC FFY 02 ITS Earmark. E.3 Portable Signals Evaluation - Conducted an evaluation of portable signal units to identify best uses. E.4 ITS Maintenance Practices - Conducted an evaluation of ITS maintenance practices to identify National and Department best practices. Guidance was developed for Districts in order to maximize reliability and uptime of ITS devices. E.6 Quick Clearance Best Practices - Conducted an evaluation of quick clearance practices to identify National and Department best practices. E.7 Video Sharing Policy - Assisted BHSTE in updating their video sharing policy with consideration of the recommended BIS technical approach. E.8 Freeway Service Patrol Evaluation - Conducted an evaluation of freeway service patrols (FSPs) to determine operating costs, benefits and best practices. The goal is to provide recommendations on how to implement a highly effective statewide FSP program from perspectives of both cost and performance. E.10 ITS Device Usage - Conducted an evaluation of existing practices and policies for dynamic message signs (DMSs). Gannett Fleming (GF) will also review the status of pilot initiatives including proposed public-private partnerships. E.11 TMC Performance Measures - Conducted an evaluation of implemented and suggested traffic incident management performance metrics in use by traffic management centers (TMCs) to identify National and Department best practices.
KW  - Best practices
KW  - Clearance time (Traffic incidents)
KW  - Evaluation and assessment
KW  - Freeway service patrols
KW  - Intelligent transportation systems
KW  - Maintenance practices
KW  - Performance measurement
KW  - Portable traffic signals
KW  - Traffic control centers
KW  - Variable message signs
KW  - Video sharing
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/ITS%20Evaluations%20and%20Activities.pdf
UR  - https://trid.trb.org/view/915710
ER  - 

TY  - RPRT
AN  - 01154159
AU  - Mooney, Michael A
AU  - Toohey, Nathan M
AU  - Colorado School of Mines
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Accelerated Curing and Strength-Modulus Correlation for Lime-Stabilized Soils
PY  - 2010/01//Final Report
SP  - 56p
AB  - This study sought to identify the equivalent 105°F curing duration for lime-stabilized soil (LSS) that will yield the equivalent unconfined compressive strength (UCS) to that resulting from 28-day, 73°F curing. Both 5-day and 7-day 105°F (or 100°F) curing have been used in practice. The study also sought to characterize the relationship between resilient modulus (M sub r) and UCS for LSS soils, since the prevailing correlation between M sub r and UCS for LSS – based on Thompson (1966) – was not developed from cyclic loading and has been validated with only limited data. The study revealed that the 5-day, 105°F accelerated curing yielded UCS values more representative of 28-day 73°F UCS than did the 7-day, 105°F curing regime. However, there is no universal equivalent accelerated curing duration for LSS; therefore, 5-day 105°F curing can yield erroneous estimates of 28-day 73°F UCS. The study recommends verification of the equivalent 105°F curing duration for each LSS to gage the most representative accelerated curing duration. Based on experimental M sub r – UCS data, the relationship M sub r (ksi) = 0.124 UCS (psi) + 9.98 was found to be conservative in its prediction of M sub r from UCS. Based on the results of the study, the Colorado Department of Transportation (CDOT) will continue using the 5-day, 100°F accelerated curing protocol for LSS, in addition to other approved curing procedures. The construction process for lime-stabilized soil requires diligent quality control and quality assurance (QC/QA). CDOT should investigate alternative methods of QC/QA that can be conducted in the field instead of the laboratory.
KW  - Accelerated curing
KW  - Calcium oxide
KW  - Compressive strength
KW  - Curing temperature
KW  - Curing time
KW  - Modulus of resilience
KW  - Quality assurance
KW  - Quality control
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Unconfined compressive strength
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/lss.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/lss.pdf/view
UR  - https://trid.trb.org/view/915612
ER  - 

TY  - RPRT
AN  - 01154149
AU  - Schneider, William H
AU  - Turner, Shawn M
AU  - Roth, Jennifer
AU  - Wikander, John
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Statistical Validation of Speeds and Travel Times Provided by a Data Service Vendor
PY  - 2010/01//Technical Report
SP  - 309p
AB  - The provision of real-time traffic and travel time information is becoming increasingly important in urban areas as well as in freight-significant intercity corridors. However, the high cost to install and maintain roadway-based traffic sensors has prevented widespread availability of real-time traffic information in these areas. A market for real-time traffic information is emerging in the United States and several private companies are gathering and distributing traffic information independently of public sector transportation agencies. In this study floating car, probe data, and newly developed Bluetooth device matching methods are developed and used to collect travel times and speeds for 103 centerline miles located in Dayton, Ohio. These reference data are then statistically evaluated with a data service vendor’s reported travel times and speeds for 36 travel time segments.
KW  - Bluetooth technology
KW  - Data collection
KW  - Floating car data
KW  - Private enterprise
KW  - Probe vehicles
KW  - Real time information
KW  - Traffic speed
KW  - Travel time
KW  - Validation
UR  - http://worldcat.org/oclc/535176415/viewonline
UR  - http://ntl.bts.gov/lib/55000/55800/55855/FHWA-OH-2010-2.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55856/FHWA-OH-2010-2_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/915036
ER  - 

TY  - RPRT
AN  - 01153484
AU  - Moses, Ren
AU  - Florida A&M University, Tallahassee
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Civil Engineering Support for Telemetered Traffic Monitoring Sites
PY  - 2010/01//Final Report
SP  - 166p
AB  - This project was aimed at providing various civil engineering support services for the telemetered traffic monitoring sites operated by the Statistics Office of the Florida Department of Transportation. This was a companion project to the one that provided electrical engineering support services for the same sites. The results of two major tasks undertaken in this project are reported herein. The first main task was aimed at conducting field evaluation of loop sealants and piezo grouts at Site 352 on Interstate 10 and Site 112 on Interstate 75. The evaluation will continue for another one year but preliminary results are discussed herein. The secondary task of this project was to evaluate the traffic data collection accuracy of two classifiers installed at Site 352. This task has been completed and the results show that there is no significant difference between the two classifiers in daily traffic volume data collection.
KW  - Civil engineering
KW  - Grout
KW  - Loop detectors
KW  - Sealing compounds
KW  - Telemetry
KW  - Traffic surveillance
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_PL/FDOT_BDK83%20977-04_rpt.pdf
UR  - https://trid.trb.org/view/914921
ER  - 

TY  - JOUR
AN  - 01150828
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Taylor, Mark
AU  - Moler, Steve
TI  - Visualization's Next Frontier
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 10-19
AB  - Increasingly, engineers can synthesize two-dimensional data into various types of three-dimensional (3-D) and dynamic (animated or real-time simulation) four-dimensional models, renderings, animations, and simulations. Advances in personal computing and development of computer-aided design and drafting have helped put a new approach--design visualization--directly into the hands of highway designers.  For years, transportation practitioners have used 3-D computerized renderings and animation to convey conceptual designs to decision makers, stakeholders, and communities during the public involvement phase of transportation projects. But now agencies are pushing design visualization to the next level, taking it beyond public involvement and integrating it into the entire project development process, from early conceptualization to final design and even actual construction.  This article provides an overview of design visualization.  Available technologies are highlighted, as well as benefits and challenges associated with applying design visualization.   Early adopters of the 3-D modeling and visualization approach are leading the design and construction industry by demonstrating cost savings and enhanced quality. Taking visualization to the next level will require the transportation industry to establish national standards with guidelines for its application, design analysis, budgeting, training, and staffing. Additional research should quantify visualization's cost and benefits and should determine how it helps the designer and, ultimately, end users.
KW  - Computer aided design
KW  - Highway design
KW  - Project management
KW  - Three dimensional models
KW  - Visualization
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/02.cfm
UR  - https://trid.trb.org/view/912810
ER  - 

TY  - JOUR
AN  - 01150813
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Harrison, Keith
AU  - Roth, Stephanie
TI  - Risking Success Through Flexible Design
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 34-41
AB  - Transportation engineers and designers are trained to use accepted design criteria throughout project development. Striving to meet those criteria is the primary means by which high-quality, safe roadways are produced and risk is minimized. For departments of transportation (DOT) staffs accustomed to the traditional way of doing things, integrating context-sensitive solutions and adopting more flexible approaches may be challenging. Over the past decade, the Federal Highway Administration and its partners have been working to enable transportation planners and engineers to design with flexibility and employ context sensitive approaches with greater confidence and regularity.  Understanding this evolving landscape of flexible and context sensitive highway design and how to thrive in it will enable State DOTs to build and refine roads and other transportation facilities that not only meet safety and mobility requirements but also help create more livable communities.
KW  - Context sensitive design
KW  - Design practices
KW  - Highway design
KW  - Risk management
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/05.cfm
UR  - https://trid.trb.org/view/912838
ER  - 

TY  - JOUR
AN  - 01150801
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Trentacoste, Michael F
TI  - Spotlight on Senior Mobility
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 20-27
AB  - In a series of nine articles that started in 2006, Public Roads magazine examined a number of issues affecting the mobility of senior motorists and pedestrians. This overview summarizes these articles.  The first article described activities and programs that address the challenges created by the growing number of senior road users. Subsequent articles discussed modified infrastructure design, new guidelines for reducing crashes involving seniors, improved signage to help senior motorists, enhanced safety at intersections for older drivers and pedestrians, European road designs targeted to helping senior road users, supplemental transportation for seniors, new vehicle technologies that can aid older motorists, and intelligent transportation systems that are helping coordinate transportation for individuals in human services programs.  These programs and technologies can enable seniors to age in place and to remain engaged in community life as active and contributing members.
KW  - Aged
KW  - Aged drivers
KW  - Europe
KW  - Highway design
KW  - Intelligent transportation systems
KW  - Intersections
KW  - Literature reviews
KW  - Mobility
KW  - Pedestrians
KW  - Signs
KW  - Technological innovations
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/03.cfm
UR  - https://trid.trb.org/view/912811
ER  - 

TY  - JOUR
AN  - 01150800
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jones, Joseph
TI  - Practical Design
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 42-46
AB  - Faced with funding shortfalls and an extensive list of projects to be completed, the Missouri Department of Transportation (MoDOT) embraced a new philosophy known as practical design.  This philosophy emphasized building good projects everywhere rather than just a few perfect projects.  For years, MoDOT engineers consulted a single table in a manual for most of a project's design parameters. MoDOT only questioned the values given when they absolutely could not be followed for some project-specific reason. Although this "cookbook" engineering produced top-shelf projects, in terms of maximizing a modest budget across an entire system, it was a recipe for failure.  This approach led to structures that were larger or more complex than conditions demanded.   The concept of practical design emphasizes that, in many cases, an increase in structure or project size simply is not warranted. Districts and the consulting community were asked to put their design manuals away for one year and rely solely on common sense as long as they adhered to ground rules dealing with safety, communication, and quality. After one year under practical design, projects showed an aggregate savings of 13%. MoDOT has reinvested nearly one quarter of the savings in projects that previously it could not afford.  MoDOT also realized a 24% reduction in fatal crashes between 2005 and 2008, which MoDOT officials attribute to the safety element of practical design.   After a year of using the new approach, designers assembled for a brainstorming session about their experiences with practical design. The results were more flexible policies that were incorporated into a revised manual. In place of "recipes" for roads, the new manual includes ranges of solutions that depend on the context of projects. Successful establishment of the practical design program was no accident. Leadership was the most important implementation factor, since organizational change of this kind must be a top-down undertaking.
KW  - Bridge design
KW  - Case studies
KW  - Design practices
KW  - Highway design
KW  - Missouri
KW  - Missouri Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/06.cfm
UR  - https://trid.trb.org/view/912847
ER  - 

TY  - JOUR
AN  - 01150796
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bergeron, Kathleen A
TI  - Highways for Life
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 2-9
AB  - Under a program established by the U.S. Congress in 2005, the Federal Highway Administration (FHWA) is boosting awareness of and standard use of innovations that can produce better, longer lasting roadways and bridges. These innovations can help highway agencies complete construction faster, at lower cost, and more safely with less impact on the driving public. A comprehensive technology transfer effort, the Highways for LIFE program is using proven marketing approaches and dedicated teams to deploy innovations more effectively and is helping private industry move prototypes of promising innovations into the marketplace where they can benefit the traveling public. LIFE is an acronym for Long-lasting, Innovative, Fast construction, Efficient and safe--all characteristics of the ideal highway or bridge construction project. The program also is providing incentives to encourage highway agencies to use customer-focused performance goals to improve construction of highways and bridges.  This article describes objectives of the Highways for LIFE program, which include involving stakeholders, enhancing technology deployment, moving emerging private sector innovations into the marketplace, employing demonstration projects, developing a new business model, and evaluating success. Examples are given that reflect how the Highways for LIFE program has targeted each of these objectives. In its five years of existence, the program has provided knowledge, incentives and tools the highway community can use to obtain more value for every transportation dollar invested.  Although the Highways for LIFE pilot program is scheduled to conclude at the end of fiscal year 2009, the need to carry out its concepts and philosophy continues.
KW  - Bridge construction
KW  - Case studies
KW  - Deployment
KW  - Highways for LIFE
KW  - Innovation
KW  - Pilot studies
KW  - Road construction
KW  - Technology transfer
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/01.cfm
UR  - https://trid.trb.org/view/912809
ER  - 

TY  - JOUR
AN  - 01150770
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rousseau, Gabe
TI  - Handy Lessons From Overseas on Walking and Bicycling
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 28-33
AB  - One way the U.S. Department of Transportation can help communities achieve the vision of greater livability with safer non-motorized options is to learn what other countries have done to reshape their communities with an eye toward livability and safety. In May 2009, a team of 12 U.S. transportation professionals conducted an international scan focused on bicyclist and pedestrian mobility and safety.  The aim of the scan was to identify best practices in countries that have been leaders in making walking and bicycling safe, convenient, and popular transportation modes. Over a 2-week period, the scan team met with European transportation officials to learn how they have made these travel modes safer and more attractive. The team visited Copenhagen and Nakskov in Denmark, Berlin and Potsdam in Germany, Lund and Malmö in Sweden, Bern and Winterthur in Switzerland, and London and Bristol in the United Kingdom. This article summarizes some of the findings of the scan tour.  The team identified best practices under six headings. The first is policy, followed by the five E's: encouragement, engineering, evaluation, enforcement, and education.  The lessons learned from the scan tour revealed that to increase safety and mobility for walkers and bicyclists, a country must embrace foot and bicycle traffic as transportation modes and consider them as a means to attaining livability and sustainability goals. The cities visited by the scan team demonstrated that it is possible to transition from an automobile-dominated culture to one that embraces alternative modes. Now, after completing the scan, the scan team is reaching out to stakeholders in the United States to share the lessons learned from the host countries.
KW  - Berlin (Germany)
KW  - Bern (Switzerland)
KW  - Best practices
KW  - Bicycle safety
KW  - Bicycling
KW  - Bristol (England)
KW  - Copenhagen (Denmark)
KW  - London (England)
KW  - Lund (Sweden)
KW  - Malmo (Sweden)
KW  - Mobility
KW  - Modal shift
KW  - Nakskov (Denmark)
KW  - Pedestrian safety
KW  - Potsdam (Germany)
KW  - Study tours
KW  - Walking
KW  - Winterthur (Switzerland)
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/04.cfm
UR  - https://trid.trb.org/view/912812
ER  - 

TY  - CONF
AN  - 01558899
AU  - Gunson, Kari E
AU  - Ireland, David
AU  - Schueler, Fred
AU  - North Carolina State University, Raleigh
TI  - Incorporating Road-Mortality Hotspot Modeling and Connectivity Analyses into Road Mitigation Planning in Ontario, Canada
SN  - 9780977809448
PY  - 2010
SP  - pp 197-205
AB  - In Ontario and world-wide, wildlife are increasingly involved in collisions with motor-vehicles, providing a real threat to human and wildlife safety on roads. This is particularly evident in Ontario due to its increasing human density, and traffic volumes along with its high biodiversity. The Committee on the Status of Endangered Wildlife in Canada has listed seven of Ontario‘s eight turtle species as endangered or of special concern and roads have been identified as a major threat for five of these species. Ontario is planning to extend a number of 400 series expressways across Ontario over the next 20 years, some of which are currently underway. With increasing threats of a severely fragmented landscape, provincial and municipal transportation agencies are currently integrating transportation mitigation solutions e.g. wildlife overpasses and underpasses, within the environmental assessment study (EAS) process. To assist in providing cutting-edge road ecology science in this decision-making process a group of non-government, government, scientists, educators, and transportation planners collectively called the Ontario Road Ecology Group (OREG) formed at the Toronto Zoo in 2007. This paper discusses two initiatives adopted by the OREG. The authors first discuss the development of a geographic information system (GIS) habitat mapping model for wetland-forest animals in southern Ontario. Model development entailed weighting a land-use layer, and summing the land-use within 200 m buffers surrounding each 15 x 15 m pixel in the landscape. A Habitat Suitability Index (HSI) was then attached to each road pixel. Opportunistic validation using Chi-squared statistics showed that HSI‘s on roads with a score greater than 30,000 had higher numbers of road mortality than expected by chance. Alternatively, HSI scores less than 10,000 had significantly fewer road mortality. Ongoing work entails a systematic rigorous validation collecting road mortality data along random and hot and cold spot locations in predefined circuits to regress dead and alive on road animal abundance with HSI scores. The second initiative entails combining the validated road hotspot model with natural heritage systems to incorporate landscape connectivity into the final model. Natural heritage modeling is an on-going process adopted by the Ministry of Natural Resources and Conservation Authorities to map and connect natural core habitat areas across southern Ontario and within watersheds. The authors show examples of the preliminary application of the hotspot model to already developed natural heritages systems e.g. the Greenbelt in the Project 400 study area. This type of integration in addition to species at risk habitat mapping can assist in prioritizing areas where mitigation measures such as crossing structures will be most effective to maintain connectivity for species at risk, e.g. turtles in addition to reducing wildlife road mortality. Once complete, these analyses can be used as leverage to bring together key stakeholders to determine a strategy to ensure province-wide landscape-level planning is adopted into policy by transportation agencies in Ontario.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Crashes
KW  - Endangered species
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Ontario (Province)
KW  - Road kill
KW  - Traffic volume
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session142.pdf
UR  - https://trid.trb.org/view/1346047
ER  - 

TY  - CONF
AN  - 01558897
AU  - North Carolina State University, Raleigh
TI  - Proceedings of the 2009 International Conference on Ecology and Transportation (ICOET 2009)
SN  - 9780977809448
PY  - 2010
SP  - 924p
AB  - The International Conference on Ecology and Transportation (ICOET) is the foremost multi-disciplinary, inter-agency supported conference addressing the broad range of ecological issues related to transportation systems. Experts in transportation development, related scientific study, policy issues, and administrative processes gather at ICOET to share the most current research information, quality applications, and best practices that can enhance both the project development process and the ecological sustainability of transportation systems. This year's theme was adapting to Change. Presented papers were organized into 19 sessions. Session 120:  Moving Toward Sustainability – Case Studies in Integrating Land Use, Conservation,Transportation, and Community Planning; Session 131: Climate Change – Understanding the Impacts and Developing Mitigation Strategies; Session 132: Citizen Science – Effective Strategies and Stakeholder Involvement; Session 141: Adapting Agency Relationships in a Changing Regulatory Environment; Session 142: Technical Tools for Integrating Ecological Considerations in Planning and Construction; Session 143: Advance Mitigation and Mitigation Banking Programs; Session 211: Integrating Ecology and Transportation Planning at the Landscape Scale; Session 212: Ecological Considerations for Planning and Designing Bridges; Session 213: Wildlife Habitat Connectivity – Innovative Tools and Techniques; Session 221: Wildlife Habitat Connectivity – Planning and Design; Session 222: Wetland Mitigation and Ecological Considerations for Stormwater Management; Session 223: Wildlife-Vehicle Collisions – Data Collection, Monitoring and Modeling; Session 231: Mitigating Highway Impacts on Ecosystems; Session 232: Improving Data Collection and Monitoring Methods; Session 233: Wildlife-Vehicle Collisions – Effective Mitigation Strategies; Session 411: The Economics of Mitigation and Cost-Effective Strategies; Session 412: Wildlife Crossings – Location and Design; Session 421: Integrating Ecological Considerations into Construction, Operations, and Maintenance; and Session 422: FHWA’s Eco-Logical Program – Case Studies; Session
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Bridge design
KW  - Crashes
KW  - Ecosystems
KW  - Habitat (Ecology)
KW  - Land use planning
KW  - Road kill
KW  - Roadside fauna
KW  - Sustainable development
KW  - Sustainable transportation
KW  - Transportation planning
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET2009-Proceedings-Complete.pdf
UR  - https://trid.trb.org/view/1345771
ER  - 

TY  - CONF
AN  - 01558896
AU  - Huber, Patrick R
AU  - Cameron, D Richard
AU  - Thorne, James H
AU  - Frink, Ted M
AU  - North Carolina State University, Raleigh
TI  - Regional Advance Mitigation Planning: A Pilot Study Integrating Multi-Agency Mitigation Needs and Actions within a Comprehensive Ecological Framework
SN  - 9780977809448
PY  - 2010
SP  - pp 221-233
AB  - Compensatory mitigation required of infrastructure agencies to fulfill regulatory requirements is often implemented in the latter stages of project construction. It also tends to be focused on project specific impacts that are localized around the area of impact. This single project approach to addressing unavoidable impacts to natural resources is non-systematic and piecemeal. The late timing of mitigation can lead to both greater expense for and reduced ecological integrity of lands dedicated to impact offsets. In order to increase resource enhancement opportunities, funding source efficiency, and ecological function and sustainability, the concept of a Regional Advance Mitigation Planning (RAMP) effort was launched in California. Two infrastructure action agencies (California Departments of Transportation and Water Resources) worked with The Nature Conservancy, UC Davis, EDAW/AECOM, and the Resources Legacy Fund Foundation to bring together state and federal regulatory agencies to initiate a RAMP framework and identify likely mitigation requirements for a set of infrastructure projects within the pilot study area. Project “footprints” were estimated and their overlap with regulated ecological features was calculated. Using typical compensatory mitigation ratios, total regional mitigation needs were projected. Further, a framework was developed for identifying sites that could meet these ecological requirements with the lowest costs and the greatest contribution to regional and statewide conservation priorities, such as larger ecological reserves and greater landscape connectivity. This project is unique in its methodology. It combines mitigation requirements from transportation and water delivery, and flood management projects within the study region and identifies suitable mitigation sites that align with regional conservation objectives. When the environmental obligations from multiple agencies are integrated, planners can leverage program resources towards more significant habitat conservation at ecologically relevant scales across regions. This approach has multiple benefits to the resources of the State with greater fiscal efficiencies. The model developed here, if successful, is intended to be used throughout the state of California in the future.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - California
KW  - Context sensitive design
KW  - Flood protection
KW  - Habitat (Ecology)
KW  - Landscape design
KW  - Regional planning
KW  - Regulations
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session143.pdf
UR  - https://trid.trb.org/view/1346049
ER  - 

TY  - CONF
AN  - 01558876
AU  - Donaldson, Bridget M
AU  - North Carolina State University, Raleigh
TI  - The Ecological Implications of Cured-in-Place Pipe Rehabilitation Technology
SN  - 9780977809448
PY  - 2010
SP  - pp 717-727
AB  - Cured-in-place pipe (CIPP) technology is commonly used for pipe rehabilitation, and transportation agencies are increasingly using it to repair damaged pipe culverts. In typical CIPP applications, a lining tube saturated with a styrene-based thermosetting resin is installed into the damaged pipe. Subsequent curing with a heat source results in a pipe-within-a-pipe. In this study, seven styrene-based, steam-cured CIPP installations in surface water and stormwater conveyances in Virginia were identified and observed over the course of 1 year. Although the sites were not directly linked to sources of drinking water, styrene levels at five sites were higher than the U.S. Environmental Protection Agency’s maximum contaminant level for drinking water of 0.1 mg/L. These concentrations were detected at these sites for a minimum of 5 days to at least 71 days after installation. Certain measurements were also found to exceed the LC₅₀ values (i.e., the concentration required to kill 50 percent of a study population) for several freshwater aquatic indicator species. The findings suggest that the elevated styrene levels could have resulted from one or a combination of the following: (1) installation practices that did not capture condensate containing styrene, (2) uncured resin that escaped from the liner during installation, (3) insufficient curing of the resin, and (4) some degree of permeability in the lining material. A summary of the actions taken by the Virginia Department of Transportation (VDOT) in response to the preliminary findings of this study is also provided in this report. VDOT suspended the use of styrene-CIPP for pipes that convey surface or stormwater while further evaluating CIPP repair and subsequently developing new requirements for these installations.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Concrete curing
KW  - Drainage
KW  - Drinking water
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Permeability
KW  - Pipe culverts
KW  - Runoff
KW  - Styrenes
KW  - Virginia
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session421.pdf
UR  - https://trid.trb.org/view/1347220
ER  - 

TY  - CONF
AN  - 01558872
AU  - Jackson, Scott
AU  - Luken, Denis
AU  - North Carolina State University, Raleigh
TI  - Evaluation of a Rapid Assessment Protocol to Assess Road-Stream Crossings for Aquatic Organism Passage
SN  - 9780977809448
PY  - 2010
SP  - pp 487-503
AB  - The River and Stream Continuity Partnership has developed assessment protocols for evaluating the barrier effects of road-stream crossings. In addition to these protocols, the University of Massachusetts Amherst created an online database and an algorithm for scoring crossing structures according to the degree of obstruction they pose to aquatic organisms. In 2008, The Nature Conservancy and University of Massachusetts collected data to test the robustness and repeatability of the protocol and compare results with those of other fish passage models. A stratified random sample of 317 road stream crossings in Connecticut, Vermont, New Hampshire and Massachusetts that had previously been assessed using the protocols were re-evaluated by trained technicians. Of these sites, 111 were assessed in sufficient detail to evaluate them using FishXing, the California Salmonid Stream Habitat Restoration course screen and course screens developed by Seth Coffman. The authors excluded from analyses 51 crossings (16.1 %) because it appeared likely that the resurvey assessments were not conducted on the same crossings evaluated in the previous surveys. Some of these crossings appear to have been repaired or replaced since the previous surveys were conducted. However, most of these probably represent mismatched locations. Repeat surveys of crossing structures indicate relatively high rates of discrepancies for particular data fields (range from 3.8 to 53.8 percent) but small overall effects on crossing scores. Overall, 46.2 percent of crossings had the same score for the previous survey as for the resurvey and 73.7 percent of previous survey scores fell within one score of those for corresponding resurveys. Flow Conditions was one data field that showed a substantial number of differences (60.2%) between previous surveys and resurveys. The authors found no significant differences in changes in scores for crossings assessed at different flows as compared to changes in scores for crossings assessed under similar flow conditions. The two assessment methods that yielded the most similar results were Coffman‘s Coarse Screens and the Crossings Database. Scores for these two methods were in agreement for 39.6 percent of crossings, with 68.5 percent falling within one unit and 83.8 percent within two units of each other. Comparison of the Crossings Database scores with those derived from FishXing yielded the same scores at only 20.7 percent of crossings and at only about two-thirds of sites did scores fall with two units of each other. There also was little agreement between scores derived from FishXing and those from the Coffman Coarse Screens The scores from these two methods were the same for 23.4 percent of crossings with little over half (52.3 %) falling with one unit and 70.3 percent within two units of each other. It is not clear which of these three methods yields the most credible results. Results of these analyses are being used to revise and improve the assessment protocols as well as the scoring algorithm used by the database and will ultimately increase confidence and credibility in the data collected as part of the River and Stream Continuity Project.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Connecticut
KW  - Databases
KW  - Environmental impacts
KW  - Environmental risk assessment
KW  - Fishes
KW  - Flow
KW  - Massachusetts
KW  - New Hampshire
KW  - Passage assessment system (Wildlife crossings)
KW  - Vermont
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session231.pdf
UR  - https://trid.trb.org/view/1346965
ER  - 

TY  - CONF
AN  - 01558868
AU  - Chang, Heejun
AU  - Lafrenz, Martin
AU  - Jung, Il-Won
AU  - Figliozzi, Miguell
AU  - Platman, Deena
AU  - North Carolina State University, Raleigh
TI  - Potential Impacts of Climate Change on Urban Flooding: Implications for Transportation Infrastructure and Travel Disruption
SN  - 9780977809448
PY  - 2010
SP  - pp 72-79
AB  - Climate change in the Pacific Northwest of America is likely to bring more frequent, heavier winter precipitation as temperature rises. These changes in precipitation patterns have significant implications in hydrology and socioeconomic sectors that could be affected by changes in hydrology. Transportation infrastructure and travel patterns are also vulnerable to potential changes in runoff regimes and stream geomorphology. The 2006 and 2007 winter storms resulted in massive flooding, causing several major road failures in Oregon. While the probability of these extreme events is projected to rise under the global warming scenarios, there is no study investigating this issue in Oregon. The objectives of the project are threefold. First, the authors investigate the changes in the frequency and magnitude of winter runoff under climate change scenarios. Second, the authors determine the probability of road closure for representative road bridges under climate change scenarios. Third, the authors quantify these changes on transportation chokepoints related to flooding. The authors examined two representative urban streams in the Portland Metro area. Johnson Creek and Fanno Creek were chosen because both creeks have historical flow data and exhibit high flooding potential; each also has high road density with high traffic volume. The hydrological processes of the two watersheds, however, are different (Fanno – highly urbanized and steep slope; Johnson Creek – mixed land use with gentle slope); thus, each serves as a good model for other urban watersheds in Oregon. The authors used the following methodology to conduct the authors analysis. 1) Hydro-climate modeling: The authors applied statistically downscaled climate change scenarios for the authors study sites to predict the anticipated changes in winter precipitation amount and intensity. The US Geological Survey PRMS hydrologic model, together with a statistical model, were used to estimate runoff changes and resultant changes in flood frequency. 2) Stream geomorphology survey and hydraulic analysis: The authors surveyed channel profiles, patterns, and dimensions at the multiple cross sections of the authors study sites. The surveyed data were used to calibrate US Army Corp of Engineers‘ HAC-RAS for hydraulic analysis to project future water levels and identify vulnerable bridges and roads under different discharge scenarios. 3) Traffic analysis: The authors used Metro‘s travel forecast model to determine the potential impacts of road failure and congestion resulting from flooding. The model served as a reasonable and accurate assessment of the outcomes due to traffic disruption. The authors results show that there is a nonlinear relation between precipitation change and urban flooding and that impacts on travel disruption are subject to local hydroclimate and watershed land use conditions. This study is one of few interdisciplinary attempts to assess potential impacts of climate change on the transportation sector. Such integrated knowledge and spatially-explicit modeling is essential for establishing proactive flood and transportation management planning and policies under increasing climate uncertainty.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Climate change
KW  - Floods
KW  - Global warming
KW  - Oregon
KW  - Pacific Northwest
KW  - Precipitation (Meteorology)
KW  - Road closures
KW  - Runoff
KW  - Traffic congestion
KW  - Watersheds
KW  - Winter
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session131.pdf
UR  - https://trid.trb.org/view/1345930
ER  - 

TY  - CONF
AN  - 01558863
AU  -  Charry, Barbara
AU  - Jones, Jody
AU  - North Carolina State University, Raleigh
TI  - Traffic Volume as a Primary Road Characteristic Impacting Wildlife: A Tool for Land Use and Transportation Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 159-172
AB  - Based on an analysis of current literature, the authors developed a Traffic Volume Wildlife Tool that identifies different levels of traffic volume as a means to assess risk to various wildlife species groups, including amphibians, reptiles, birds, and mammals. Each level includes an assessment of when impacts to different species groups begin and when they become a serious threat. Traffic volume, or the amount of traffic using a road, poses substantial negative consequences for many wildlife species, especially as traffic levels increase. Road location and traffic volume are the two most important factors to assess when evaluating a road‘s potential impacts. Increases in traffic volume alter species composition, impedes animal movement, causes direct mortality, and fragments habitat. Based on the existing studies that quantify traffic volume and measure impacts to wildlife, the authors developed guidelines for use in planning. The authors discuss how changes in traffic volume affect habitat quality and animal behavior, and which types of species are most vulnerable. The authors recommend using these data and guidelines in land use and transportation planning and permitting.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Risk assessment
KW  - Road kill
KW  - Roadside fauna
KW  - Traffic safety
KW  - Traffic volume
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session142.pdf
UR  - https://trid.trb.org/view/1346042
ER  - 

TY  - CONF
AN  - 01558860
AU  - Smith, Jason
AU  - Sullivan, Amanda
AU  - North Carolina State University, Raleigh
TI  - Adapting Relationships for Agencies and Institutions: The I-90 Snoqualmie Pass East Project's
Collaborative Approach to Identifying a Preferred Alternative and Mitigation Strategy
SN  - 9780977809448
PY  - 2010
SP  - pp 523-538
AB  - Since 1999, the Washington State Department of Transportation (WSDOT) I-90 Snoqualmie Pass East Project (I-90 Project) team has worked with dozens of government agencies and non- governmental groups to develop a range of potential solutions to meet project needs. Project needs include addressing traditional and nontraditional transportation improvements as they relate to the physical and natural environment. As part of the National Environmental Policy Act (NEPA), the underlying challenge for WSDOT and project partners was to design this interstate improvement project around an unforgiving environment and incorporate meaningful ways to mitigate the project‘s potential adverse impacts on the Central Cascades‘ ecosystem and the state‘s economy. Early in the NEPA and State Environmental Policy Act (SEPA) scoping phase of the project, WSDOT needed to consider landscape-scale efforts by the US Forest Service (USFS) and conservation groups. These agencies and groups were working to improve ecological connectivity by acquiring conservation lands through land exchange(s) and purchasing public land along the I-90 corridor. To ensure that the I-90 Project‘s objectives aligned with the actions of these groups, WSDOT created a multi-agency Interdisciplinary Team (IDT) as an advisory body to recommend a Preferred Alternative for WSDOT that incorporated relevant science and the concerns of agency stakeholders. The project‘s original IDT included eight primary and advisory agencies; advisory members included Washington State Department of Ecology, Washington State Parks and Recreation Commission, US Environmental Protection Agency, and US Army Corps of Engineers. The IDT determined that there was insufficient information to make an informed recommendation on how the project would be designed to meet ecological connectivity needs. Therefore, the IDT formed the Mitigation Development Team (MDT), a technical advisory sub-committee consisting of hydrologists and biologists from different agencies, to identify locations and develop performance criteria for investments in ecological connectivity. The MDT‘s strategy considered landscape-, watershed-, and habitat-specific variables to identify connectivity emphasis areas (CEAs) along the project. The MDT and the design team used these recommendations to also develop a comprehensive list of connectivity objectives and performance standards for the evaluation of design options. In addition to the IDT and MDT, the project continues to use partnerships to help resolve environmental and design challenges. The IDT, now consisting of 12 different agencies, was reformed as a communication forum during regulatory permitting and construction processes. Formal technical committees have been formed to assist in planning and permitting challenges for final designs on wetlands mitigation, wildlife monitoring, and stormwater. WSDOT has also established innovative partnerships with university researchers and conservation groups to help establish citizen awareness, wildlife monitoring, and targeted habitat acquisitions. Relationships with transportation-based organizations, associations, and businesses were formed in order to gain insight into the requirements of interstate users. In August 2008, the I-90 Project‘s Final Environmental Impact Statement was published highlighting the Preferred Alternative–an accomplishment made possible by the recommendations of the IDT, MDT, and other collaborative partnerships. The Federal Highway Administration (FHWA) signed a Record of Decision on October 6, 2008, clearing the way for construction to begin in summer 2009. The unique components of the I-90 Project, as well as the project team‘s innovative approach to developing partnerships to understand and meet landscape-scale, watershed-based objectives, provides a scalable model for the integration of context sensitive solutions for future WSDOT and other state DOT projects.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Context sensitive design
KW  - Ecosystems
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Landscape design
KW  - Partnerships
KW  - Runoff
KW  - Washington State Department of Transportation
KW  - Watersheds
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session231.pdf
UR  - https://trid.trb.org/view/1346970
ER  - 

TY  - CONF
AN  - 01558840
AU  - Soanes, Kylie
AU  - van der Ree, Rodney
AU  - North Carolina State University, Raleigh
TI  - Arboreal Mammals Use an Aerial Rope Bridge to Cross a Major Highway
SN  - 9780977809448
PY  - 2010
SP  - pp 441-451
AB  - Roads and other linear infrastructure exert a myriad of negative effects on adjacent landscapes, populations and individuals. Fauna are particularly impacted, with increased rates of mortality, reduced or modified movement patterns, changes to amount, quality and arrangement of habitat. In the authors study, rope bridges suspended at the tree-canopy level from poles were used to restore connectivity for arboreal species across a major dual-carriageway highway in south-east Australia. Previous radiotracking and genetic studies quantified the extent of the barrier effect prior to mitigation, and mitigation was implemented at the sites exhibiting the greatest barrier effect. In less than two years since installation, the authors recorded complete crossings by five species, including the endangered Squirrel Glider Petaurus norfolcensis and Brush-tailed Phascogale Phascogale tapoatafa. Other species using the canopy bridges included the Common Brushtail Possum Trichosurus vulpecula and Common Ringtail Possum Pseudocheirus peregrinus. The authors identified regular usage by certain individuals based on identification of unique ear markings. The next stage of the research is to measure gene flow and assess effectiveness of the structures at improving population viability.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Australia
KW  - Endangered species
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Landscape design
KW  - Mammals
KW  - Road kill
KW  - Roadside fauna
KW  - Rope
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session223.pdf
UR  - https://trid.trb.org/view/1346355
ER  - 

TY  - CONF
AN  - 01558839
AU  - Achiron-Frumkin, Tamar
AU  - North Carolina State University, Raleigh
TI  - Re-evaluating the Needs for Animal Passages in Israel: Towards a Long-term Monitoring Scheme
SN  - 9780977809448
PY  - 2010
SP  - pp 546-551
AB  - Centralized planning framework, accelerating habitat fragmentation and growing awareness to animal-transportation issues in Israel have lead to increased demand for ecological considerations during road construction and maintenance. Several governmental bodies have upgraded their requests regarding fauna passages and monitoring, with substantial budget implications. Planning and management decisions on local and regional scale need to consider changes and adaptations required with time. Current project-oriented planning and budgeting make it difficult to maintain a regional, long-term view. Most existing fauna passages were not specifically designed for animals. Guidelines for animal passages are derived from European countries, which differ from Israel in climatic-ecological aspects and in some human activity patterns. Adapting these guidelines to local conditions in order to rationalize and optimize planning, expenditure and results requires more accurate reevaluation of animal needs, testing alternative solutions on small scale before turning to large-scale expensive modifications, and responding to temporal changes.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Ecology
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Highway safety
KW  - Israel
KW  - Programming (Mathematics)
KW  - Road construction
KW  - Roadside fauna
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session232.pdf
UR  - https://trid.trb.org/view/1346974
ER  - 

TY  - CONF
AN  - 01558835
AU  - Diebel, Matthew
AU  - Fedora, Mark
AU  - Cogswell, Stewart
AU  - North Carolina State University, Raleigh
TI  - Prioritizing Road Crossing Improvement to Restore Stream Connectivity for Stream-Resident Fish
SN  - 9780977809448
PY  - 2010
SP  - pp 647-660
AB  - Road crossings over streams can act as barriers to movement of aquatic organisms, and may thereby prevent recovery of populations following disturbance and increase extinction risk by fragmenting populations. Reconstruction of existing crossings can facilitate passage of organisms, and has the potential to be one of the most efficient ways of improving habitat because management action at a very small scale–the width of a road–can lead to very large extents of connected habitat. However, because there are so many existing crossings (e.g., >60,000 in Wisconsin), methods are needed to prioritize restoration efforts. The objective of this study was to create a method for identifying road crossings whose reconstruction would most benefit stream fishes by restoring stream network connectivity. The authors demonstrate the method through a case study in the 2,500 km² Pine-Popple watershed in Wisconsin. The authors first designed a new metric for quantifying stream connectivity status for stream-resident fishes. The authors then conducted a comprehensive field survey of road crossings in the watershed to identify crossings that are likely to impede fish movement. The authors used a geographic information system (GIS) to evaluate the influence of each crossing on the mean connectivity status of all streams in the watershed. This measure is an index of the potential benefit of eliminating each barrier. The benefit index was then divided by a reconstruction cost estimate to create a benefit/cost ratio that could be used to prioritize projects. Sixty-seven percent of the 169 surveyed road crossings were determined to be a barrier to movement of at least some species or life stages of fish. The most common problem was a low constriction ratio (structure width/stream width). The probability of a crossing being a barrier was strongly negatively related to the size of the stream at the crossing. The distribution of benefit/cost ratios was strongly skewed, which provides support for the utility of prioritizing projects in this watershed. The methods developed in this study can be applied elsewhere using widely available spatial data, and commonly used GIS and database software.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Benefit cost analysis
KW  - Fishes
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Streams
KW  - Watersheds
KW  - Wildlife crossings
KW  - Wisconsin
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session411.pdf
UR  - https://trid.trb.org/view/1347171
ER  - 

TY  - CONF
AN  - 01558833
AU  - Mings, Thomas S
AU  - North Carolina State University, Raleigh
TI  - Status of Mitigation Banking for Transportation in the Upper Midwest
SN  - 9780977809448
PY  - 2010
SP  - pp 234-237
AB  - The St. Paul District of the Corps of Engineers and the state wetland regulatory agencies in Minnesota and Wisconsin have undertaken a series of studies to evaluate the successes achieved by the transportation-related wetland mitigation banking programs, the state of the sites entered into the program to date, and opportunities for improving program quality and efficiency into the future. The objective of this paper is to synthesize the findings of: (1) The Corps‟ comprehensive long-term monitoring program initiated for all Wisconsin bank sites; (2) A comprehensive long-term monitoring program initiated by the Minnesota Board of Water and Soil Resources and the Corps; and (3) a Wisconsin Department of Natural Resources evaluation of the compensation site review process and site quality for a sample of compensation site projects, including bank sites. The two comprehensive monitoring programs were initiated in 2007 and are expected to generate complete monitoring reports for the approximately 300 existing mitigation bank sites by the end of 2012. The Wisconsin DNR study file reviews and site visits were completed in 2007 with the findings revised in 2008 - results include an analysis of current status of 19 bank sites as well as the process followed by applicant and reviewing agencies to develop and approve the sites. All three efforts have developed recommendations for future bank projects that are in the process of implementation by the transportation and regulatory agencies. The assessments of the bank site review process found: inconsistent levels of engagement in the project review process by state and federal regulators; inconsistent or unclear state-level guidance that lead to regional variations in both the site review process and final compensation site product. Findings of the on-site monitoring reviews include: occasional variation from projected wetland acreages, considerable variation in site vegetative quality, occasional variation from projected hydrologic regimes (often too wet); an overabundance of permanent and semi-permanent inundation commonly associated with hybrid cattail, sites with wildlife challenges to structural integrity of engineered structures, unfunded long-term management needs, adaptive management, structural integrity questions), sites with ambiguous real estate protection, sites where long-term management (undertaken by a third party) was inconsistent with the bank site goals, sites where necessary adaptive management was not anticipated in the long-term management plan, sites with increased risk of easement violation due to lack of clearly-marked property boundaries.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Banks (Waterways)
KW  - Easements
KW  - Michigan
KW  - Minnesota
KW  - Monitoring
KW  - Regulations
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife
KW  - Wisconsin
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session143.pdf
UR  - https://trid.trb.org/view/1346059
ER  - 

TY  - CONF
AN  - 01558826
AU  - Huijser, Marcel P
AU  - Duffield, John W
AU  - Clevenger, Anthony P
AU  - Ament, Robert J
AU  - McGowen, Pat T
AU  - North Carolina State University, Raleigh
TI  - Cost Justification and Examples of Cost-Benefit Analyses of Mitigation Measures Aimed at Reducing Collisions with Large Ungulates in the United States and Canada
SN  - 9780977809448
PY  - 2010
SP  - pp 625-639
AB  - Wildlife-vehicle collisions, especially with deer (Odocoileusspp.), elk (Cervus elaphus) and moose ( Alces alces) are numerous and have shown an increasing trend over the last several decades in the United States and Canada. The authors calculated the costs associated with the average deer- ($6,617), elk- ($17,483) and moose-vehicle collision ($30,760), including vehicle repair costs, human injuries and fatalities, towing, accident attendance and investigation, monetary value to hunters of the animal killed in the collision, and cost of disposal of the animal carcass. In addition, the authors reviewed the effectiveness and costs of 13 mitigation measures considered effective in reducing collisions with large ungulates The authors conducted cost-benefit analyses over a 75-year period using discount rates of 1%, 3% and 7% to identify the threshold values (in 2007 $) above which individual mitigation measures start generating benefits in excess of costs. These threshold values were translated into the number of deer-, elk-, or moose-vehicle collisions that need to occur per kilometer per year for a mitigation measure to start generating economic benefits in excess of costs. For example, the authors calculated that wildlife exclusion fencing in combination with large mammal underpasses (one every 2 km) and wildlife jump-outs generates economic benefits if the pre-mitigation collisions are greater than 3.2 deer, 1.2 elk, or 0.7 moose per km per year (all at 3% discount rate). In addition, the authors calculated the costs associated with large ungulate-vehicle collisions on ten road sections throughout the United States and Canada and compared these to the threshold values. Finally, the authors conducted a more detailed cost analyses for one of these road sections to illustrate that even though the average costs for large ungulate-vehicle collisions per kilometer per year may not meet the thresholds of many of the mitigation measures, specific locations on a road section can still exceed thresholds. While the analyses can be expanded to include other parameters (e.g. the economic value of habitat connectivity or viable wildlife populations), the authors believe the cost-benefit model presented in this paper can be a valuable decision support tool for determining mitigation measures to reduce ungulate-vehicle collisions.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal vehicle collisions
KW  - Benefit cost analysis
KW  - Canada
KW  - Crashes
KW  - Deer
KW  - Economic benefits
KW  - Highway safety
KW  - Traffic mitigation
KW  - Ungulates
KW  - United States
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session411.pdf
UR  - https://trid.trb.org/view/1347165
ER  - 

TY  - CONF
AN  - 01558824
AU  - Gagnon, Jeffrey W
AU  - Dodd, Norris L
AU  - Boe, Susan
AU  - Schweinsburg, Raymond E
AU  - North Carolina State University, Raleigh
TI  - Using Global Positioning System Technology to Determine Wildlife Crossing Structure Placement
and Evaluating Their Success in Arizona, USA
SN  - 9780977809448
PY  - 2010
SP  - pp 452-462
AB  - Correct placement of wildlife crossing structures (i.e. underpasses and overpasses) is essential to their success in maintaining wildlife permeability across roadways. Global Positioning System (GPS) technology has proven to be an invaluable tool for placing wildlife crossing structures and fences and for evaluating their effectiveness. The Arizona Game and Fish Department (AGFD), Arizona Department of Transportation (ADOT), and Federal Highway Administration (FHWA) and various federal land agencies are cooperating to locate passage structures and funnel fencing for wildlife and to evaluate their effectiveness through the use of GPS technology.To date, the authors have fitted >500 animals with GPS collars providing >2,000,000 locations to determine crossing structure and fence placement, during-construction wildlife behavior, and post-construction responses for elk (Cervus elaphus), mule deer (Odocoileus hemionus), white-tailed deer (Odocoileus virginianus), American pronghorn (Antilocapra americana), desert bighorn sheep (Ovis Canadensis ), and desert tortoise (Gopherus agassizii). Wildlife-vehicle collision (WVC) data is also useful for identifying crossing structure locations; however, this method cannot be used for species that avoid crossing roads. For example, declining populations of pronghorn are bisected by US highway 89, but no WVC data exists here for this species (Dodd et al. 2009). Therefore, the authors are using GPS data exclusively to determine where pronghorn approach the highway hopefully indicating where they may use yet to be constructed wildlife crossing structures. To date, the authors have collected >120,000 GPS locations (taken every two hours) to recommend crossing structure placement for this project. A similar “data-driven” approach was used along US 93 to provide recommendations for placement of three desert bighorn sheep overpasses to be completed in 2010 (McKinneyand Smith 2007). WVC data obviously is absent in areas where roadways did not exist, such as realignments or new highways. Therefore, along the proposed US 95 realignment, AGFD is studying pre-construction desert tortoise movements to determine crossing structure placements sufficient to allow tortoise safety and permeability once the highway is built. Although reduction of WVCs is an important measure, WVC reduction alone does not tell the whole story. Promoting wildlife permeability is also important. For instance, along an 8-km stretch of State Route 260, where crossing structure frequencies were 1.1 structure/km, Dodd et al. (2007a) documented a >80% reduction in elk-vehicle collisions following the implementation of funnel fencing linking crossing structures. Here, GPS passage rates showed that permeability did not change following upgrade of the highway. In contrast, elsewhere on SR 260, where crossing structure were spaced 2.4 km apart, WVCs were reduced by >95% following fencing connecting crossing structures. However, permeability dropped by 70%; so although WVC rates declined, the overall effect could not be determined by WVC alone. Pre- and post-construction GPS movement data are needed to show changes in permeability following reconstruction of highways. The authors provide methods and various examples of the use of GPS movement data in Arizona so that highway and wildlife managers alike may be able to use this technology in planning and monitoring their own wildlife-friendly highway projects.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Arizona
KW  - Arizona Department of Transportation
KW  - Crashes
KW  - Global Positioning System
KW  - Highway safety
KW  - Location
KW  - U.S. Federal Highway Administration
KW  - Wildlife crossings
KW  - Wildlife fencing
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session223.pdf
UR  - https://trid.trb.org/view/1346361
ER  - 

TY  - CONF
AN  - 01558821
AU  - Perkins, Mike
AU  - McCulley, Eric
AU  - North Carolina State University, Raleigh
TI  - Establishing the Legacy Nature Preserve through Collaborative Planning and Adaptive Management
SN  - 9780977809448
PY  - 2010
SP  - pp 245-250
AB  - To help accommodate regional growth and alleviate congestion, the Utah Department of Transportation (UDOT) developed the Legacy Parkway as a new 14-mile roadway and trail system in northern Utah near Great Salt Lake. The Great Salt Lake Ecosystem contains a complex mosaic of diverse wetland and upland habitats and is recognized as a site of hemispheric significance for millions of migratory birds. Resource agencies and environmental organizations expressed concerns about potential impacts to the ecosystem from the project and a publicized debate over whether to build the project became increasingly controversial. With input from agencies and stakeholders, UDOT proposed creating the Legacy Nature Preserve as mitigation for impacts to wetlands and wildlife resources. UDOT established an interagency-stakeholder "Collaborative Design Team" to develop an adaptive management plan for the proposed 2,225-acre Legacy Nature Preserve. The adaptive management plan is structured around habitat goals that focus on suitable habitat conditions for a diversity of nesting and migratory shorebirds and other water-associated birds. These goals consider vegetation structure, species composition and hydrology. The plan provides different management options to manipulate vegetation and actively manage hydrology. Many wetlands and uplands in the Preserve had been degraded and channelization cutoff hydrology to an historic river delta. To restore wetlands, an adaptive approach to water management was developed to optimize wetland quality through mimicking natural cycles of flooding and drawdown in shallow playas and grassland ponds within the historical river floodplain. To optimize habitat quality for bird use, water timing and amount has been controlled to provide a late summer drawdown, which in turn draws salts to the soil surface and keeps playa substrates at the proper salinity for desired macroinvertebrate productivity. Through implementing vegetation management strategies and then adapting them based on monitoring results, large areas once dominated by invasive species have been converted to desirable habitats. Increase in avian abundance and productivity correlate to effective vegetation and water management. Truly implementing adaptive management is unique to both wetland mitigation and habitat management in this region. Natural systems are inherently complex and dynamic. A well-planned adaptive approach to restoration and habitat management can grapple with altered environmental states and system dynamics. This approach can be widely used in restoring lost functions of wetland and floodplain areas in the Great Basin and other arid environments. Mimicking natural hydrologic cycling through adaptive management should be the basis of design of river and wetland restoration projects wherever they are planned. The authors are currently working with the EPA to apply the authors results to a regional wetland goals project.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Birds
KW  - Ecosystems
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Transportation planning
KW  - Utah
KW  - Vegetation
KW  - Water control
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session211.pdf#page=1&zoom=auto,-13,798
UR  - https://trid.trb.org/view/1346063
ER  - 

TY  - CONF
AN  - 01558813
AU  - Greco, Brandon F
AU  - Nelson, Debra A
AU  - North Carolina State University, Raleigh
TI  - Interagency Partnering for the Development of Stream Crossing Standards in New York State
.
SN  - 9780977809448
PY  - 2010
SP  - pp 133-140
AB  - Highway stream crossings pose unique concerns for both the environmental and transportation engineering communities. Construction of a static highway crossing over a dynamic, flowing waterbody must address the risks of flooding, erosion, normal channel migration, and structure deterioration; this is essential to maintaining the safety and stability of the highway. At the same time, crossing structures – particularly culverts – may fragment aquatic habitat or alter stream channel form. Stream crossings in New York State are often designed to take environmental concerns into account, however there are currently no crossing standards or design guidance to encourage statewide consistency. Development of standards and design guidance for stream crossings in New York State has been undertaken by a group of engineers, environmental professionals, and regulators known as the Interagency Aquatic Connections Team (InterACT). Assembled in 2007, InterACT is comprised of ten federal, state and local agencies that are committed to ensuring that stream crossings are designed, installed and maintained in a manner that protects the ecological integrity of aquatic systems, while accommodating practicable technology, engineering criteria and human safety. To accomplish the team’s tasks with efficiency, four subcommittees were established. The Ecological Performance Standards subcommittee was charged with identifying those characteristics and processes of streams to be achieved, restored, or maintained when a stream crossing is constructed or replaced. The Engineering Design and Specifications subcommittee was charged with development of design guidance to facilitate meeting the ecological performance standards. The Outreach and Education subcommittee was charged with developing a strategy for the delivery of InterACT’s products. Lastly, the Regulatory Streamlining subcommittee was charged with developing regulatory tools that minimize processing time and facilitate permitting for projects meeting the new design standards and protocols. One basic premise of InterACT has been that its products must represent a fair and reasonable balance of its members’ concerns. This presents a challenge at times, as concessions are required by all parties. Additional challenges result from the team’s size. With over sixty members, it becomes difficult to provide a forum in which all opinions can be expressed and all options vetted. Despite these challenges, the dedicated members of InterACT continue to make substantial progress toward the completion of stream crossing standards and design guidance that will protect and enhance the aquatic resources of New York State.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Bridges and culverts
KW  - Design standards
KW  - Deterioration
KW  - Erosion
KW  - Floods
KW  - Habitat (Ecology)
KW  - New York (State)
KW  - Streams
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session141.pdf
UR  - https://trid.trb.org/view/1345947
ER  - 

TY  - CONF
AN  - 01558789
AU  - Nislow, Keith H
AU  - North Carolina State University, Raleigh
TI  - Road Infrastructure and Stream Habitat Connectivity: Research to Aid Management and Conservation Plans in a Changing Environment
SN  - 9780977809448
PY  - 2010
SP  - pp 277-282
AB  - Poorly-designed road-stream crossings can put both ecosystems and transportation infrastructure at risk. In response to these threats, an interdisciplinary team, using the Connecticut River basin in the northeastern United States (US) as a focus area, but extending throughout the northeast and north-central US, is currently investigating two major research questions: (1) What are the demographic and genetic consequences of road-associated fragmentation for stream fish populations, and can genetic surveys and population models be used to assess fragmentation and connectivity? (2) Are crossings that are likely to be barriers to fish passage have a higher probability of structural failure under current and predicted future climate conditions? The authors results to date indicate that fragmentation associated with barriers can strongly influence both local and watershed-scale probabilities of extinction for wild brook trout populations, and have potential impacts on the value of recreational fisheries via changes in population size structure. In addition preliminary results indicate that undersized culverts are more likely to be barriers to passage. The results of the authors current and future work will be used to inform conservation planning and culvert replacement strategies on both federal and non-federal lands, and to assess the success of these efforts in restoring population connectivity and contribute to sustainability of key species and ecosystem services.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Bridges
KW  - Conservation
KW  - Culverts
KW  - Demographics
KW  - Ecosystems
KW  - Environmental impacts
KW  - Fishes
KW  - Habitat (Ecology)
KW  - Transportation planning
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session212.pdf
UR  - https://trid.trb.org/view/1346314
ER  - 

TY  - CONF
AN  - 01558781
AU  - Hagood, Susan
AU  - Bartles, Mary Jo
AU  - North Carolina State University, Raleigh
TI  - Reducing Road-Based Habitat Fragmentation: An Eastern Box Turtle (Terrapene c. carolina) Case Study
SN  - 9780977809448
PY  - 2010
SP  - pp 539-545
AB  - Box turtle populations are declining throughout their range, largely as a result of habitat loss and fragmentation. The most serious direct threat to box turtles is road-based mortality. Box turtles must move within their home ranges in response to environmental conditions and to find food and mates. Female turtles must undertake nesting migrations, often travelling relatively long distances in search of suitable areas. Destruction of eggs and hatchlings by predator populations that have flourished alongside human development renders every turtle that survives to reproductive age important to its population, yet it is the adults whose movements increase the likelihood that they will attempt road crossings. Population models indicate that the loss of 3-4 adult females in a population of 200 turtles can initiate a slow but irreversible decline to population extinction. Identifying areas where mitigation efforts might help to protect box turtle populations is a fundamental challenge. One of the authors (MJB) identified such an area on a rural road bordering a state park in Maryland, counting up to six dead box turtles in one year over a relatively short road segment. With this knowledge, the authors were able to test for the first time whether box turtles would use existing culverts if directed to them by fencing. The authors erected 2.7 km of standard siltfencing during the spring of 2005. The fencing was tied into two narrow culverts (.38 and .53 m at the widest point), which carry water only during heavy storm events. Cameras and motion sensors placed in the culverts recorded use by a wide variety of small and medium-sized wildlife, including box turtles. During the summer of 2005, MJB spent 181 hours searching the barrier, locating 18 turtles; 16% used the culvert. In 2006, 118 hours were spent searching the barrier. Sixteen turtles were observed along the barrier; 6% used the culvert. In 2007, 205 hours were spent searching the barrier; 20 turtles were observed, of which 10% used the culvert.In each year, one road-killed turtle was found in the vicinity of the barrier. In 2008, the authors applied for funds through the Transportation Enhancement Program for permanent fencing and improved culverts. The funding proposal was approved, and construction is scheduled to begin in 2010. This project underscores the importance of partnerships between federal, state and local transportation authorities, land managers and property owners, volunteers, and non-profit organizations. It also demonstrates the impact that relatively modest alterations to existing transportation structures can have in reducing mortality of vulnerable species and serving to protect a wide variety of animals as well as roadway users. Future efforts should be directed toward obtaining estimates of box turtle population size in the area and monitoring use of a new fence/culvert system to determine the degree to which it is a factor in population persistence.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Culverts
KW  - Fences
KW  - Habitat (Ecology)
KW  - Maryland
KW  - Partnerships
KW  - Road kill
KW  - Turtles
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session232.pdf
UR  - https://trid.trb.org/view/1346973
ER  - 

TY  - CONF
AN  - 01558780
AU  - Inghram, Brent J
AU  - Servheen, Gregg
AU  - Burak, Greg
AU  - North Carolina State University, Raleigh
TI  - Idaho Statewide Wildlife/Transportation Database
SN  - 9780977809448
PY  - 2010
SP  - pp 367-378
AB  - Idaho recently completed a statewide inventory of wildlife linkage areas in relation to the state highway system. The inventory presents first order information identifying important wildlife crossings and public safety concerns on Idaho’s roads. Issues requiring additional study during transportation project planning as well as actions necessary to protect wildlife migration corridors and critical habitat linkage areas and address high way safety issues were identified for each linkage area. The resulting information is presented in a geographic information system (GIS) database available to transportation planners, resource agencies, and the public at large. The project was initiated to benefit streamlining of project environmental review as well as increase transportation planning efficiencies in road corridor planning and transportation project development. The project, funded by the Federal Highway Administration (FHWA), was phased expansion over four years to map wildlife linkages on roads and highways for the entire state. Idaho Fish and Game partnered with the Idaho Transportation Department and FHWA and acted as project manager as well as a primary source of habitat and wildlife information. A rapid assessment technique described by Ruediger and Lloyd (2004) was utilized to gather wildlife and highway information at workshops held around the state. Wildlife-vehicle collision data compiled from agency records, first-hand knowledge of field staff from the Idaho Fish and Game Department, Idaho Transportation Department, land managers, and other available wildlife, habitat, and human development information was used to identify and model linkage areas. After synthesis and modeling was completed, the information was made available on an interactive website:http://fishandgame.idaho.gov/cms/wildlife/manage_issues/collision/. The website allows for ongoing input and comment by users so new information can be amended into the database, providing continuous improvement over time. A web-application was also developed by Idaho Fish and Game to allow the collection and compilation of wildlife traffic mortality data. That web application is accessible and useable by agency personnel via the internet and provides a consistent protocol and terminology for roadkill reporting across the state to increase quality assurance/quality control (QA/QC) of data. The information is held in a centralized repository for use at the project and program level. Efforts to deploy and use these improved technologies in terms of efficiencies, coordination, and benefits to the resources are discussed.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Crash data
KW  - Crashes
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Idaho
KW  - Road kill
KW  - Transportation planning
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session221.pdf
UR  - https://trid.trb.org/view/1346329
ER  - 

TY  - CONF
AN  - 01558777
AU  - Lee, Tracy
AU  - Quinn, Mike
AU  - Duke, Danah
AU  - North Carolina State University, Raleigh
TI  - Road Watch in the Pass: Web-Based Citizen Involvement in Wildlife Data Collection
SN  - 9780977809448
PY  - 2010
SP  - pp 95-101
AB  - The successful development of wildlife-transportation mitigation strategies requires access to timely and accurate information on the spatial and temporal movement patterns of wildlife. Unfortunately, conventional long term monitoring programs can be expensive and time consuming. In addition, expert-based approaches often marginalize local participation and knowledge. Alternative approaches to knowledge generation and information sharing, including mechanisms to collaboratively engage citizens, academics a nd decision makers offer innovative means to overcome the challenges associated with conventional data collection. To address this challenge in relation to wildlife and transportation issues in the Canadian Rocky Mountains, the Miistakis Institute established a community-based monitoring (CBM) framework for wildlife and transportation issues in the Crowsnest Pass. The Crowsnest corridor consists of a two lane highway, a railway line and five principle settlements. There are plans to upgrade the highway t o four lanes due to expected increases in traffic volume. Information on spatial and temporal movement patterns of wildlife through the region is essential for the development of effective mitigation strategies to facilitate movement and reduce collisions with vehicles. Road Watch in the Pass is an innovative framework for connecting researchers, citizen volunteers and decision makers through a CBM project to address wildlife transportation issues. It enables citizens to use an interactive Web-based mapping tool (please see www.rockies.ca/roadwatch) to enter wildlife observations along Highway 3. Road Watch is an on-going project started in late 2004 and has proven to be a successful model for engaging volunteers (70 users) and for generating a large dataset of wildlife observations (currently over 4,000 observations). One of the best measures of success has been the use of Road Watch data in a number of land use planning processes and by local citizens to build support for protecting a wildlife movement corridor across Highway 3. In addition, the Road Watch mapping tool has been used as a model by other groups across North America. Some of the challenges of the program are typical of CBM projects, such as engaging new volunteers, keeping existing volunteers motivated, reporting accuracy (location and species) and improving data collection methodology based on scientist and citizen feedback. Overall the Road Watch project demonstrates the value of integrating citizens in monitoring related to Road Ecology issues as well as highlighting the importance of collaboration and adaptive management to address the challenges of integrating volunteers into a research and monitoring program.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Canadian Rockies
KW  - Cooperation
KW  - Crashes
KW  - Data collection
KW  - Land use planning
KW  - Monitoring
KW  - Traffic volume
KW  - Volunteers
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session132.pdf
UR  - https://trid.trb.org/view/1345932
ER  - 

TY  - CONF
AN  - 01558775
AU  - Gerend, Tom
AU  - Jacobs, Tom
AU  - Pool, Lisa
AU  - North Carolina State University, Raleigh
TI  - MARC's Eco-Logical Project: A Regional Approach to Linking Environmental and Transportation Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 779-785
AB  - The nine-county Kansas City region spans two states, 4,423 square miles, and includes approximately 1.9 million residents. Transportation planning studies have projected that, over the next 20 years, the region is expected to see an increase in miles driven and travel times that far exceed the population growth rate. This trend means that it is becoming increasingly challenging for the region to provide transportation options to those living farther from their jobs and other destinations, greenhouse gas emissions are on the rise, and the natural amenities are at risk of being lost to new development and associated infrastructure. The current process of developing a new long-range transportation plan, Transportation Outlook 2040, provides an opportunity to create more sustainable transportation systems that enhance, improve, and restore the environment. To foster greater interagency collaboration and partnerships, improve data sharing, and create more integrated polices, plans, strategies, and actions, the Mid-America Regional Council (MARC), the Kansas City region‟s metropolitan planning organization, is carrying out an Eco-Logical project via a grant from the Federal Highway Administration (FHWA). The Eco-Logical framework supports making infrastructure more sensitive to wildlife and ecosystems through greater interagency cooperation and conservation. MARC's project focuses on three interrelated goals: education, collaboration and ecosystem-based transportation planning. Ultimate project outcomes include the following: i) multi-faceted educational programs structured to foster stronger interagency relationships and understanding of Eco-Logical approaches, ii) the development of a highly collaborative and integrative environmental-transportation planning and consultation process, and iii) a framework to support the creation of a regional, ecosystem-based green infrastructure conservation, restoration and mitigation plan. As interagency collaboration and partnerships are key to the Eco-Logical effort, MARC convened a Linking Environmental and Transportation Planning Advisory Group in early 2008 to oversee the project. The advisory group includes representatives of natural resource agencies, departments of transportation, local municipalities, non-profit organizations, private sector agencies, and other key stakeholder organizations. One outcome of the group to-date is a Linking Environmental and Transportation Planning Action Plan. The action plan, comprising actions for local, regional, and state entities, includes some of the following recommendations: revising planning and funding programs to include scoring criteria for environmental preservation and restoration, collecting better data and utilizing it earlier in the transportation planning process, creating a regional vision to serve as a framework for transportation decision-making, and convening interdisciplinary teams to inform the process. A new way of approaching transportation planning in the Kansas Region is emerging, based on work completed to-date and feedback received thus far through MARC's Eco-Logical project and Transportation Outlook 2040. This vision lays out a road map to achieving a more sustainable regional transportation system, where priority natural amenities are preserved and enhanced, prime agricultural land is retained, fewer greenhouse gases are emitted, air quality is good, and impervious surfaces are minimized. Indicators of success will guide us in measuring our progress towards these goals.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Cooperation
KW  - Ecosystems
KW  - Greenhouse gases
KW  - Kansas City (Missouri)
KW  - Long range planning
KW  - Pollutants
KW  - Regional planning
KW  - Sustainable transportation
KW  - Travel time
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session422.pdf
UR  - https://trid.trb.org/view/1347270
ER  - 

TY  - CONF
AN  - 01558772
AU  - Collinwood, Lucia
AU  - Los, Sietse
AU  - North Carolina State University, Raleigh
TI  - How will Climate Change Affect the Design and Management of the Highways Agency Soft Estate?
SN  - 9780977809448
PY  - 2010
SP  - pp 47-62
AB  - The Highways Agency (HA) soft estate comprises the land adjacent to the Strategic Road Network (SRN) which lies within the highway boundary but is not part of the road carriageway. Originally created to buffer the environmental impacts associated with construction and operation of the active highway environment the land has proven to be exceptionally valuable in terms of ecological habitat and biodiversity with 42% of UKBAP (United Kingdom Biodiversity Action Plan) species and 53% of the UKBAP priority habitats either known to occur or are considered likely to occur within the soft estate. This study is part of a Ph.D. the main author is undertaking on how climate change will affect the design and management of the soft estate. It is chosen to provide baseline information on species richness of the habitat areas within the soft estate environment. This study analyzes the relationship between area size and species diversity using data collected on the Area 7 MAC (Managing Agent Contractor), an area situated in the east midlands of England comprising Leicestershire, Nottinghamshire, Derbyshire and Lincolnshire. Ordinary linear regression shows a significant relationship between area size and species richness on all the roads examined and further establishes that maintaining large contiguous areas is beneficial to species diversity overall. Despite a standard planting mix being used on all the roads the habitat areas diversify over time until a species saturation point is reached. A number of other factors are highlight ed as well which need further study: the effect of management regimes on species diversity, spatial location (in terms of the geographical spread of habitats across the UK), effects of invasive or domineering species, and age of the soft estate. To ensure that the soft estate continues to be a viable ecological asset, active management needs to occur but the question remains as to what is the most appropriate form of management regime to adopt in light of the predicted scenarios of climate change. It is intended that this investigation will be expanded upon in the next phase of the Ph.D. to focus more closely on indicator species as a gauge of habitat type and how these will respond to the alteration of environmental cues (such as temperature and precipitation) resultant of climate change. Once an understanding has been reached on how indicator species and therefore habitats will shift in response to climate change the authors can begin to examine management protocols in order to gain an understanding of how the authors can manage climate induced habitat change.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Biodiversity
KW  - Climate change
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway design
KW  - Roadside flora
KW  - United Kingdom
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session131.pdf
UR  - https://trid.trb.org/view/1345928
ER  - 

TY  - CONF
AN  - 01558765
AU  - Nyman, David
AU  - Barbaro, Henry
AU  - North Carolina State University, Raleigh
TI  - MassHighway Guidance Handbook: Design of Bridges and Culverts for Wildlife Passage
SN  - 9780977809448
PY  - 2010
SP  - pp 283-298
AB  - The Massachusetts Highway Department (MassHighway) has jurisdiction over numerous roadway stream crossings. Existing bridges and culverts, as well as future structures, could potentially affect aquatic and terrestrial wildlife movement along the streams and riparian corridors. MassHighway considers it important to design new and replacement stream crossings to accommodate wildlife passage and prevent adverse impacts to important ecological systems. Therefore, MassHighway is developing guidance for its planning and design staff and consultants to address wildlife passage issues at new and replacement bridges and culverts and to comply with regulatory standards for stream crossings. The guidance handbook is a “work in progress” undergoing review and refinement in coordination with MassHighway staff and state and federal environmental resource agencies. The evolving guidance document addresses the following: (1) Criteria for Wildlife Passage: guidance on planning, selection, and design of new stream crossing structures and the reconstruction or replacement of existing bridges and culverts, with consideration of the needs for wildlife passage. (2) Applicable Regulatory Standards: an overview o f the rationale for integrating wildlife passage elements into the design of bridges and culverts, and a description of the state and federal regulatory framework for developing stream crossing structures that provide habitat connectivity, based on guidance issued in the Massachusetts River and Stream Crossing Standards (2006). (3) Design Approaches : examination of an array of design approaches for conveyance of flows at stream crossings, while accommodating the passage of wildlife. The approaches include the entire range from full aquatic and terrestrial passage, to flood conveyance only, with an emphasis on accommodation to the maximum extent practicable within applicable project constraints. Referenced techniques include clear-span structures, “stream simulation” design, other embedded culvert designs, baffled culverts, and associated upstream and downstream ancillary measures to enhance wildlife movement. The document is not an exhaustive technical reference, but introduces suitable measures and provides citations to technical reference materials for detailed design procedures. (4) Design and Implementation Constraints: identification of common constraints that apply to the development of bridge and culvert designs, particularly at replacement crossings, to enable collection of pertinent information for choosing a structure that would maximize wildlife passage, while addressing other critical design parameters such as flood control, right-of-way limitations, structural integrity, other regulatory requirements, and construction feasibility. (5)  Development and Design Process : explanation of how MassHighway integrates wildlife passage design into its process for project initiation, planning, development, and design. Project planners and designers will use this guidance in conjunction other standard MassHighway technical references to evaluate, select, and design stream crossings for conveyance capacity, structural integrity, and wildlife habitat continuity.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Bridge design
KW  - Culverts
KW  - Ecosystems
KW  - Environmental impacts
KW  - Floods
KW  - Habitat (Ecology)
KW  - Massachusetts Highway Department
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session212.pdf
UR  - https://trid.trb.org/view/1346317
ER  - 

TY  - CONF
AN  - 01558756
AU  - Patrick, David A
AU  - Gibbs, James P
AU  - Popescu, Dan Viorel
AU  - Nelson, Debra A
AU  - North Carolina State University, Raleigh
TI  - Multi-Scale Habitat-Resistance Models for Predicting Road Mortality “Hotspots” for Reptiles and Amphibians
.
SN  - 9780977809448
PY  - 2010
SP  - pp 661-674
AB  - As road networks and traffic volumes increase, road-effects on animal populations are becoming more prevalent. The authors goal was to identify herpetofaunal crossing hotspots on roads and to use this information to prioritize deployment of mitigation efforts. The authors focus was New York State where in a collaborative effort between ecologists and the New York State Department of Transportation, the authors synthesized available literature to predict patterns of habitat use by 10 species of herpetofauna. A geographic information system (GIS) was then used to develop habitat resistance-based models to predict hotspots of herpetofaunal abundance on roads. The authors developed three approaches for prioritizing model output for transportation planners: (1) Categorizing occurrence indices based on five quantities; (2) overlaying the arterial classification code (a measure of traffic intensity) over model outputs, and (3) using the contiguous length of road remaining within specified high occurrence index values. Models were evaluated using field data derived from road surveys. The authors models showed clear differences in the predicted occurrence of species of herpetofauna on roads depending on life-history strategies. Wide-ranging habitat generalists were predicted to have at least some probability of occurrence on most roads in the study area, for example the common snapping turtle, Chelydra serpentina, was predicted to occur on 98% of roads. Conversely, species with limited movement ranges and specific aquatic and terrestrial habitat had more limited distributions, for example the wood frog, Rana sylcatica, was predicted to occur on 43% of roads. Validation data indicated that models were effective tools for predicting occurrence of species with specialized habitat requirements, but that predictions for wide-ranging generalists were less accurate. These data also demonstrated that the use of quantities and the length of continuous hotspots were effective approaches to prioritizing the deployment of mitigation for habitat specialists, with higher densities of animals occurring where there was a higher occurrence index and in longer sections of continuous high occurrence. The authors modeling approach is an effective tool for identifying road-hotspots for herpetofauna, allowing predictions to be made over large spatial extents and with readily available data sources. The authors results suggest that effective mitigation for movement-limited habitat specialists may include spatially and/or temporally targeted approaches such as road-underpasses or temporary signage. For widespread generalist species it is extremely difficult to determine exact locations for mitigation, thus broader-scale approaches such as driver education are likely to be more effective.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - New York (State)
KW  - Road kill
KW  - Roadside fauna
KW  - Traffic volume
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session412.pdf
UR  - https://trid.trb.org/view/1347172
ER  - 

TY  - CONF
AN  - 01558754
AU  - Betsch, Julie K
AU  - Olimb, Sarah K F
AU  - Taylor, Dylan W
AU  - Williamson, Elizabeth R
AU  - North Carolina State University, Raleigh
TI  - A Summary of the Wildlife Linkage and Highway Safety Assessment: A Prioritization and Planning Tool for Western Montana
SN  - 9780977809448
PY  - 2010
SP  - pp 690-701
AB  - Protecting habitat connectivity for wildlife is a management imperative facing agencies and wildlife organizations across the United States. To maintain connectivity and improve highway safety across transportation routes in western Montana, American Wildlands conducted a rapid wildlife linkage and highway safety assessment. This analysis had two primary objectives: 1) to provide a planning tool to direct American Wildlands‘ conservation efforts for protection of habitat connectivity across transportation routes; and 2) to provide data and information useful to agencies and other conservation partners. This assessment used four criteria to identify priority areas: i) road kill concentration areas, ii) important wildlife linkage areas, iii) planned transportation projects, and iv) land ownership as an indicator of the likelihood of conservation success. To complete the analysis, kernel density estimation and percent volume contours were used to identify high concentration areas where there is a dual concern for wildlife and human safety based on elevated numbers of road kill. Additional geographic information system (GIS) data sets were used to further prioritize the potential priority areas. This process resulted in improved understanding of the road kill concentration areas in western Montana as well as a planning document which can be used by both public and private sector entities to improve local and regional planning and coordination. Critical to the success of this project was an engaged advisory group and a focus on delivery of the analysis results and products to the agencies and other partners. To ensure that advisory group members, representing their respective organizations, endorse and utilize the analysis results in their planning processes the authors actively encouraged and incorporated member input into the analysis process and data products. Delivery mechanisms (hard copy reports, GIS data, and web access) were agreed upon by the advisory group and are available with the final report. Continued collaborative efforts between public and private entities will be essential to ensure the appropriate level of conservation dollars and effort to meet protection needs in the identified priority areas. Since the western Montana study can be considered a pilot for a possible statewide initiative, the lessons learned may be used to create an improved product at the statewide level. Additionally, the authors propose this model be considered for application to other western states in need of a wildlife linkage and highway safety planning tool.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Cooperation
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Montana
KW  - Regional planning
KW  - Road kill
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session412.pdf
UR  - https://trid.trb.org/view/1347218
ER  - 

TY  - CONF
AN  - 01558753
AU  - Toledo, Zak
AU  - Sellers, Jennifer
AU  - Fletcher, William
AU  - Ryan, William
AU  - Igloria, Ronan
AU  - North Carolina State University, Raleigh
TI  - Oregon DOT Stormwater Treatment and Management Program: A Framework for Adapting to
Changing Pollutants, Regulations, and Practices
SN  - 9780977809448
PY  - 2010
SP  - pp 431-440
AB  - The purpose of the Oregon Department of Transportation (ODOT) Stormwater Management Program is to provide a framework that can support effective project delivery and adapt to rapidly changing water quality requirements. The Program provides guidance and technical support to planning, design, construction, and maintenance staff to help ODOT enhance project delivery by achieving compliance with state and federal laws and regulations, promoting species recovery, and improving Oregon‘s water quality Stormwater management has increased in complexity and importance for ODOT, the Federal Highway Administration (FHWA), and the natural resource agencies. In May 2006, ODOT, FHWA, the National Marine Fisheries Service (NMFS), Oregon Department of Environmental Quality (DEQ), the U.S. Fish and Wildlife Service (USFWS), the U.S. Environmental Protection Agency (EPA), and the Oregon Department of Fish and Wildlife (ODFW) embarked on a collaborative venture to promote improved management of stormwater, to ensure that all parties are in alignment on expectations for stormwater management, permitting requirements and to enhance streamlined permitting. The primary product of the effort of the multi-agency working group was Stormwater Treatment Guidance, incorporating the Best Management Practices (BMP) Selection Tool, which provides the framework for addressing highway project water resources issues. Technical guidance on stormwater was informed and guided by the results of comprehensive literature reviews. Discipline experts were also consulted during the development of the water quality and flow control (water quantity) design storm definitions. The final selections of the design storms and elements of the BMP Selection Tool were consensus decisions by ODOT, FHWA, and the natural resource agencies. The BMP Selection Tool focuses on selecting preferred (i.e., effective) BMPs for each pollutant of concern. It includes metrics and ratings for treatment effectiveness for pollutants of concern, site suitability and physical constraints, maintenance needs and constraints, and costs. In an attempt to address the issue of varying removal efficiencies reported in the literature, members of the development team agreed that treatment effectiveness be defined in terms of their "primary treatment mechanisms" (or "unit operations or processes") rather than by removal efficiency data reported for specific BMPs. A primary treatment mechanism is that which results in the removal or chemical breakdown of a given compound. The approach identifies a given treatment mechanism that effectively treats a specific target pollutant, and if a BMP employs that treatment mechanism, then by definition the BMP would be considered effective at treating for the pollutants of concern. Ratings of "high, medium, low" are used. The resulting program easily adapts to changing pollutants of concern, BMP technology, and science. If a new pollutant is identified, the response is easy – simply determine the primary treatment mechanism associated with the target pollutant and assign BMPs that operate via that mechanism. New BMPs can be added in much the same way. When "preferred" BMPs (ratings of "high") are selected for projects in the design stage, the resulting review and permit processing are streamlined.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Best practices
KW  - Environmental impacts
KW  - Oregon Department of Transportation
KW  - Pollutants
KW  - Project delivery
KW  - Regulations
KW  - Runoff
KW  - Water quality management
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session222.pdf
UR  - https://trid.trb.org/view/1346353
ER  - 

TY  - CONF
AN  - 01558752
AU  - Smith, Cyndi M
AU  - Pagnucco, Katie
AU  - Johnston, Barb
AU  - Paszkowski, Cynthia
AU  - Scrimgeour, Garry
AU  - North Carolina State University, Raleigh
TI  - Using Specialised Tunnels to Reduce Highway Mortality of Amphibians
SN  - 9780977809448
PY  - 2010
SP  - pp 583-591
AB  - Previous studies identified roads as a source of habitat fragmentation and mortality for amphibians in Waterton Lakes National Park, Alberta, Canada, thus reducing the effects of roads became an important management issue. Vehicle traffic resulted in appreciable mortality of the Linnet Lake population of long-toed salamanders when adult and juvenile animals moved between this breeding site and terrestrial habitats. Tiger salamanders, western toads and red-sided garter snakes have also been killed by vehicles at this location. In spring 2008, drift fences and pitfall traps were installed for about 500 m along both sides of the Entrance Road that runs parallel to Linnet Lake to intercept and capture migrating amphibians attempting to cross the road. Road surveys were conducted daily before dawn for animals that evaded the fencing. Captured long-toed salamanders were marked with visible implant elastomer so a population estimate could be derived using a mark-recapture method and so that individual movement could be detected. Four specialised tunnels (AT500, built by ACO Wildlife) were installed in summer 2008 to allow long-toed salamanders and other small animals to cross safely under the road. Each tunnel is a "box culvert" 600 mm wide x 520 mm high. Each 1-m pre-cast segment was made of polymer concrete with slots that allowed air, moisture and light into the tunnel, creating a hospitable environment for amphibians. Segments were fitted together to span the width of the road (12 m), and set in concrete. Distances between tunnels varied from 80 m to 110 m. Installation took about two weeks; half of each tunnel was installed, traffic re-routed until the concrete set, then the other half was installed. The authors installed remotely-triggered cameras at the roof of each tunnel entrance to record animal movements. Cameras were set to detect motion and also to record images at fixed time intervals. The authors continued monitoring the population, movement patterns, and use of tunnels in 2009. In 2008 the authors captured 445 long-toed salamanders; the population was estimated at 1492 ± 214 adults. The authors also captured 15 tiger salamanders and 21 western toads. Two percent of long-toed salamanders (i.e., 10 of 445 individuals) travelling to or from Linnet Lake died on the road in 2008. Cameras photographed long-toed and tiger salamanders, western toads, and a variety of small mammals using the tunnels from 28 August to November 2008. Relatively few amphibians used the tunnels in 2008, because drift fences were still directing animals into the pitfall traps, and trapped animals were transported across the road. In spring 2009, fences were re-constructed to direct animals to the mouth of the tunnels, with one pitfall trap at the end of each tunnel. To 9 June 2009, 107 long-toed salamanders, moving both to and from the lake, have successfully navigated through the tunnels. Most images of the authors preliminary observations suggest that installation of drift fences effectively reduced road mortality and that the installation of road tunnels provides an effective and safe route of travel for a diversity of animals including long-toed salamanders. Monitoring via trapping and cameras promises to produce a meaningful assessment of the use of tunnels by amphibians and their effectiveness in reducing road mortality in Waterton Lakes National Park.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Alberta (Canada)
KW  - Box culverts
KW  - Fences
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Road kill
KW  - Tunnels
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session233.pdf
UR  - https://trid.trb.org/view/1346989
ER  - 

TY  - CONF
AN  - 01558748
AU  - Giles, Randy
AU  - Golbek, Scott
AU  - Sullivan, Amanda
AU  - Wood, Jerry
AU  - North Carolina State University, Raleigh
TI  - Integrating Ecosystem Needs with Transportation Facility Design: Design Engineering Challenges of the I-90 Snoqualmie Pass East Project
SN  - 9780977809448
PY  - 2010
SP  - pp 675-689
AB  - The Washington State Department of Transportation‘s (WSDOT's) I-90 Snoqualmie Pass East Project (I-90 Project) presents unique engineering design challenges and constraints due to its location along a high mountain pass in Washington State‘s Central Cascades. The topography is one of mountainous peaks and valleys. These steep mountain slopes contain bedrock at varying depths that are subject to deep fissures and cracks with weakened slip planes, which when combined with high annual precipitation and freeze thaw conditions, makes them susceptible to landslides, debris flow, and avalanches. For the first six miles of the project area, I-90 runs along a narrow corridor between the shores of Keechelus Lake and steep cliffs. Since Keechelus Lake is used as an irrigation reservoir, WSDOT must be careful to not impact the lake storage volume. WSDOT must also design work around lake elevation levels that vary by approximately 80 feet, depending on irrigation needs and the annual snow pack. To mitigate lake storage impacts, WSDOT has a no-net loss agreement with the US Bureau of Reclamation (USBR). WSDOT will excavate materials from the lake, which will later be incorporated into the project, to allow for construction. WSDOT also researched historical lake level averages and designed around those variables. WSDOT has been conducting geotechnical drilling on the mountain slopes and in the lakebed to collect data to finalize roadway designs. Early results indicate that there are areas of stable rock and favorable sediment, while other areas contain soft frangible rock and liquefiable soil conditions. As a result, WSDOT altered engineering designs to include replacement stone columns, modified structure foundations, and elevated the road profile in the westbound direction. WSDOT has also committed to address the issue of ecological connectivity as a project need. I-90 has been identified as a physical barrier to the north-south movement of fish and wildlife. Wildlife attempting to cross over the interstate present a safety concern to motorists, and the barrier I-90 forms between upstream and downstream aquatic habitats affects fish passage and hydrologic processes. To meet ecological connectivity needs, WSDOT has worked with many agencies that manage land and resources in the project area to help identify target species, habitat needs, and project constraints. Data gained from these partnerships allowed WSDOT to design bridges and culverts that improve wildlife connections, stream channel migration, fish passage, and habitat designs. In addition, the engineering team has been testing various prototypes of wildlife exclusionary fencing, intended to redirect wildlife away from the interstate to crossing structures, in order to find a design that will withstand winter weather conditions and maintenance operations. Other general engineering challenges include designing the project around the area‘s extreme temperatures and heavy snowfall, which limits the construction season to approximately six months a year, and creating construction detour routes in the narrow project corridor. WSDOT plans to keep two lanes open in each direction during peak travel times as a commitment to the freight community and traveling public. The I-90 Project corridor topography, geology, weather, ecological connectivity commitments, and traffic constraints have presented challenges when trying to integrate transportation objectives with ecological needs. In order to achieve a balance in objectives, the project team will continue to work with other agencies to resolve environmental and design challenges.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Avalanches
KW  - Ecosystems
KW  - Geotechnical engineering
KW  - Habitat (Ecology)
KW  - Highway design
KW  - Landslides
KW  - Passes (Mountains)
KW  - Washington State Department of Transportation
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session412.pdf
UR  - https://trid.trb.org/view/1347173
ER  - 

TY  - CONF
AN  - 01558746
AU  - Eilerts, Bruce D
AU  - Nordhaugen, Siobhan E
AU  - North Carolina State University, Raleigh
TI  - Looking to the Future with Retrofit Options from Lesson Learned
SN  - 9780977809448
PY  - 2010
SP  - pp 25-29
AB  - A statewide inventory and evaluation is in process for existing structures having potential for being modified for usage by wildlife. Using lessons learned from the authors research involving wildlife connectivity and  related reduction of wildlife/vehicle collisions, the authors would apply effective retrofit options in areas that may not be slated for immediate extensive upgrades. Many of these solutions are inexpensive and simple. On a segment of roadway that has a high number of recorded road kill, a targeted retrofit can provide huge safety benefits without a large financial commitment. Several of these cost saving remedies will be discussed. For example, a simple low cost alternative to removing existing right of way fencing and replacing it with traditional elk proof fencing involves the use of fence extensions. By way of another example, utilizing the topography in an area to create slope jump-outs for elk eliminates the necessity of building an actual structure. In times of budgetary constraints, such practices offer an inexpensive means of increasing safety and promoting environmental stewardship
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Arizona
KW  - Benefit cost analysis
KW  - Crashes
KW  - Fences
KW  - Highway safety
KW  - Retrofitting
KW  - Road kill
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session120.pdf
UR  - https://trid.trb.org/view/1345924
ER  - 

TY  - CONF
AN  - 01558741
AU  - Boyles, Stephanie L
AU  - Savitzky, Barbara A
AU  - North Carolina State University, Raleigh
TI  - An Analysis of the Efficacy and Comparative Costs of Using Flow Devices to Resolve Conflicts with North American Beavers Along Roadways in the Coastal Plain of Virginia
SN  - 9780977809448
PY  - 2010
SP  - pp 640-646
AB  - Road damage caused by beavers is a costly problem for transportation departments in the U.S. Population control and dam destruction are the most widely used methods to reduce road damage caused by beavers, but the benefits of such measures in some situations are often very short-term. At chronic damage sites, it may be more effective and cost-beneficial to use flow devices to protect road structures and critical areas adjacent to roads. To determine the potential benefits of using flow devices at chronic beaver damage sites, from June 2004 to March 2006 the authors installed 40 flow devices at 21 sites identified by transportation department personnel as chronic damage sites in Virginia’s Coastal Plain. Following installations, study sites were monitored to determine flow device performance and any required maintenance and repairs. Between March 2006 and August 2007, transportation department personnel were surveyed to collect data on flow device efficacy and comparative costs. As of August 2007, transportation department personnel indicated that 39 of the 40 flow devices installed were functioning properly and meeting management objectives. The costs to install and maintain flow devices were significantly lower than preventative road maintenance, damage repairs, and/or population control costs at these sites prior to flow device installations. Prior to flow device installations, the transportation department saved $0.39 for every $1.00 spent per year on preventative maintenance, road repairs, and beaver population control. Following flow device installations, the transportation department saved $8.37 for every $1.00 spent to install, monitor, and maintain flow devices. Given the demonstrated low costs to build and maintain flow devices, transportation agencies may substantially reduce road maintenance costs by installing and maintaining flow devices at chronic beaver damage sites.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Dams
KW  - Data collection
KW  - Highway maintenance
KW  - Preventive maintenance
KW  - Repairing
KW  - Virginia
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session411.pdf
UR  - https://trid.trb.org/view/1347166
ER  - 

TY  - CONF
AN  - 01558739
AU  - Sielecki, Leonard E
AU  - Puky, Miklós
AU  - North Carolina State University, Raleigh
TI  - Managing an Unpredicted and Unexpected Large Scale Amphibian Migration: Applying Hungarian Experience and Knowledge to Protect Western Toads on a British Columbia Highway
SN  - 9780977809448
PY  - 2010
SP  - pp 728-741
AB  - The plight of amphibians globally is becoming increasingly serious as the adverse impacts to their natural habitats caused by human development are being recognized. Throughout Europe and North America, formerly widespread indigenous amphibian species are becoming increasingly less common. The spatial distributions of some species, once considered ubiquitous throughout large regions of these continents, are becoming limited to progressively smaller and more isolated geographic areas. Where once, large expanses of undisturbed natural environments enabled amphibian populations to remain stable, human activities have resulted in extensive habitat fragmentation and reduced genetic diversity. The elimination of migratory routes between remaining habitats critical for the life cycle stages of amphibians has raised the significance of mitigating the impact of transportation corridors. While large mammals, such as deer, moose and elk have both the physical size and speed to avoid motor vehicles and trains; small, slow moving amphibians are completely vulnerable when attempting to cross transportation corridors. Large mammals can be protected from transportation corridors by the installation of wildlife exclusion fencing and critical habitat connectivity can be maintained to some degree by the construction of engineered crossing structures. Protecting amphibians is a more complicated task due to the greater number of species and their significantly wider range of physical sizes, movement patterns and life cycle characteristics. Consequently, species of amphibians co-existing in the same environments fragmented by transportation corridors may need a diverse range of mitigation strategies in order to survive. However, geographically distinct species from the same genus, with similar characteristics, such as physical size, migration radius, and migration patterns, may be protected with the same types of mitigation measures. In such cases, knowledge and experience collected while protecting a specific amphibian genus on one continent can effectively be used to protect the same genus on another continent. In August, 2007, the British Columbia Ministry of Transportation (BCMoT) was notified of an unpredicted and unexpected, large scale migration of Western toads (Bufo boreas) occurring across a major highway on Vancouver Island in British Columbia, Canada. Although extensive wildlife assessments conducted prior to the design and construction of the highway did not identify the potential for Western toads, an estimated one million toadlets were discovered converging on the highway. The migration was successfully managed in part with expertise developed by researchers at the Hungarian Danube Research Station of the Institute of Ecology and Botany of the Hungarian Academy of Sciences working to protect the same genus in Hungary. Temporary amphibian fencing was immediately installed and a collection system was developed. Approximately 950,000 toadlets were successfully recovered and transported across the highway. As a result of the migration, BCMoT developed a wildlife migration response protocol and initiated Western toad monitoring in the area. Similar migration events, with the same and other amphibian species, have the potential to occur at other locations in Europe and North America. The collection and dissemination of best practices can promote and facilitate the expedient use of existing experience and knowledge developed to protect amphibians on either continent.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal migrations
KW  - Best practices
KW  - Environmental impacts
KW  - Europe
KW  - Frogs (Amphibians)
KW  - Habitat (Ecology)
KW  - Hungary
KW  - North America
KW  - Transportation corridors
KW  - Vancouver Island
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session421.pdf.
UR  - https://trid.trb.org/view/1347221
ER  - 

TY  - CONF
AN  - 01558734
AU  - Van der Grift, Edgar
AU  - Ottburg, Fabrice
AU  - Snep, Robbert
AU  - North Carolina State University, Raleigh
TI  - Monitoring Wildlife Overpass Use by Amphibians: Do Artificially Maintained Humid Conditions Enhance Crossing Rates?
SN  - 9780977809448
PY  - 2010
SP  - pp 341-347
AB  - In the Netherlands wildlife overpass “Groene Woud” is one of the first that aims to provide habitat connectivity for amphibians. In both the design and management of the overpass much attention has been given to create optimal humid conditions for amphibians, including a chain of small pools across the overpass and its access ramps. The question the authors addressed is if the measures significantly improve the use of the overpass by amphibians. The authors monitored amphibians 1-2 times a week at the overpass and in the direct surroundings for three years (2006-2008). The authors analyzed the impact of the overpass adaptations on amphibian use by comparing amphibian numbers in the wetland zone on the overpass with amphibian numbers in the dry zone on the overpass. The authors found that, depending on general weather conditions, the adaptations to maintain a humid environment on the overpass and its ramps significantly improve overpass use by amphibians. As a result wildlife overpasses with special adaptations as implemented at the Groene Woud overpass may become an alternative, and less costly, measure than elevating roads to restore habitat connectivity for semi-aquatic species in wetland areas.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Habitat (Ecology)
KW  - Humidity control
KW  - Netherlands
KW  - Overpasses
KW  - Ramps
KW  - Weather conditions
KW  - Wetlands
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session213.pdf
UR  - https://trid.trb.org/view/1346326
ER  - 

TY  - CONF
AN  - 01558732
AU  - Hardy, Amanda
AU  - Wambach, Deb
AU  - North Carolina State University, Raleigh
TI  - Developing and Piloting an Eco-Logical Approach to Transportation Project Delivery in Montana
SN  - 9780977809448
PY  - 2010
SP  - pp 786-800
AB  - The recent federal guidance entitled "Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects", encourages agencies to strategically and cooperatively target ecosystem-based mitigation toward regional conservation priorities, early in the project planning and review process, thereby prioritizing resource allocation and potentially fulfilling regulatory obligations in advance of final design and construction, thus reducing costly delays in project delivery. Eco-Logical defines ecosystem-based mitigation as “the process of restoring, creating, enhancing, and preserving habitat and other ecosystem features in conjunction with or in advance of projects in areas where environmental needs and the potential environmental contributions have been determined to be greatest.” (Brown 2006) When ecosystem-based mitigation is accomplished early in the planning of infrastructure projects, agencies capitalize on meaningful conservation priorities and opportunities that may be vanishing or becoming prohibitively expensive over time, increasing the cost-effectiveness of the mitigation investments. Simultaneously, advanced mitigation planning can be targeted to fulfill regulatory requirements to avoid costly permitting delays in project development and delivery. Building on the guidance compiled in Eco-Logical, an interagency group in Montana created the "Integrated Transportation and Ecosystem Enhancements for Montana" (ITEEM) process. The broad objective of the ITEEM process is to streamline transportation program delivery while applying more effective ecosystem conservation. More specifically, the goal of the ITEEM process is to collaboratively identify information, issues and opportunities that will be useful in developing alternatives for offsetting adverse impacts associated with multiple transportation projects within a given region. These goals were developed based on the following desired outcomes: (1) Conservation: Protection of larger scale, multi-resource ecosystems; (2) Connectivity: Enhanced or restored habitat connectivity and reduced habitat fragmentation; (3) Early Involvement: Early identification of transportation and ecological issues and opportunities; (4) Cost Efficiency: Making the best use of transportation program funding by focusing mitigation efforts where they would be most effective; (5) Cooperation: Finding solution s acceptable to all participating agencies; (6) Predictability: Knowledge that commitments made early in the planning process by all agencies will be honored – that the planning and conservation agreements, results, and outcomes will occur as agreed; (7) and Transparency: Better stakeholder involvement to establish credibility, build trust, and streamline infrastructure planning and development. Concluding with the unfolding story of the pilot study progress to date, successes and lessons learned of the pilot study will be discussed. It is hoped that this case study provides encouragement and insights to help others develop their own ecosystem approach to streamline transportation project delivery while mitigating adverse impacts where the conservation efforts are most needed.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Conservation
KW  - Ecosystems
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Montana
KW  - Preservation
KW  - Project delivery
KW  - Regional planning
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session422.pdf
UR  - https://trid.trb.org/view/1347272
ER  - 

TY  - CONF
AN  - 01558716
AU  - Demich, Gary F
AU  - North Carolina State University, Raleigh
TI  - 'Sustainable Highway Construction' is Not an Oxymoron
SN  - 9780977809448
PY  - 2010
SP  - pp 752-762
AB  - Sustainable highway construction means applying a broad range of industry-leading sustainable transportation engineering design elements to a major highway project. Building "Green" has become a well-known sustainability concept for office buildings, homes and even manufacturing plants, but it is in its infancy in the highway design and construction industry. "Zero Waste" has become a well-known sustainability concept in the retail product manufacturing industry, but is essentially unheard of for major highway construction projects. This presentation describes a planning and design tool for improving the sustainability of highway projects and an example of its practical application for a proposed 7-mile, $700 million project, the Mid-Currituck Crossing. This will be a Finance-Design-Build-Operate-Maintain major new bridge and highway project for the North Carolina Turnpike Authority (NCTA). NCTA identified a "Waste Free" goal for the entire project, including demolition and construction debris. H. W. Lochner, Inc. has developed an easy-to-apply yet effective Sustainable Transportation Environmental & Engineering Design tool (STEED) to help ensure proper consideration of each of the three components of sustainability: Social, Environmental and Economic, in highway projects of all sizes. Elements of this tool will be presented including their practical application to the Mid-Currituck project. The Mid-Currituck Crossing is expected to be the first major bridge and roadway project to incorporate a broad range of sustainability elements including waste-free goals. It is anticipated that a successful project here will advance the rate of incorporation of sustainability in other transportation construction projects regardless of mode. The number of people living and recreating on the Outer Banks of North Carolina has reached the point where it is no longer possible to conduct a hurricane clearance within North Carolina's maximum standard 18-hour time period. Estimated clearance times for 2004 were nearly 26 hours and would increase to 36 hours by 2045 if nothing were done. The only feasible alternative for providing adequate hurricane clearance capabilities is to build a new corridor to the mainland and improve the capacity of adjacent highways near each end. The NCTA included industry-leading goals in its Request for Proposal. Among them: (1) Adapting the design to include climate change impacts over a 100-year life. (2) Stormwater containment and treatment, including bridge stormwater for a four-mile bridge. (3) Elimination of any off site requirement for wasting of material. (4) Use of recycled materials. (5) Permeable pavements in parking and/or sidewalk situations. (6) Low energy use lighting and non-carbon producing power sources. Potential Waste Free activities being considered that are atypical of new highway construction projects include: (1) Deconstruction of existing facilities for materials reuse rather than typical "wrecking-ball and haul" disposal methods. (2) Reuse/recycling of existing materials from the jobsite on the project, including existing concrete driveway paving, foundations and septic tanks, existing asphalt paving, and uncontaminated wood. (3) Identification of already-existing off-site recycled materials that are stockpiled locally for incorporation into the project. The anticipated results will be a clear demonstration that, in addition to being the right thing to do for future generations, it is financially feasible to incorporate industry-leading levels of sustainable design and operations elements into highway construction projects.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Climate change
KW  - Economics
KW  - Environmental impacts
KW  - Evacuation
KW  - Highway design
KW  - Hurricanes
KW  - Outer Banks (North Carolina)
KW  - Road construction
KW  - Sustainable transportation
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session421.pdf
UR  - https://trid.trb.org/view/1347259
ER  - 

TY  - CONF
AN  - 01558715
AU  - Berg, Joe
AU  - Underwood, Keith
AU  - North Carolina State University, Raleigh
TI  - Regenerative Stormwater Conveyance (RSC) as an Integrated Approach to Sustainable Stormwater Planning on Linear Projects
SN  - 9780977809448
PY  - 2010
SP  - pp 428-430
AB  - Stormwater conveyance practices are grounded in industrial design that neglects integration with system processes, economics, and aesthetics. As a result, the greater volume of runoff from impervious surfaces, coupled with smooth and hardened conveyance systems (e.g., pipes and trapezoidal concrete channels), magnifies and transfers energies to the discharge or outfall. Conventional stormwater outfalls cause erosion, conveyance structures fail, stream channels are degraded, in-stream sedimentation increases the influence of localized erosion upstream and downstream of the outfall, and an increasing spiral of degradation results. Local governments are forced to spend scare public funds on remediation measures. Alternatively, the technique of using stream restoration techniques to create a dependable open channel conveyance with pools and riffle-weir grade controls is a regenerative design since the use of these elements result in a system of physical features, chemical processes, and biological mechanisms that can have dramatic positive feedback effects on the ecology of a drainage area. This approach results in the delivery of low energy storm water discharge, potential volume loss through infiltration and seepage, increased temporary water storage, restoration of lowered groundwater, increases in vernal pool wetland area, improved water quality treatment, improvements in local micro-habitat diversity, and provides a significant aesthetic value. These projects are generally a win-win-win arrangement, as conventional construction practices and materials are more expensive, conventional conveyance provides no environmental benefits and are more difficult to permit, and people generally enjoy the aesthetics associated with a well vegetated channel form when compared to the conventional conveyance alternative.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Drainage
KW  - Ecology
KW  - Erosion
KW  - Habitat (Ecology)
KW  - Infiltration
KW  - Runoff
KW  - Sedimentation
KW  - Seepage
KW  - Wetlands
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session222.pdf
UR  - https://trid.trb.org/view/1346343
ER  - 

TY  - CONF
AN  - 01558707
AU  - Ruediger, William (Bill) C
AU  - Wall, Ken
AU  - Wall, Robin
AU  - North Carolina State University, Raleigh
TI  - New Concepts in Wildlife Habitat Linkage Assessments to Focus Mitigation Measures and Reduce Wildlife Crossing Costs
SN  - 9780977809448
PY  - 2010
SP  - pp 348-362
AB  - One of the greatest concerns State Departments of Transportation (DOT‟s) have is that wildlife mitigation costs will exceed available funds, or that mitigation costs will outweigh the benefits to wildlife and cannot be justified to the public or DOT Commissions. The process the authors describe has been used successfully in Utah and Idaho as part of wildlife habitat linkage assessment and has the potential to substantially reduce wildlife mitigation costs while providing recommendations for effective wildlife crossing structures. It has also been used to “negotiate” solutions to wildlife mitigation on highways where State DOT‟s, resource agencies and/or citizen groups disagree on appropriate mitigation measures. As with the wildlife habitat linkage process, the prioritization of the linkages is an interagency and interdisciplinary decision process. Both processes rely on DOT engineers and resource agency professionals as well as “hands-on” employees such as highway maintenance personnel. The processes also rely on state-of-the-art geographic information system (GIS) data to facilitate decision-making, including road-kill, vegetation, terrain, wildlife habitat and other data. Results in Utah and Idaho suggest that a relatively small proportion of highways rank “high priority” where the highest dollar investments for wildlife mitigation are warranted. Preliminary use of the wildlife habitat prioritization process suggest that a majority of highway mileage will rate out as “no priority” which suggests that transportation and resource agencies agree minimal mitigation measures are appropriate. The entire wildlife habitat linkage assessment and prioritization process took one day per DOT Region in Idaho (approximately 1,200 to 1,700 miles of highway per Region per day). Recommendations for size, type and number of wildlife crossings were made on an interagency and interdisciplinary basis in a matter of days or weeks for US 6 and I-70 in Utah.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Costs
KW  - Decision making
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Idaho
KW  - Road kill
KW  - State departments of transportation
KW  - Transportation planning
KW  - Utah
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1346327
ER  - 

TY  - CONF
AN  - 01558705
AU  - Thompson, Arthur R
AU  - Krohn, Alison
AU  - Poe, Ronald
AU  - Veys, Cynthia
AU  - Wienhold, Carol
AU  - North Carolina State University, Raleigh
TI  - Nebraska Department of Roads Plan for the Roadside Environment
SN  - 9780977809448
PY  - 2010
SP  - pp 251-267
AB  - Changing Nebraska Department of Toad's (NDOR’s) established landscaping approach from primarily beautification into a more ecologically-based program was desired in order to provide more durable and sustainable roadsides. The Plan for the Roadside Environment was created to promote development of roadside landscaping and mitigation designs that use native plant materials and to provide a common base of information for administration and staff. Selecting plant species that are adapted to the varying climatic and physical conditions across the state improves the survivorship of the plantings. The content of the Plan includes the Nebraska Landscape Regions Map, which provides a visual representation of the climate, soils, and ecosystem variability with in the six identified regions. For each of the six individual landscape regions, the Plan contains maps that summarize a variety of ecosystem information, as well as corridor classifications for each highway in the region. Descriptions of each region’s characteristics include components such as hydrology, climate, plant communities, and soils, along with sociological components such as history, land use and economic features. A list of plant species native to the area (grasses, wildflowers, woody shrubs and trees) that are known to do well in the region is included for each region. Additional components include five Roadway Corridor types for the state, which are defined and classified based upon their location, capacity, and traffic characteristics. Landscaping objectives were developed for each roadway corridor type to support the goals of safety, operation, maintenance, and improved environmental quality of the roadway corridors. Implementation of the Plan will include roadside environment consultation and review at the earliest stages of a project's development. During alignment selection, project scheduling, and design reviews, the elements important to the project's landscape region will be discussed and incorporated for best design development. The Plan integrates ecosystem information with highway design, safety, operation and maintenance needs, and presents that information for a broad internal and external audience. The Plan presents a process to establish roadsides that can 1) better overcome the disturbances of construction; 2) withstand the rigors of the Nebraska climate; and 3) perform the landscaping objectives that contribute to safe and sustainable roadsides while complementing the surrounding landscape
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Ecosystems
KW  - Environmental impacts
KW  - Landscape design
KW  - Nebraska
KW  - Regional planning
KW  - Roadside flora
KW  - Roadside improvement
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session211.pdf
UR  - https://trid.trb.org/view/1346182
ER  - 

TY  - CONF
AN  - 01558701
AU  - Horton, Michael
AU  - North Carolina State University, Raleigh
TI  - Endangered Species Act Section 7 Consultation and the US Fish and Wildlife Service‟s Information,
Planning, and Consultation (IPaC) System
SN  - 9780977809448
PY  - 2010
SP  - pp 141-142
AB  - Section 7(a)(2) of the Endangered Species Act requires Federal agencies (and their applicants) to consult with the Fish and Wildlife Service regarding any actions to be authorized, funded, or carried out that may affect listed species or designated critical habitat. One of the mo st effective methods of streamlining the consultation process and reducing the need for project modifications is for action agencies, applicants, and the Service to engage in early coordination during the project design phase to develop methods of integrating proposed activities with the conservation needs of listed species. The Service is currently developing an internet-based information, planning, and consultation system, the IPaC system, that can be used to obtain natural resource information screen out projects that will not affect listed species, construct needed consultation documents, complete the requirements of informal section 7 consultation, expedite formal section 7 consultation, and better integrate section 7 consultation with action agencies’ other environmental review processes, such as National Environmental Policy Act (NEPA). System development is currently supported by the Department of Homeland Security through Customs and Border Protection. The first phase of IPaC is currently being tested and employed along the Mexico border for Customs and Border Protection activities.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Endangered species
KW  - Endangered Species Act
KW  - Environmental design
KW  - Environmental impacts
KW  - Environmental streamlining
KW  - Habitat (Ecology)
KW  - Project management
KW  - Transportation planning
KW  - U.S. Fish and Wildlife Service
KW  - Websites (Information retrieval)
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session141.pdf
UR  - https://trid.trb.org/view/1345948
ER  - 

TY  - CONF
AN  - 01558697
AU  - Kintsch, Julia
AU  - Bailey, Connor
AU  - North Carolina State University, Raleigh
TI  - Are We There Yet? A Case for Spatially Explicit Linkage Modeling for Integrative Conservation Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 333-340
AB  - While a number of states have completed statewide connectivity mapping to identify landscape-scale linkages, the level of detail involved in such mapping varies greatly from state to state. A few states, such as Arizona, have conducted detailed modeling process from the outset of their linkage assessment processes. More typical is the example of states like Colorado, where broad linkage arrows representing connections across the landscape were identified, but without defined spatial extents, or that of New Mexico and Utah, where stretches of highway with pronounced wildlife conflicts were identified, but without consideration for the broader landscape linkage. These connectivity assessments are an important first step; however, without refined linkage modeling, these broad-scale assessments are not sufficiently detailed for integration into project-level transportation planning, county zoning, or public lands management. The authors sought to fill this gap in Colorado by conducting in-depth linkage modeling to give defined spatial extents to wildlife linkages identified in the statewide connectivity assessment. The authors adapted the Corridor Design methodology-a freeware geographic information system (GIS) tool developed by researchers at Northern Arizona University--for this purpose. The ArcGIS tool encompasses a series of spatial analyses that walk the user through steps to define suitable habitat for target species, identify core areas, map the optimal corridors between core areas. The authors team made several adjustments to the standard Corridor Design methodology to better address the needs and concerns. These adaptations include mapping key habitat rather than protected lands to define core habitat; reconsidering linkage width as a gradation of „costs‟ for animals moving across the landscape rather than delimiting a „biologically best corridor‟; and instead of assuming that all portions of the linkage are equally important for all specie s considered in the linkage area by merging single-species linkages to create a single multi-species linkage at a given location, the authors encourage planners to review linkages both individually as well as overlaid with one another. The resulting models allow consideration of connectivity needs on a species-by-species basis, while also evaluating how mitigation can be designed for the greatest benefit to multiple species. This modeling effort resulted in spatially-explicit wildlife linkage data for seven species of greatest conservation need and other species of management concern to the Colorado Division of Wildlife. These data have numerous applications in protecting and restoring habitat connections for wildlife, particularly as wildlife seek to adapt to climate changes and ecosystem shifts. Current applications for the linkage models include, targeting wildlife concerns in transportation project planning and design, including the Interstate 70 highway reconstruction project; county-level zoning and transportation planning; and identifying areas of concern for the Western Governors‟ Association's Wildlife Corridors Initiative and the Western Renewable Energy Zones Initiative.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Arizona
KW  - Climate change
KW  - Colorado
KW  - Ecosystems
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - New Mexico
KW  - Transportation planning
KW  - Utah
KW  - Wildlife
KW  - Zoning
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session213.pdf
UR  - https://trid.trb.org/view/1346325
ER  - 

TY  - CONF
AN  - 01558696
AU  - Osowski, Sharon L
AU  - Danielson, Jeff
AU  - Schwelling, Steve
AU  - German, Duane
AU  - Gilbert, Steve
AU  - Lueckenhoff, Dominique
AU  - Parrish, David
AU  - Ludeke, A Kim
AU  - Bergan, Jim
AU  - North Carolina State University, Raleigh
TI  - Texas Ecological Assessment Protocol (TEAP): Eco-Logical information for Transportation Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 801-811
AB  - Texas Environmental Resource Stewards (TERS) was established to seek greater federal and state interagency collaboration particularly regarding transportation issues. TERS agencies agreed to (1) develop a scientifically valid, ecosystem prioritization protocol for Texas; (2) apply this protocol to existing, available data using geographic information system (GIS); and (3) demonstrate the protocol to identify areas of highest ecological importance in Texas. TEAP evaluates the following three ecological criteria: (1) Diversity: What areas have the most diverse land cover? (2) Rarity: What areas have the highest number of rare species and land cover types? (3) Sustainability: What areas can sustain ecosystems now and in the future? These three layers were combined into a composite map that shows where ecologically important areas occur in Texas. Most of the ecologically important (1%, 10%) areas are located in Chihuahuan Desert Basin and Range, Stockton Plateau, and Rio Grande Plain ecoregions. Other areas that have high or moderately high ecologically important areas are the Edwards Plateau and the southern portion of the Mid Coastal Plains Western Section. Conversely, the most threatened areas are in the Blackland Prairies, Oak Woods and Prairies, Central Gulf Prairies and Marshes, and Louisiana/Eastern Gulf Prairies and Marshes ecoregions which TEAP indicates have the least sustainable ecological areas. The Nature Conservancy (The Conservancy) performed an independent accuracy assessment on the TEAP comparing the composite scores and The Conservancy portfolio sites. This assessment that showed that those areas ranked as highly important ecologically by TEAP corresponded to areas identified as very ecologically important in The Conservancy portfolio. The results of TEAP provide a tool for use in project planning and for reducing very large corridors to more manageable areas for more detailed field investigation. Identification of ecologically important areas in each ecoregion can be used as a tool to support ecosystem-driven mitigation sequencing (avoidance of impacts, minimization, and then compensation) and conservation planning throughout the state. TEAP can also be used to find high quality habitat remnants in all ecoregions in Texas. The TEAP is intended to be a supplemental tool for agency use, not to circumvent or replace agency policies, processes, or regulations.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Biodiversity
KW  - Conservation
KW  - Ecosystems
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Policy analysis
KW  - Sustainable development
KW  - Texas
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session422.pdf
UR  - https://trid.trb.org/view/1347273
ER  - 

TY  - CONF
AN  - 01558695
AU  - Sawaya, Michael A
AU  - Clevenger, Anthony P
AU  - North Carolina State University, Raleigh
TI  - Using Noninvasive Genetic Sampling Methods to Assess the Value of Wildlife Crossings for Black and Grizzly Bear Populations in Banff National Park, Alberta, Canada
SN  - 9780977809448
PY  - 2010
SP  - pp 702-715
AB  - The section of the Trans-Canada Highway (TCH) that bisects Banff National Park, Alberta supports the highest volume of traffic of any road in the North American national park system and is also the location of one of the most extensively-studied systems of wildlife crossing structures in the world. Wide-ranging carnivores, such as grizzly (Ursus arctos) and black bears (U. americanus), are vulnerable to road mortality and habitat fragmentation caused by roads such as the TCH. In order to mitigate these negative impacts on wildlife, 23 crossing structures have been constructed across the TCH. Over twelve years of intensive study of these wildlife crossings has shown they reduce mortality and maintain wildlife movements. Track pads have recorded both bear species crossing the TCH on 1764 occasions, but the number of different individuals using the crossings, their genders and the demographic and genetic benefits of the crossings for populations remain unknown. In 2004 and 2005, a pilot study was conducted at two of the crossing structures to evaluate the feasibility of using a barbed wire hair-sampling system to determine the number of individual male and female grizzly and black bears using the wildlife crossings. Based on the results of that pilot study, a three-year research project was initiated in 2006 to assess the conservation value of wildlife crossing structures for grizzly and black bear populations in the Bow Valley of Banff National Park. The hair sampling system was installed at 21 of 23 of the crossing structures to determine the total number of male and female bears using the crossings and the populations of grizzly and black bears in the Bow Valley surrounding the TCH were also sampled using a combination of hair snares and rub tree surveys. The genetic information derived from the hair samples will be used to: assess the effectiveness of different types of crossing structures, estimate the population sizes for both bear species in the Bow Valley, calculate the proportion of the population using the crossings and quantify the level of movement and gene flow across the TCH. This paper highlights some results from the authors 3-year evaluation of the demographic and genetic benefits of wildlife crossings for bear populations in Banff National Park. All three (3) of the noninvasive genetic sampling methods that the authors used proved successful at obtaining individual ID‘s and genders. In 2006, 11 grizzly bears (4 females, 7 males) and 11 black bears (5 females, 6 females) were identified from the samples collected at the crossing structures and 40 black bears (16 males, 24 females) and 63 grizzly bears (37 males, 26 females) were identified from the samples collected from the hair snares and rub trees. A total of 17% (n=11) of all grizzly bears and 25% (n=11) of all black bears were identified using the crossings. The conservation value of wildlife crossings must be assessed at the population level so that biologists and engineers can make informed decisions regarding the incorporation of wildlife overpasses and underpasses in transportation systems.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Banff National Park
KW  - Data collection
KW  - Demographics
KW  - Gender
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Population movements
KW  - Road kill
KW  - Trans Canada Highway
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session412.pdf
UR  - https://trid.trb.org/view/1347219
ER  - 

TY  - CONF
AN  - 01558690
AU  - Gartshore, Geoffrey
AU  - Thompson, Gillian
AU  - Harrington, Alex
AU  - Cox, Charlotte
AU  - Scott, Martin
AU  - Craig, Brian
AU  - Jongerden, Paula
AU  - Levick, Rick
AU  - North Carolina State University, Raleigh
TI  - Long Point World Biosphere Reserve Causeway Improvement Plan, Port Rowan Ontario: Benefits for Wildlife Movement, Species at Risk, Traffic and Pedestrian Safety
SN  - 9780977809448
PY  - 2010
SP  - pp 30-46
AB  - The Long Point World Biosphere Reserve (LPBR), located on the north shore of Lake Erie in the Province of Ontario, is one of Canada‟s most significant regions for herpetofauna. The Big Creek National Wildlife Area, within the LPBR, is a wetland refuge for animals in a fragmented landscape. The wetlands provide ha bitat for Species at Risk in Canada including the endangered Spotted Turtle (Clemmys guttata), and the Threatened Blanding‟s Turtle (Emydoidea blandingii) and Eastern Fox Snake (Elaphe vulpina gloydi), and federally and provincially designated Species of Concern such as the Map Turtle (Graptemys geographica geographica) and Eastern Milk Snake (Lampropeltis triangulum triangulum). The Long Point causeway is a vital community and recreational link that connects the mainland to the cottage community on Long Point. Constructed in 1927, the causeway disrupted natural hydrological processes and impeded wildlife movement between the wetlands and Long Point Inner Bay. The causeway is rated one of the fifth highest turtle mortality zones in the world, and has been responsible for over 10,000 wildlife mortalities in one year (including amphibians). The Long Point World Biosphere Reserve Foundation leads a multi-agency and NGO Steering Committee with the objectives of reducing wildlife road mortality, restoring hydrological connections, providing for safe wildlife movement between Big Creek Marsh and Inner Bay, and providing improved traffic and pedestrian safety. Ecoplans Limited, a Canadian Environmental consulting company with expertise in road ecology, was contracted to develop practical short and long term solutions to address the above-noted objectives. Ecoplans Limited worked closely with the Steering Committee to assess existing research on target wildlife species and movements, solicit public and stakeholder feedback, and prepare a recommended Causeway Improvement Plan that was presented to the public in 2008 (see www.longpointcauseway.com). The Causeway Improvement Plan embodies the following key elements: 1) provide an ecopassage system (culverts/bridges and funnel walls) to provide safe wildlife movement across the causeway; 2) re-establish the hydrological connection between the marsh and the Inner Bay; 3) provide supplementary turtle nesting habitat; 4) provide a safer roadway cross-section (and trail opportunities) for both local residents and visitors to the wetland; 5) provide signage to raise public awareness; 6) calm traffic; 7) provide temporary measures; and 8) monitoring. Temporary measures were implemented in 2008 until funding is available to implement the remaining stages of the project (Class Environmental Assessment, Detailed Design, and Construction). These included installation of temporary silt fencing to restrict the movement of animals onto the road and an associated monitoring program, turtle habitat enhancement work, and a vigorous public awareness campaign including mobile/active road signage and display boards. Preliminary road mortality monitoring results indicate a decrease in the number of animals killed on the causeway in summer/fall 2008. The results from current monitoring of wildlife activity associated with the silt fencing will be utilized in the permanent mitigation strategy. Public interest in the recommended Improvement Plan has been strong to date. Once the causeway upgrading is completed, monitoring of the mitigation measures will be a key benefit to ongoing road ecology research throughout the world.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Causeways
KW  - Endangered species
KW  - Habitat (Ecology)
KW  - Lake Erie
KW  - Long Point World Biosphere Reserve
KW  - Ontario (Province)
KW  - Pedestrian safety
KW  - Road kill
KW  - Traffic safety
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session120.pdf
UR  - https://trid.trb.org/view/1345925
ER  - 

TY  - CONF
AN  - 01558688
AU  - Pettler, Amy
AU  - Penrod, Kristeen
AU  - Winters, Karin
AU  - Erickson, Gregg
AU  - North Carolina State University, Raleigh
TI  - California Essential Habitat Connectivity Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 239-244
AB  - SAFETEA-LU (Safe, Accountable, Flexible, Efficient, Transportation Equity Act – A Legacy for Users) section 6001 (Metropolitan Transportation Planning) more specifically referred to as Title 23CFR 450.316 and 450.322 addresses consultation and cooperation requirements between State and regional Metropolitan Transportation Planning organizations (MPOs) and contains the requirement to discuss potential environmental mitigation activities in Regional Transportation Plans (RTP). To implement these sections of the Act, transportation planners and MPOs need appropriate data to effectively incorporate natural resource planning into transportation plans. The California Essential Habitat Connectivity Project developed a model to delineate natural landscape blocks and essential connectivity areas for habitat and wildlife throughout the state of California that will provide a vital data set at an appropriate scale to be useful for a variety of transportation and land use planning decisions and projects. Many data sets exist at several different scales and are successfully analyzed at the project level to evaluate specific impacts to a particular resource. However, while some connectivity analyses have been completed for some regions in California, there has been no comprehensive wildlife connectivity analysis completed statewide. Successful modeling of wildlife corridors or connectivity has been conducted in more localized areas of the state, but different methods were used in different parts of the state. Some models were more transparent in their design than others; some were based on habitat integrity while others utilized focal species. Some included local area or species expert input while others did not. This Project was initiated to model natural landscape blocks and essential habitat connectivity areas in the state of California and to establish an approach that is repeatable and developed in coordination with major land managers and regulatory agencies. While essential habitat connectivity information is needed in transportation planning per SAFETEA-LU, Caltrans is aware that integrated planning cannot be done with the sole focus of transportation planning needs in mind. Through a partnership between California Department of Transportation (Caltrans) and California Department of Fish and Game (DFG), a scope for this project was developed and received funds through the State Planning and Research special projects program. The project was developed with the following steps outlined: (1) establish a multidisciplinary team (MDT) that includes land management agencies, infrastructure agencies and wildlife or regulatory agencies; (2) construct a statewide wildlife habitat connectivity map using a Geographic Information System (GIS) based modeling approach; (3) identify criteria and priorities for connectivity analyses; and (4) develop a strategic plan that will outline the framework necessary to complete connectivity analyses on a local or regional level. This project and its’ final products is scheduled for completion in February 2010. The role of the MDT was to help shape the end products of this project by identifying their needs and uses for the products. Some members of the MDT volunteered to assist the project team in making key technical decisions regarding the products. These volunteers were called the Technical Advisory Group (TAG), who provided input on model preferences and criteria selection to inform the model, evaluated the results of the GIS model, and assisted with the development of a prioritization framework. The strategic plan was developed with ongoing input from the TAG and MDT. This team worked together to develop the products and provide consensus on the framework and approach that was used.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - California
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Land use planning
KW  - Metropolitan planning organizations
KW  - Regional planning
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Strategic planning
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session211.pdf
UR  - https://trid.trb.org/view/1346060
ER  - 

TY  - CONF
AN  - 01558687
AU  - Casper, Craig T
AU  - Landon, Melissa A
AU  - Crist, Patrick J
AU  - Walker, Doug
AU  - North Carolina State University, Raleigh
TI  - Moving Toward Sustainability – Case Studies in Integrating Land Use, Conservation, Transportation, and Community Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 11-24
AB  - The Pikes Peak Area Council of Governments (PPACG) Moving Forward metropolitan transportation planning process introduced a Strategic assessment planning framework to the Pikes Peak region. This framework was selected because it integrates multi-disciplinary qualitative and quantitative information from technical expert s and regional stakeholders to determine and weight objectives and indicators within the evaluation process. In order to implement this framework the regional modeling system was updated and several new technical tools added; including Natureserve‟s Vista for habitat conservation, and Placeways‟ CommunityViz for community impact evaluation. PPACG received funding from the Federal Highway Administration (FHWA) to investigate integration and initial application of these planning tools at the regional level. Both the biological impacts of potential transportation investments and potential locations of regional mitigation sites were determined by integrating conservation planning concepts, planned land uses, and transportation planning concepts using Vista software. A matrix was created to describe the compatibility of each conservation species (selected to represent a larger conservation objective) with each land use class. The analyses found that, given current urban development, there should already be serious concerns about the long-term viability of some species and that some rare and imperiled species face significant threats from planned developments. The initial output was reviewed and refined by Colorado Natural Heritage Program ecologists in order to map ecologically relevant areas of conservation importance. This information was then incorporated in the CommunityViz growth scenarios. Several future socio-economic scenarios and their respective conditions were developed. The analyses in CommunityViz showed two key factors in the growth and development pattern of the study area. First, it showed that increasing density to support an increased transit system can concentrate growth around transportation corridors meeting or approaching transportation, social and economic goals from public input within the timeframe of the long-range plan. It also showed that a conservation plan could be applied in conjunction with this transit-oriented development to achieve publicly stated conservation goals. Combining transportation and conservation planning could successfully focus development around city centers while relieving development pressure on land that is necessary to meet conservation goals. The best scoring alternative was not adopted by the elected leaders in the region due to its dependence on changed land uses. The reason for this is that land uses are outside the purview of metropolitan planning organization (MPO). However, several smaller projects resulted from the enhanced communication, including the Colorado Department of Transportation (CDOT) and the Colorado Springs Stormwater Enterprise each moving water quality mitigation project locations to co-locate with a developer‟s project. This mitigation effort will create more total ecological benefit and an additional cultural amenity. The primary outcome of the PPACG process is that both citizens and decision-makers are better informed regarding the tradeoffs between transportation investment decisions and other planning and development decisions that were previously made in isolation.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Investments
KW  - Land use
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Pikes Peak Area Council of Governments
KW  - Regional planning
KW  - Strategic planning
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session120.pdf
UR  - https://trid.trb.org/view/1345789
ER  - 

TY  - CONF
AN  - 01558686
AU  - Kociolek, Angela V
AU  - Huijser, Marcel P
AU  - Galarus, Doug
AU  - Taylor, Dylan W
AU  - Kintsch, Julia
AU  - North Carolina State University, Raleigh
TI  - Motorists as Citizen Scientists: The Benefits of a Wildlife Reporting Website
SN  - 9780977809448
PY  - 2010
SP  - pp 116-129
AB  - In a growing number of states, wildlife-vehicle collisions are a top safety issue that generates interest with the public and the media. State Highway 75 near Ketchum, Idaho (SH- 75), Interstate 90 near Bozeman, Montana (I-90), and Interstate 70 near Vail, Colorado (I-70) are examples of roads that concern the public and officials about collisions with large mammals. Inspired by the Canadian "Road Watch in the Pass" project, the Western Transportation Institute (WTI) designed a wildlife reporting website so the public may enter their wildlife sightings (dead or alive). Live animal observations are important in order to get a clearer picture of wildlife use in the roadway corridor. Live animal observations are also more difficult to obtain. Therefore, a network of motorists/citizen scientists can supplement traditional data sources; however, there are potential biases and limitations of citizen science. The website also provides information about the road mortality problem and potential mitigation measures. During a deer/elk-vehicle collision (DEVC) study on SH-75, 312 public reports were logged on the "Ketchum on the Road" website be tween March 28, 2007 and March 24, 2008. Two hundred fifty six of the reports were considered to be related to separate events (i.e. they were "unique") and within the scope of the study. Live reports were of black bear, (escaped) bison, coyote, mule deer, white-tailed deer, elk, moose, red fox, and wolf. Road mortality reports were of deer, elk, red fox, raccoon, skunk, domestic dog, bird, and unknown animals. In addition to using the public’s reports, the study also relied on crash data (Idaho Highway Patrol), carcass data (Idaho Transportation Department), and road mortality data from four ten-day surveys (once per season) conducted during the study period (WTI). A minimum of 134 deer and elk were estimated to have been killed by traffic in the 26-mile section (an average of 5 carcasses per mile/year) after analyzing all data sources for 2007 only and accounting for replicate reports between sources. This minimum estimate of 134 DEVCs is considerably higher than previous annual estimates of 30-50. The website and systematic surveys likely account for the dramatic increase in the number of carcasses detected. Only 51% of the DEVCs were reported in agency databases. The public reported 38 unique deer and elk carcasses (28% of total) not accounted for by any other method. The findings show that the public’s wildlife reports from SH-75 in Idaho (1) reduced underestimation of DEVCs, (2) suggest that the need for mitigation is greater than previously thought, (3) bring attention to species smaller than deer that a re also killed by traffic, and (4) help identify locations of live animals on or near the road and locations with potential successful crossings. In October 2008, WTI’s wildlife reporting website was modified for American Wildlands’ "I-Spy on the Pass" project along I-90 in Montana. The website template will also be adapted for the "I-70 Wildlife Watch" project in Colorado by fall 2009. For both of these projects, the website, and the citizen science data it generates, aims to (1) supplement existing agency road mortality databases with information on live animals on or alongside the road, (2) provide a venue for engaging local communities, and (3) aid in the development of mitigation recommendations for wildlife. Based on the past and ongoing data collection efforts we conclude that using motorists’ observations via a wildlife reporting website is an effective way to boost data collection and increase support for mitigation measures.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Bozeman (Montana)
KW  - Cooperation
KW  - Crash data
KW  - Crashes
KW  - Databases
KW  - Deer
KW  - Drivers
KW  - Highway safety
KW  - Ketchum (Idaho)
KW  - Public participation
KW  - Road kill
KW  - Vail (Colorado)
KW  - Websites (Information retrieval)
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session132.pdf
UR  - https://trid.trb.org/view/1345945
ER  - 

TY  - CONF
AN  - 01558684
AU  - Colley, Christine
AU  - North Carolina State University, Raleigh
TI  - Development and Utilization of a Regional Invasive Plant Species Database at the New York State Department of Transportation
SN  - 9780977809448
PY  - 2010
SP  - pp 567-581
AB  - In a 2003 the International Conference on Ecology and Transportation (ICOET) abstract submission, the New York State Department of Transportation (NYSDOT or the Department) outlined a Ten-Point Invasive Species Management Plan. Two of the ten components detailed in the plan included; the field and Geographic Information System (GIS) mapping of existing invasive species populations and, the integration of invasive species identification and analysis as a part of the Department's normal National Environmental Policy Act (NEPA) and State Environmental Quality Review Act (SEQRA) processing of capital improvement projects (CIPs) (Falge, et al, 2003). In the years following the submission of the 2003 ICOET paper, the Department has actively engaged environmental staff in the acquisition of spatial data on invasive species within Department owned right-of-ways (ROWs). This paper will discuss the development and utilization of a region-wide invasive species database. It will also explore the methods the Department has used to include geographic data on invasive species into CIPs. Invasive species data collection has been incorporated into the Department's Asset Management initiative. Initial planning for the development of an invasive species database included intra and inter agency coordination, a literature review to determine best management practices and coordination with Operations personnel to determine how to increase the database‟s functionality and usefulness. A prioritized list of corridors for targeted data collection was developed and data collection began in the summer of 2006. The collected data is archived on a regional server and embedded into an ArcMap document called the “environmental viewer”. The Department‟s environmental staff uses the environmental viewer to make environmental assessments during project scoping. In 2008, the acquisition of invasive species spatial data was expanded to include data for capital improvement projects (CIPs). CIPs are reviewed for asset management data collection opportunities at all stages of project development. Invasive species data collected for a CIP fall into two categories; pre-construction data and post-construction data. Pre-construction data are used by design engineers to provide quantities for cost estimates or to highlight locations on the plans the contractor should avoid during construction. Post-construction data are used by the environmental staff to measure the success of invasive species control efforts. Invasive species data is collected using a Trimble® GeoXT™ 2005 unit. Databases developed before 2008 were created using ArcPad 7.0/7.1. Currently, the Region uses TerraSync™ software on the Trimble® GeoXT™ unit and Trimble® GPS Pathfinder® Office for data post processing. Exported shapefiles are converted to CADD format and incorporated into Microstation® design files. The development and use of geospatial data on invasive species in capital project planning and design has been beneficial. It has increased the accuracy of quantity take-offs for invasive species control item numbers in capital projects, provided the environmental staff with a tool to track the spread of invasive species after a construction project, increased the Department's compliance with NEPA and SEQRA regulations and helped Department's Operations staff ensure that their activities do not advance the spread of targeted invasive species.  The region will continue to collect global positioning system (GPS) data on invasive species. This data is integral to the planning and design of capital projects and maintenance activities. The regional environmental staff continue to look for ways to expand the utility of the database.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Asset management
KW  - Before and after studies
KW  - Costs
KW  - Data collection
KW  - Databases
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Invasive plants
KW  - National Environmental Policy Act
KW  - New York State Department of Transportation
KW  - Right of way (Land)
KW  - State Environmental Quality Review Act
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session232.pdf
UR  - https://trid.trb.org/view/1346976
ER  - 

TY  - CONF
AN  - 01558668
AU  - Bacher-Gresock, Bethaney
AU  - Schwarzer, Julianne Siegel
AU  - North Carolina State University, Raleigh
TI  - Eco-Logical: An Ecosystem Approach to Developing Transportation Infrastructure Projects in a Changing Environment
SN  - 9780977809448
PY  - 2010
SP  - pp 763-778
AB  - The development of infrastructure facilities can negatively impact critical habitat and essential ecosystems. There are a variety of techniques available to avoid, minimize, and mitigate negative impacts of existing infrastructure as well as future infrastructure development. However, such techniques may not always provide the greatest environmental benefit or may do very little to promote ecosystem sustainability. Concern for ecosystem protection, along with legislation and policy initiatives aimed at fostering an ecosystem-based approach, led an Interagency Steering Team to collaborate over a three-year period to write Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects. The Steering Team shared a vision of an enhanced and sustainable natural environment combined with the view that necessary infrastructure can be developed in ways that are more sensitive to terrestrial and aquatic habitats. Eco-Logical encourages all partners involved in infrastructure planning, design, review, and construction to use existing flexibility in regulatory processes. The Eco-Logical publication puts forth a conceptual framework for integrating plans across agency boundaries and endorses ecosystem-based mitigation–an innovative method of mitigating infrastructure impacts in today‟s changing environment. To test the concepts presented in Eco-Logical, the Federal Highway Administration‟s (FHWA) Office of Planning, Environment, and Realty initiated a grant program in 2007. Of the 40 applications from across the country, FHWA funded 14 cooperative agreements and 1 interagency agreement, totaling approximately $1.4 million. The number and diversity of applications indicate a changing climate in the field of transportation with a shift to more ecologically sensitive planning. The selected grant projects incorporate tools and techniques ranging from the integration of environmental considerations in the transportation planning process to the use of Geographic Information Systems (GIS) and public involvement to integrate infrastructure and conservation plans. For example, one project tests and demonstrates how interagency partnerships and a willingness to adapt existing processes can enhance cultural and environmental stewardship in the long-range transportation planning process. The grant recipients represent state and local departments of transportation, federal and state resource agencies, Metropolitan Planning Organizations (MPOs), local governments, Non-Governmental Organizations (NGOs), and one university. Initial findings from the grant program indicate a successful integration of ecologically sensitive principles into infrastructure planning and project development. By creating and using data-driven tools and processes, the Eco-Logical grant projects show that partnering with resource agencies and stakeholders early in the planning and project development processes enhances the preservation of high-functioning ecosystems.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Ecosystems
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session422.pdf
UR  - https://trid.trb.org/view/1347266
ER  - 

TY  - CONF
AN  - 01558664
AU  - Shipley, Holly P
AU  - North Carolina State University, Raleigh
TI  - Intercounty Connector (ICC): Environmental Compliance Management Using Integrated Technologies to Provide Context Sensitive Solutions
SN  - 9780977809448
PY  - 2010
SP  - pp 143-158
AB  - Currently the only east/west limited access highway is Interstate 495 (Capital Beltway) where gridlock is the norm resulting in significant safety and economic impact to the rapidly growing region. Public debate over the Intercounty Connector (ICC) $2.4 billion 18.8-mile new alignment design/build (D/B) project to relieve congestion in the northern suburbs of Washington D.C. has spanned 50 years, resulting in three separate Federal National Environmental Protection Agency (NEPA) studies, culminating with ROD approval in January 2006. As one of the most environmentally regulated project in Maryland’s history, obtaining the necessary approvals required the Maryland State Highway to commit to unprecedented levels of environmental management, review and oversight plan. For the 5 separate contracts, the project structure includes a General Engineering Consulting team (GEC) which provides primarily environmental design and construction quality assurance reviews, Independent Environmental Monitor team (IEM), and an environmental management team providing environmental permit compliance and quality oversight for design/build contracting team. To encourage natural resource avoidance and minimization, and successful erosion and sediment control performance, monetary incentives and disincentives are included . To many this level of environmental oversight would seem over-the-top and a waste of taxpayers’ funds but on a $2.5 billion dollar, 18.8- mile new alignment D/B highway project, the efforts are paying considerable environmental dividends including shifting the paradigm of an industry. As pioneers on this new approach for the first ICC contract, the Intercounty Constructors (IC) Environmental Compliance Team (ECT) found itself developing new environmental processes, approaches and systems as a member of the contractor team and in partnership with the client and regulatory agencies. As part of the contractor D/B team, the authors role is to ensure the D/B team meets the project permits, compliance requirements and commitments, obtain maximum incentives for avoidance/minimization efforts and for Erosion & Sediment Control (ESC) compliance along with providing full time design environmental reviews and construction quality control oversight. The ECT had to develop a system to track design and construction processes that could integrate with multiple systems and programs, could easily transfer data in real-time, would be a valuable tool in compliance and avoidance/minimization analysis and would keep the contractor and reviewing agencies informed to avoid critical time delays. The authors found that the use of an integrated environmental documentation management system that integrates web-based and geographic information system (GIS) technologies, and allows for real-time data sharing both in office and in field has resulted in a net reduction of design modifications, reduced environmental impacts during both design and construction and has avoided critical time delays as a result of environmental issues. This presentation will discuss some of the challenges and uniqueness associated with providing this level of environmental oversight working for the D/B contractor and the system put into place to keep the project in compliance during this fast paced and constantly changing project.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Data sharing
KW  - Design build
KW  - Economic impacts
KW  - Environmental design
KW  - Environmental impacts
KW  - Erosion control
KW  - Geographic information systems
KW  - Highway safety
KW  - Intercounty Connector (Maryland)
KW  - Sediments
KW  - Traffic congestion
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session141.pdf
UR  - https://trid.trb.org/view/1345949
ER  - 

TY  - CONF
AN  - 01558653
AU  - Lin, Shyh-Chyang
AU  - North Carolina State University, Raleigh
TI  - Ecological Effects of Road Construction on Regional Ecosystems
SN  - 9780977809448
PY  - 2010
SP  - pp 183-196
AB  - The impact of road networks on regional ecosystems is often overlooked by transportation planners and civil engineers. Due to a lack of scientific data, the ecological impact a road has on adjacent areas is the topic of debate between conservationists and engineers in developing countries. The extent of ecological impact varies depending upon species and is not sufficiently studied for some endemic species. Most research about ecological impact zones examines existing roads with adjacent ecosystems in a stable condition. Few studies have been carried out for roads under construction where dynamic and intense disturbances from construction may attract or repel animals from nearby natural areas. Those short term impacts may cause instant local extinction for some sensitive species and change local biodiversity. This study, performed on Kinmen Island, Taiwan, investigates the ecological impact of road construction. The species studied are mainly rodents, invertebrates, and amphibians. It was found that the Brown Country Rat‘s (Rattus losea) edge habitat is broader next to farmland (35m) than it is next to the road (15m). The disturbance of construction also reduces the edge habitat area. Since the Ornate Rice Frog (Microhyla ornate) typically resides and forages in dim and humid environments, they instinctually avoid edges. The dry environment and brightness of the road side prevent them from entering the edge area. Most invertebrates captured were found at an edge depth of 15m along the road side and 35m along the farmland. The authors data suggests that road construction can decrease the edge habitat area within woodlands more so than farmlands, but the creation of new edges by a road can provide more edge habitats for edge species and, therefore, may lead to an imbalance within the ecosystem. Edge depth and ecological impact data found in this study can be applied to planning, designing, and building roads with more ecologically friendly guidelines and principles
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Developing countries
KW  - Ecosystems
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway planning
KW  - Road construction
KW  - Taiwan
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session142.pdf
UR  - https://trid.trb.org/view/1346046
ER  - 

TY  - CONF
AN  - 01558645
AU  - Sexton, Tim
AU  - Roalkvam, Carol Lee
AU  - Landsberg, Karin
AU  - North Carolina State University, Raleigh
TI  - Washington State Department of Transportation Interim Approach to Project-Level Greenhouse Gas and Climate Change Evaluations for Transportation Projects
SN  - 9780977809448
PY  - 2010
SP  - pp 80-93
AB  - The February 23, 2009, version of the Washington State Department of Transportation‘s (WDSOT's) Interim Approach to Project-Level Greenhouse Gas and Climate Change Evaluations for Transportation Projects is a recommended approach and is not required at this time. The approach is intended for projects where WSDOT is the lead/co-lead agency, but can be applied to all transportation projects, regardless of jurisdiction. Within the approach, WSDOT recognizes the following: The need to better understand the relationship between GHG emissions and the transportation system, Transportation greenhouse gas (GHG) emissions are best addressed at the planning level, Currently, there is no set ―threshold‖ for project level GHG emissions to be considered significant, There is no federal guidance on how to address project level GHG emissions, The dynamic nature of climate change science and expects that any approach is likely to change. WSDOT developed this interim approach in response to internal and public interest in information about GHG emissions on projects. The agency encourages consistency between projects by setting out a standard analytical process and including template language to maintain key messages. Technical support for application of the approach is provided by the WSDOT Air Quality, Noise, and Energy Program. In addition, by including the qualitative approach the authors are able to place the authors project actions in context with important regional and statewide efforts to reduce GHG. WSDOT‘s approach explains how the authors recommend dealing with four types of emissions: operational (―tailpipe‖), construction, embodied, and lifecycle (―cradle to grave‖).
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Climate change
KW  - Environmental impacts
KW  - Exhaust gases
KW  - Greenhouse gases
KW  - Pollutants
KW  - Road construction
KW  - Washington State Department of Transportation
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session131.pdf
UR  - https://trid.trb.org/view/1345931
ER  - 

TY  - CONF
AN  - 01558643
AU  - van der Grift, Edgar A
AU  - Biserkov, Valko
AU  - Simeonova, Vanya
AU  - Huijser, Marcel P
AU  - North Carolina State University, Raleigh
TI  - Restoring Ecological Networks across Transport Corridors in Bulgaria
SN  - 9780977809448
PY  - 2010
SP  - pp 552-566
AB  - Bulgaria is currently in a phase of political and socio-economic transition and faces many challenges in balancing economic and environmental interests. One of these challenges is the development of a sustainable road and railroad network that facilitates the need for efficient transport of goods and people but does not threaten areas that are especially valuable for nature conservation. Currently plans have been developed to substantially upgrade and expand the national road and railroad network. The existing transportation corridors and the proposed extensions pose a threat to wildlife and affect the development and functionality of both a national and Pan-European ecological network. The authors objective is to provide the necessary knowledge to help the Bulgarian authorities set up a national program to minimize the fragmentation effects of these expanding transportation corridors so as to preserve biodiversity and develop a coherent and sustainable ecological network across the country. The main research questions the authors addressed are: (1) What sections of the road and railroad network are expected to significantly affect the viability of wildlife populations? (2) Which of these ecological bottleneck locations need to be addressed most urgently? (3) What measures could be taken to solve the problems? To identify bottleneck locations in the Bulgarian road and railroad network the authors used a combination of two strategies. First, an expert-based geographic information system (GIS) model – LARCH – was used to study the impact of existing and planned human transport corridors on the population viability of twelve indicator species. Second, and independent of the modeling approach, experts for all indicator species were asked to identify bottleneck locations in the road and railroad network in Bulgaria. The bottleneck locations identified by the LARCH model and the experts were mapped and analyzed for potential overlap. In total 283 bottleneck locations were identified in the existing road and railroad network of Bulgaria. About 30% of all bottlenecks are classified as high priority locations. Immediate action is recommended at these locations as these have been identified as locations where the impact on population viability is high and/or wildlife is frequently killed in traffic. In total 544 mitigation measures were identified as necessary to restore habitat connectivity and reduce wildlife mortality. A significant number (331) of these proposed mitigation measures involve adapting existing structures, such as road tunnels, viaducts or bridges, to allow for better use of these structures by wildlife. In addition 213 new structures, to be used exclusively by wildlife, are needed. Total costs of the proposed mitigation actions are estimated to be 132 million euro. The implementation of the here proposed road and railroad mitigation is expected to significantly improve the population viability of most threatened wildlife species and, as such, is an indispensable first step in preserving Bulgaria‟s biodiversity and developing a coherent and sustainable ecological network across the country.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Biodiversity
KW  - Bottlenecks
KW  - Bulgaria
KW  - Conservation
KW  - Ecology
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Road kill
KW  - Sustainable transportation
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session232.pdf
UR  - https://trid.trb.org/view/1346975
ER  - 

TY  - CONF
AN  - 01558642
AU  - Bloch, Philip
AU  - Celedonia, Mark
AU  - Tabor, Roger
AU  - North Carolina State University, Raleigh
TI  - Do Bridges Affect Migrating Juvenile Salmon: Tracking Juvenile Salmon and Predator Fish
Movements and Habitat Use Near the SR 520 Bridge in Lake Washington
SN  - 9780977809448
PY  - 2010
SP  - pp 299-316
AB  - Large anthropogenic infrastructure such as major bridges in and near waterways can influence the ecological dynamics of the nearby aquatic environment. These influences may affect behavior, habitat use, fitness, and survival of fishes. Chinook salmon (Oncoryhnchus tshawytscha) spawning in tributaries to Lake Washington typically spend three to five months rearing in Lake Washington before travelling through the Lake Washington Ship Canal to Puget Sound. Most salmon smolts in Lake Washington must pass beneath the SR520 Bridge en route to Puget Sound. Plans to replace the existing bridge have sparked interest in how smolts and potential predators behave around and use the bridge. To address this interest, the authors tracked Chinook smolts, smallmouth bass and northern pikeminnow in a 17.2 ha area along a 560 m stretch of the SR520 bridge during June-July 2007 and 2008 using fine-scale acoustic tracking. During the 2007 tracking season a total of 171 smolts were released in three June release groups and 162 were successfully tracked in the study area. Repeating the study design in 2008, 181 smolts were released and 133 were successfully tracked in the study area during a total of four release groups occurring in June and July. Although this study focused on the SR 520 bridge, many fish were also observed at a downstream tracking station approximately 2-miles downstream allowing the author to evaluate movements within and between sites. Different release groups appear to exhibit different behaviors, some release groups rapidly migrated through the SR 520 tracking area in < 3 h (“migrating”), while other release groups were often detected ≥ 2 days (“holding”). The bridge appeared to delay some migrating smolts. These delays were typically short in duration as salmon would move along the bridge–typically towards the shoreline–prior to migrating past the bridge. Many holding smolts used areas near the bridge extensively. Timing of migrational cues, physiological smolt status, water temperature and clarity, and macrophytes may have influenced movement timing and habitat use. During the same study periods small numbers of northern pikeminnow and smallmouth bass were also tracked. Bass preferred habitats under overwater structures, including the bridge–particularly near bridge columns. Pikeminnow preferred macrophytes and overwater structures other than the bridge. Predator diets and abundance were also evaluated in and near the study area. These results suggest that the bridge in its current form may affect the movements of some Chinook smolts and may be preferred habitats for some salmon predators. The SR 520 Bridge Replacement Project is continuing to evaluate these results to help inform design of the proposed bridge replacement.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal migrations
KW  - Bridge design
KW  - Ecosystems
KW  - Environmental impacts
KW  - Fishes
KW  - Habitat (Ecology)
KW  - Lake Washington
KW  - Puget Sound
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session212.pdf
UR  - https://trid.trb.org/view/1346318
ER  - 

TY  - CONF
AN  - 01558641
AU  - Langen, Tom A
AU  - North Carolina State University, Raleigh
TI  - Predictive Models of Herpetofauna Road Mortality Hotspots in Extensive Road Networks: Three Approaches and a General Procedure for Creating Hotspot Models
.
SN  - 9780977809448
PY  - 2010
SP  - pp 475-486
AB  - Road-kill and connectivity blockages caused by roads and road traffic can result in serious population declines of amphibians and reptiles. Landscape-scale modeling of road mortality risk and road-caused habitat fragmentation indicate that effective monitoring and mitigation of these impacts on herp etofauna require attention to the entire regional road network. The time and expense to adequately survey an extensive road network may be prohibitive to agencies, however, there is a need for accurate and efficient models to prospectively identify the most promising sites for monitoring and mitigation. In this paper, the author reviews three general methods by which road-kill hotspots and connectivity blockages caused by roads can be predicted throughout a road network by creation and use of predictive models. The author also reviews two studies, one focused on all herp etofauna and a second focused on freshwater turtles, which were designed to identify valid predictors of hotspots of road mortality in northeastern New York State, USA. In this paper, the author proposes a procedure to develop survey methodologies and to create and validate predictive hotspot models that use publicly-available geographic information system (GIS) data to locate severe road-kill sites or connectivity blockages for reptiles and amphibians. The author also explains some of the informational and logistical challenges to developing hotspot mode ls that are useful for management agencies. The author argues that predictive hotspot models are tools that are essential for effective and economical whole road-network survey and mitigation, and for planning new road routes that avoid areas of high road-kill risk or critical corridors for habitat and population connectivity. While such models have already proven useful for mammals, hotspot models may be especially effective for reptiles and amphibians, which typically have hotspots that are short in length but severe in effect.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Monitoring
KW  - New York (State)
KW  - Road kill
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session223.pdf
UR  - https://trid.trb.org/view/1346964
ER  - 

TY  - CONF
AN  - 01558640
AU  - Schelbert, Bruno
AU  - Trocmé, Marguerite
AU  - North Carolina State University, Raleigh
TI  - Down the Drain: How to Avoid Trapping Amphibians in Road and Sewer Drainage Systems–Designing Fauna Friendly Drainage Systems and Other Protective Measures
SN  - 9780977809448
PY  - 2010
SP  - pp 742-751
AB  - The high mortality toll paid by migrating amphibians on roads has been one of the earliest fragmentation impacts recognized. In Switzerland first mitigation measures were implemented in the late 1960's. Actions consisted in collecting migrating individuals in buckets along roads and manually bringing them to the safety on the other side. In the 1970s first amphibian passages were built at sites of regular migration. To date more than 180 road stretches have been mitigated with permanent constructive measures in Switzerland. However the road pavement is not responsible for all of the high mortality. In the 1990's it became evident that many small animals, especially amphibians were also falling into sewage systems or road drainage systems, staying trapped to death. Up to 3500 amphibians have been rescued in one single sewer treatment plant in one year. In the canton of Argovy in Switzerland the high mortality in certain sewage systems sparked a collaborative effort between maintenance personnel, road engineers and biologists to find solutions. Different escape ramps were developed and tested. The road design was also studied, to see how to keep amphibians out of drainage systems. First recommendations for local maintenance and road engineers were published in 1996 in a limited edition in German. More solutions were tested and proved their efficiency in saving animals. After 10 years of gathered experience, the Swiss Association of Road and Transportation Experts (VSS) decided to take up this work and publish it as an annex to their standards on roads and amphibians, developing a trilingual guideline. This paper presents the most innovative aspects of the guideline published in 2009. The measures tested go from escape ramps to adaptation of curb and drainage design. The presented solutions need to be adapted to each particular situation and are to be seen as design recommendations. By a broader application and thorough follow-ups, it is hoped that design can be further optimized and conflict points better mitigated.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Animal migrations
KW  - Culverts
KW  - Drainage structures
KW  - Gutters
KW  - Road kill
KW  - Roadside fauna
KW  - Switzerland
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session421.pdf
UR  - https://trid.trb.org/view/1347254
ER  - 

TY  - CONF
AN  - 01558635
AU  - Huijser, Marcel P
AU  - Allen, Tiffany D H
AU  - Blank, Matt
AU  - Greenwood, Mark C
AU  - Wang, Shaowei
AU  - North Carolina State University, Raleigh
TI  - A Quantitative Comparison of the Reliability of Animal Detection Systems and Recommended Requirements for System Reliability
SN  - 9780977809448
PY  - 2010
SP  - pp 592-602
AB  - Animal-vehicle collisions affect human safety, property, and wildlife, and the number of animal-vehicle collisions has been increasing in many regions across North America. For this project the authors investigated the reliability of nine different types of animal detection systems from five different manufacturers with regard to system reliability. These systems have the potential to improve human safety while not blocking or confining animal movements across the road. However, reliable warning signs are essential as the effectiveness of these systems depends on driver response. To investigate the reliability of the systems the authors constructed a controlled access test facility near Lewistown, Montana. The systems were installed to detect horses and llamas that roamed in an enclosure. The llamas and horses served as a model for wild ungulates. Data loggers recorded the date and time of each detection for each system. Animal movements were also recorded by six infrared cameras with a date and time stamp. By analyzing the images and the detection data, researchers were able to investigate the reliability for each system. The percentage of false positives (i.e., a detection is reported by a system but there is no large animal present in the detection zone) was relatively low for all systems (≤1%). The percentage of false negatives (i.e., an animal is present in the detection zone but a system failed to detect it) was highly variable (0-31%). The percentage of intrusions (i.e., animal intrusions in the detection area) that were detected varied between 73 and 100 percent. The results suggest that some animal detection systemsare quite reliable in detecting large mammals with few false positives and false negatives, whereas other systems have relatively many false negatives. The authors also surveyed three stakeholder groups—employees of transportation agencies,employees of natural resource management agencies, and the traveling public—with regard to their expectations on the reliability of animal detection systems. Based on the results from the survey, the researchers recommend the following performance requirements for the reliability of animal detection systems: (1) Animal detection systems should detect at least 91 percent of all large animals that approach the road; and (2) Animal detection systems should have fewer than 10 percent of all detections be false. The recommended reliability requirements of animal detection systems were compared to the results of the reliability tests. Five of the nine systems tested met the recommended requirements. The results of this study provide transportation and other agencies with the data to decide on minimum reliability requirements for animal detection systems. Furthermore, the data show that some of the systems tested are quite reliable and may be considered for implementation along a roadside where they can be investigated for their effectiveness in reducing collisions with large wild mammals. However, experiences with installation, operation and maintenance showed that the robustness of animal detection systems may have to be improved before the systems can be deployed on a large scale.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Crashes
KW  - Detection and identification systems
KW  - Highway safety
KW  - Montana
KW  - Reliability
KW  - Ungulates
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session233.pdf
UR  - https://trid.trb.org/view/1346999
ER  - 

TY  - CONF
AN  - 01558622
AU  - Sousa, Joana
AU  - Reto, Dyana
AU  - Filipe, Joel
AU  - Leitão, Inês
AU  - Grilo, Clara
AU  - Ascensão, Fernando
AU  - Lourenço, Rui
AU  - Marques, Ana
AU  - Ferreira, Dulce
AU  - Santos-Reis, Margarida
AU  - North Carolina State University, Raleigh
TI  - How Do Major Roads Affect Barn Owls? Distribution, Space Use, Food Source and Mortality
SN  - 9780977809448
PY  - 2010
SP  - pp 407-471
AB  - Road network expansion is known as one of the main factors responsible for the decline of Barn Owl (Tyto alba) populations in Europe, although the full causes of this decline are still poorly understood. In this context the authors evaluated several issues related to Barn Owl’s ecology, in Southern Portugal, when interacting with major roads: (a) the effect of highway distance on owl’s occurrence pattern, (b) the behavioral in the vicinity of major roads, (c) the role of road verges as an attraction factor due to prey abundance, and (d) owls’ spatial and temporal patterns of road mortality. To assess species occurrence (presence/absence) the authors broadcasted Barn Owl adult calls in 122 sites at several distances from major roads and detected 47 individuals. From the set of environmental and road-related variables tested using logistic regression, only the distance to the highway showed a significant positive influence on Barn Owl presence (β= 0.995; p<0.05). Space use patterns and road crossing rates were investigated on the basis of seven radio-tagged individuals (4 ♂, 3 ♀), captured in their nests located close to the highway (<5 km). The crossing rate was low (one road crossing per 34.19 hours of radio-tracking). Of the tracked individuals only four (3 ♂, 1 ♀) had sample sizes strong enough to provide robust estimates of home-range size (Fixed Kernel Density Estimator 95%) and just a peripheral overlap between home-ranges (ranging from 2.61 km² to 9.37 km²) and the highway was observed. The overall abundance of small mammals, assessed through live-trapping, was significantly higher in highway verges (n=248) than in the two other dominant land uses (cork oak woodlands (n=35), and croplands (n=64), suggesting that road verges could be a suitable habitat for hunting. Between 2004 and 2007, 373 road-kills were detected in 314 km of national roads surveyed (0.30 Barn Owls kills.km-¹.year-¹). A higher number of casualties was registered in fall and winter months when the dispersion of juveniles occurs, while lower mortality frequencies were detected in the end of summer and early spring, corresponding to hatching and fledgling periods. Mortality hotspots revealed to be strongly related with altitude (β =-0.026; p<0.05), eucalyptus or pine forest cover (β =-0.001; p<0.05) and percentage of cropland areas crossed by the road (β =0.332; p<0.05). Although major roads do not seem to act as effective barriers to Barn Owls’ movements, their occurrence pattern is significantly affected by this linear structure. Moreover, the potential attraction effect due to higher prey density in the highway verges does not seem to have an effect in the foraging behavior of adults.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Ecology
KW  - Europe
KW  - Habitat (Ecology)
KW  - Highways
KW  - Portugal
KW  - Road kill
KW  - Seasons
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session221.pdf
UR  - https://trid.trb.org/view/1346341
ER  - 

TY  - CONF
AN  - 01558617
AU  - Sharma, Ramesh C
AU  - North Carolina State University, Raleigh
TI  - Effective Mitigation: The Cumulative Impact of Climate Change on Transportation Network and its Implications on Aquatic Biodiversity of Ganges Headwaters, Garhwal Himalayas
SN  - 9780977809448
PY  - 2010
SP  - pp 512-522
AB  - Integrated approach to planning, building, maintaining and monitoring the health of the transportation system and natural ecosystem of Ganges headwaters, Garhwal Himalayas need to be addressed in the context of global climate change. It is a cause of concern that the poorly designed network of roads and trails in the mountain area are expanding, without giving due consideration to natural process of ecosystem function and climate change. These cumulative effects have been quantified for a period of five years (January 2004–December 2008) of climate change on transportation network and its implications on aquatic biodiversity of rapids and riffles of Ganges headwaters (Latitude 29° 61‘- 30°28‘ N; Longitude 77°49‘ – 80° 6‘ E). Transportation network of 573 km long passing along the glacier-fed Ganges headwaters, a project of US $ 290 million, is one of the most important networks in the mountain region of Garhwal Himalayas. Monitoring of meteorological data revealed an erratic behaviour of rainfall, temperature, humidity, sunshine, changes in the frequency of snowmelt, snow falls, floods, drought, in addition to increased CO₂ emission (370-403 μmol. mol⁻¹) in the valley of Ganges. It has cumulative impacts on transportation network in terms of massive landslides, submergence of roads at few places, thawing, and slope failures in monsoon and winter seasons, which have direct or indirect implications on transparency, dissolved oxygen, conductivity, bottom substrate composition and aquatic organisms of Ganges. A decline of 49% in annual mean density, 49% in alpha diversity and 17% in Shannon Weiner index (H) of periphyton was recorded during a five-year period. Periphyton of Ganges were represented by genera of Bacillariophyceae (25), Chlorophyceae (11) and Myxophyceae (4). A decline of 15% in mean annual density, 22% in alpha diversity and 17% in Shannon Weiner index (H) of zooplankton was estimated. Zooplankton were represented by the genera of Cladocera (2), Protozoa (2), Copepoda (2) and Rotifera (3). A depletion of 80% in annual mean diversity, 67% in alpha diversity and 28% in Shannon Weiner index (H) of macrozoobenthos was computed. Macrozoobenthos of Ganges headwaters were reported by the genera of Ephemeroptera (11), Trichoptera (3), Diptera (4), Coleoptera (5), Hemiptera (2), Plecotera (2), Odonata (1) and Molusca (1). A shrinking of 24% in annual density, 18% in alpha diversity and 30% in Shannon Weiner index (H) of fish was also calculated. Fish of Ganges headwaters were represented by 39 species belonging to 15 genera and five families. The authors have recommended the following mitigation measures: regular maintenance and monitoring of roads, raising the height of the roads from the river bed, natural recovery of functional habitats and effective management of landslides and slope failures through bioengineering methods and construction of retaining walls and toe walls, close watch on erratic behaviour of meteorological parameters and the strong co-ordination among transport planners, geologists, civil engineers, environmental biologists and climatologists. The suggestion to address climate change by providing alternative fuels, increasing vehicular efficiency and changes to travel behaviour has also been recommended.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Biodiversity
KW  - Climate change
KW  - Ecosystems
KW  - Environmental impacts
KW  - Fishes
KW  - Ganges River
KW  - Habitat (Ecology)
KW  - Highway maintenance
KW  - Himalayas
KW  - Landslides
KW  - Retaining walls
KW  - Zooplankton
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session231.pdf
UR  - https://trid.trb.org/view/1346969
ER  - 

TY  - CONF
AN  - 01558614
AU  - Johnson, Kurt
AU  - Walton, Gary
AU  - Johnson, Andrew
AU  - North Carolina State University, Raleigh
TI  - Wetland Mitigation in Abandoned Gravel Pits: Creating Fresh Meadow and Shrub Swamp
SN  - 9780977809448
PY  - 2010
SP  - pp 419-427
AB  - It is becoming increasingly difficult to provide on-site mitigation for wetland impacts due to road construction in northeastern Minnesota counties that retain greater than 80 percent of their pre-settlement wetlands. Abandoned gravel pits are one of the few remaining areas that can serve as wetland mitigation sites within the impacted watersheds. The overall goal of the project is to develop cost effective methods for creating functional mitigation wetlands on abandoned gravel pit sites to compensate for wetland impacts due to road construction in northeastern Minnesota. More specifically, the aim is to achieve "in-kind" compensation by creating wetlands of the same type and function as those being disturbed, such as fresh meadow and shrub swamp. A 1.3 hectare wetland demonstration site was established in an abandoned gravel/borrow pit within the U.S. Trunk Highway 53 reconstruction corridor in July 2007 to evaluate techniques for creating fresh meadow and shrub swamp wetlands. Aggregate material was removed from the site to a level below the water table and the resulting basin was filled with organic soil displaced by the road construction. Construction activities were monitored for subsequent cost analysis. A total of 50 – 5 m x 5 m plots were established to determine the effect of donor wetland soil applications, wetland temporary and native sedge/wet meadow seed mixes, and native willow hardwood cuttings on wetland establishment. Additional plots were established to determine growth and survival of hardwood cuttings of five native willow species. Plant species and percent cover, and willow survival and height were recorded for each plot in June and September of each year following establishment. Water level monitoring was conducted at the site throughout the growing season. Preliminary results for the site overall indicate a steady increase in plant species richness over time (September 2007 – 64 species, June 2008 – 101 species, and September 2008 –130 species). Percent plant cover is variable with native species dominance also increasing. Analyses of treatment effects and construction costs are ongoing. Reed canary grass is present, but effectively controlled by spot spraying with glyphosate herbicide. Mean hardwood willow cutting survival in treatment plots after the first year was approximately 65 percent. In the willow species trials, Salix planifolia and S. petiolaris had the top survival rates at 88 and 84 percent respectively. Ongoing monitoring and data analysis will help determine the efficacy of the various wetland establishment strategies resulting in more cost effective strategies for creating mitigation wetlands in abandoned gravel pits.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Cost effectiveness
KW  - Environmental impacts
KW  - Gravel pits
KW  - Minnesota
KW  - Plants
KW  - Road construction
KW  - Watersheds
KW  - Wetlands
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session222.pdf
UR  - https://trid.trb.org/view/1346342
ER  - 

TY  - CONF
AN  - 01558613
AU  - Gioia, Dionne
AU  - Zach, Eric
AU  - North Carolina State University, Raleigh
TI  - Avian Protection Plan for the Nebraska Department of Roads
SN  - 9780977809448
PY  - 2010
SP  - pp 397-406
AB  - Compliance with the Migratory Bird Treaty Act (MBTA) has presented challenges for the Nebraska Department of Roads (NDOR) and its contractors. NDOR has worked to reduce avian mortality through implementing changes in project scheduling, increasing migratory bird surveys, and introducing changes in project construction timelines to avoid avian conflicts. The attractiveness of bridges/culverts and right of way (ROW) habitat for migratory bird nesting, coupled with the overlap of the primary nesting period and construction season are the basis of the conflicts between avian conservation and construction of highway projects. The implications of the conflicts range from construction delays and shutdowns to the potential for violating the federal law (MBTA), resulting in costly claims and fines. NDOR was one of the first state transportation agencies to employ a Liaison with USDA-APHIS-Wildlife Services (WS). NDOR sought the expertise that the liaison provided concerning migratory birds. Additionally, the Liaison was able to use the WS depredation permit to take migratory birds if a conflict arose during construction. In 2006 though, an informal opinion from the United States Fish and Wildlife Service (FWS) solicitor’s office ended the use of the WS depredation permit (on NDOR projects), prompting NDOR to explore other avenues to comply with the MBTA, while minimizing effects on NDOR’s construction program. Avian Protection Plans (APP) are being developed by public and private entities nationwide, and NDOR recognized this as a way to formalize the department's MBTA procedures and to provide a resource for NDOR employees and contractors. NDOR’s APP is one of the first among transportation agencies. By implementing the APP, NDOR will attain its goals of (1) protecting and conserving avian populations and (2) reducing conflicts between construction of NDOR projects and the laws governing migratory bird protection. NDOR’s environmental stewardship will be enhanced, detrimental effects on migratory birds will be reduced, and regulatory compliance will be achieved with the implementation of this new plan.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Birds
KW  - Conservation
KW  - Delays
KW  - Environmental impacts
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Migratory Bird Treaty Act
KW  - Nebraska Department of Roads
KW  - Regulations
KW  - Road construction
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session221.pdf
UR  - https://trid.trb.org/view/1346339
ER  - 

TY  - CONF
AN  - 01558609
AU  - Dodd, Norris L
AU  - Gagnon, Jeffrey W
AU  - Schweinsburg, Raymond E
AU  - North Carolina State University, Raleigh
TI  - Evaluation of an Animal-Activated Highway Crosswalk Integrated with Retrofit Fencing Applications
SN  - 9780977809448
PY  - 2010
SP  - pp 603-612
AB  - The authors evaluated the efficacy of 4 km of retrofit fencing integrated with an animal-activated detection system (AADS) to reduce wildlife-vehicle collisions (WVC) and maintain permeability across State Route 260 in central Arizona. Two types of right-of-way (ROW) fence extension (electric and barbed-wire) were used to prevent at-grade crossings by wildlife and funnel animals to 2 underpasses and a bridge. At the western fence terminus, an AADS-activated signs alerted motorists when wildlife approached the highway helping prevent an "end-run effect". The objectives of the authors 2007-2008 study were to evaluate: (1) WVC incidence before and after ROW fence modification, (2) effectiveness of an AADS in modifying motorist behavior, (3) AADS operational reliability, and (4) wildlife use of the crosswalk associated with the AADS. The authors compared WVC incidence after ROW fence modification to data from the authors long-term research project. In over 2 years since fence modification, only 1 WVC involving elk (Cervus elaphus) occurred, a 96% reduction from the 2001-2006 mean (11.7/year). The proportion of animal-caused single-vehicle accidents dropped 64%. To assess effectiveness of the the authors AADS and warning signs in eliciting modified motorist behavior (increased alertness and lowered vehicle speed) the authors assessed motorist response during paired 15-min sampling periods with and without variable message and crosswalk flashing signs activated. To assess speed, the authors determined average speeds with a permanent traffic counter. To assess braking, the authors measure of motorist alertness, the authors counted the proportion of vehicles braking during sampling periods. The authors documented a significant 16% reduction in motorist speed (15 km/hr) with signs activated, and braking 67% of the time signs were activated versus 8% with signs off. The authors assessed AADS reliability during 250 field visits and by 4-camera video surveillance of wildlife entering the detection zone that allowed simultaneous determination of warning sign status. The authors encountered few instances when the system was inoperable; it performed properly on 94% of the authors visits. Video surveillance recorded 104 groups of elk and 40 of white-tailed deer (Odocoileus virginianus) in the detection zone; 97% were detected by the RADS with warning signs activated before reaching the roadside. The authors assessed wildlife behavior and traffic relationships during at-grade crossings by video surveillance. Of 448 animals (8 species), 18% crossed the highway and 20 % went around the end of the fence into the ROW. Elk and deer passage rates averaged 0.21 and 0.10 crossings/approach, respectively. Probability of elk crossing the highway once approaching in crosswalk was 0.25 with traffic <1 vehicle/min and dropped to 0.02 at 12 vehicles/min. The applications of an AADS crosswalk and retrofit fencing add valuable options to the collective road ecology toolbox and base of knowledge.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Arizona
KW  - Before and after studies
KW  - Crashes
KW  - Deer
KW  - Detection and identification systems
KW  - Fences
KW  - Right of way (Land)
KW  - Speed
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session233.pdf
UR  - https://trid.trb.org/view/1347000
ER  - 

TY  - CONF
AN  - 01558605
AU  - Rogers, Lydia
AU  - Stimson, Dan
AU  - Holden, Katie
AU  - Kay, Dave
AU  - Kaye, Delia
AU  - McAdow, Ron
AU  - Metcalfe, Bob
AU  - Windmiller, Bryan
AU  - Charney, Noah
AU  - North Carolina State University, Raleigh
TI  - Wildlife Tunnels Under a Busy, Suburban Boston Roadway
SN  - 9780977809448
PY  - 2010
SP  - pp 102-115
AB  - Wildlife use of passage structures has been documented in rural locations but infrequently in suburban settings. State Route 2 in Concord, Massachusetts is 20 miles west of Boston and has an average daily volume of about 50,000 vehicles. The roadway bisects some of the few remaining areas of open space, presenting a major potential barrier to wildlife movement. In 2005 MassHighway completed the installation of four wildlife crossing structures along a 2.5-mile segment of Route 2. The underpasses were constructed to mitigate wildlife habitat fragmentation exacerbated by the road safety improvement project that further divided the highway. The Town of Concord Division of Natural Resources formed the volunteer Wildlife Passages Task Force (WPTF) to study how wildlife responded to the underpasses. The four pre-cast concrete box culverts measure either 82.5’ or 96’ long and contain a 2-inch layer of dirt substrate. The internal dimensions are 6’ high by 9’ wide (two tunnels), 5’ by 8’, and 3’ by 5’. Wildlife activity was determined by two complementary methods: a tracking bed made from sifted substrate in the one tunnel that was sufficiently dry, and passive infrared-triggered digital photography in all underpasses. The authors recorded 32 species that used the tunnels, some frequently. The mean annual rate of passage detected by the tracking bed and cameras was calculated for each species recorded. The tracking bed documented species missed by cameras, primarily most small animals such as mice, voles, frogs, salamanders and snakes. Rate of passage varied widely by species and also by location and method of capture. Most species common to the area were recorded using the underpasses; however, the rate of use for some species was inconsistent with the authors expectations based on their relative abundance in the area. Road kill and snow tracking studies demonstrated that wildlife continue to cross Route 2 outside the underpasses. Remote photography recorded behaviors (e.g., carrying prey, scent marking, travel with young) that indicate the crossing structures provided linkage within species’ home ranges. The authors conclude that the Route 2 underpasses can facilitate wildlife movement even in areas severely impacted by human activity. Future studies will continue to monitor trends in species use over time, and possibly to evaluate wildlife responses to varied conditions within the tunnels.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Box culverts
KW  - Concord (Massachusetts)
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Road kill
KW  - Traffic volume
KW  - Tunnels
KW  - Underpasses
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session132.pdf
UR  - https://trid.trb.org/view/1345942
ER  - 

TY  - CONF
AN  - 01558599
AU  - Earsom, Stephen D
AU  - Harper-Lore, Bonnie
AU  - Kafalenos, Robert
AU  - Adkins, Carol
AU  - Marchese, April
AU  - Poe, Carson
AU  - North Carolina State University, Raleigh
TI  - The FHWA Carbon Sequestration Pilot Program: Economics, Environment and Policy
SN  - 9780977809448
PY  - 2010
SP  - pp 63-71
AB  - Climate change legislation has mainly focused on a policy tool known as cap-and-trade. In this approach a cap is set on emissions and entities covered by the cap must hold enough allowances to cover their emissions for the specified time period – usually a year. Many proposals allow for the use of credits if the entity goes above its allotted cap. In such a case, the entity would purchase these credits in a market to achieve compliance with the cap. Biological carbon sequestration, the process that plants use to take up carbon dioxide from the air and turn it into biomass, has been proposed as one type of carbon credit. Thus, vegetation growing along highway rights-of-way, under certain circumstances, may be a marketable commodity. In late 2007, the Federal Highway Administration (FHWA) launched a pilot program to (1) develop estimates of the amount of revenue that could be earned by state departments of transportation (DOTs) if they undertook such a program; (2) determine the cost-effectiveness of such a program on a national scale; and (3) create decision support tools that DOTs could use to determine the efficacy of a program in their state. The tentative results, current status, and future direction of the program will be discussed.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Cap and trade program
KW  - Carbon dioxide
KW  - Climate change
KW  - Decision theory
KW  - Emissions trading
KW  - Exhaust gases
KW  - Roadside flora
KW  - U.S. Federal Highway Administration
KW  - Vegetation
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session131.pdf
UR  - https://trid.trb.org/view/1345929
ER  - 

TY  - CONF
AN  - 01558593
AU  - Frantz, Ed
AU  - North Carolina State University, Raleigh
TI  - Judd Road Connector: Lessons Learned in Ecological Mitigation–Wildlife Crossings, Habitat Preservation, Wetlands and More
SN  - 9780977809448
PY  - 2010
SP  - pp 379-396
AB  - The Judd Road connector project began as regional planning vision in the early 70s and gained support in the mid-90s. The project is a new four lane highway alignment with associated features extending approximately four miles. The project went from a draft environmental impact statement (EIS) to a final EIS in less than two years. The project was progressed in a timely manner based on several factors including innovative environmental consideration and proactive agency collaboration. Also unique to this large of a project was that the design, environmental studies, and writing of the EIS were almost exclusively done by a team of staff at the New York State Department of Transportation (NYSD0T). No other project of his magnitude has ever been completed by NYSDOT without the aid of more outside sources. This close project familiarity by NYSDOT from scoping through completion provides a classroom of lessons learned that can serve as examples for future projects. Some primary issues that were identified by environmental studies and agency coordination were a need to address wetland, stream and the habitat issues. Items such as wildlife crossings and means to which reduce future conflicts with the new highway construction. Many factors determine feasible mitigation including information gathered from previous research on this topic. Some studies would lead one to believe the authors were wasting time including small culverts as wildlife crossings due to factors of crossing distance and lack of ambient light. Professional judgment determined to move forward and use small culverts at key locations regardless of some of the studies’ findings due to other factors such as installation costs during and after construction. In addition innovative use of surplus soil from the project was used to create landscaped berms that direct wildlife to the crossing structures. This also alleviated some waste disposal needs that can have secondary impacts offsite. These crossing structures have proven to be extremely effective and the monitoring information will be shared. Other habitat connectivity applications such as habitat buffer area acquisition and stream treatments will be touched on. The single most important issue that influenced the project alignment and profile throughout the corridor study area were wetlands, including avoidance of one of the largest wetland complexes in the county. The alignment today reflects these considerations. Many innovative considerations went into wetland mitigation that will be shared including profile considerations that minimized wetland impacts, but unknown later limited wildlife crossing opportunities. In addition a permeable flow through embankment was built to maintain hydrology to a large wetland system intersected by the project that may be a first of its kind. Overall this project has significant value as a model to future project planning, design, studies, and agency considerations. The project has left many clues that are obvious such a nationally recognized recreation trail to less obvious clues such as over a million dollars in project cost savings that were made due to environmental science expertise contributing to the engineering analysis. This project will spotlight how future projects can be delivered with balanced environmental considerations.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Before and after studies
KW  - Culverts
KW  - Embankments
KW  - Environmental impact statements
KW  - Habitat (Ecology)
KW  - New York State Department of Transportation
KW  - Regional planning
KW  - Streams
KW  - Wetland conservation
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session221.pdf
UR  - https://trid.trb.org/view/1346338
ER  - 

TY  - CONF
AN  - 01558590
AU  - Helldin, Jan Olof
AU  - Folkeson, Lennart
AU  - Göransson, Görgen
AU  - Van der Grift, Edgar
AU  - Henningsson, Marianne
AU  - Herrmann, Mathias
AU  - Kjellander, Petter
AU  - Kunc, Hansjoerg
AU  - Nilsson, Mats E
AU  - Pouwels, Rogier
AU  - Seiler, Andreas
AU  - Sjölund, Anders
AU  - North Carolina State University, Raleigh
TI  - Similar Impacts, Similar Solutions? The Effects of Transport Infrastructure on Outdoor Recreation and Wildlife
SN  - 9780977809448
PY  - 2010
SP  - pp 268-275
AB  - There is a striking similarity in how ecological and recreational landscape values are affected by transport infrastructure. Roads and railways form barriers to both wildlife and human movements across the infrastructure corridors. Further, they occupy an increasing area of land, they affect health and decrease the quality of life due to pollution and disturbances, and they cause injuries or death in traffic accidents. Despite these similarities, impacts on wildlife and humans are rarely addressed with an integrated approach in the current infrastructure planning practice. Ecological and social sciences use different methods and standards for environmental impact assessment and employ different preventive and mitigation measures. Here, the authors illustrate the resemblance between recreational and ecological responses to infrastructure, and the options for joint mitigation, with three examples: i) the similar response to traffic noise in breeding birds and in people during outdoor recreation, ii) the similarity in movement patterns of wildlife and people in the vicinity of roads, and its implication on barrier effects and landscape fragmentation, and iii) the combined use of passages such as viaducts and ecoducts. The author overview highlights the common interests between social and ecological nature conservation. The authors stress that coordinated treatment of social and ecological effects may reveal common performance targets, facilitate the development of practical guidelines, and improve the design of mitigation measures. The authors overview may strengthen the political support for integrating recreational and ecological landscape values in infrastructure planning.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Infrastructure
KW  - Quality of life
KW  - Recreation
KW  - Traffic noise
KW  - Viaducts
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session211.pdf
UR  - https://trid.trb.org/view/1346313
ER  - 

TY  - CONF
AN  - 01558581
AU  - Peck, Andrew J
AU  - Wine, Mitch
AU  - Liller, Catherine
AU  - Looney, Randal
AU  - Harris, John
AU  - North Carolina State University, Raleigh
TI  - Use of Habitat Credit Trading as a Mitigation Tool for Transportation Projects: A Federal Highway Administration Pilot Project in Arkansas
SN  - 9780977809448
PY  - 2010
SP  - pp 207-220
AB  - Two programs within the U.S. Fish and Wildlife Service‟s Habitat Credit Trading Program currently exist to allow for “banking” of habitat credits: traditional Conservation Banking and the recently introduced Recovery Crediting System (RCS). Both of these mechanisms embody the intent of Executive Order 13352 on Facilitation of Cooperative Conservation and the environmental stewardship and streamlining direction of Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The RCS was introduced by the U. S. Fish and Wildlife Service in November 2007 as an additional conservation tool to aid Federal agencies in meeting their Endangered Species Act (ESA) obligations to conserve listed species. Similar to a conservation bank, a RCS allows Federal agencies to bank credits in advance of anticipated impacts to threatened and endangered species, their habitat, and its functions. Unlike a conservation bank, recovery crediting encourages Federal agencies to partner with private and non-Federal landowners to accrue credits through mutually beneficial conservation agreements, which maybe in perpetuity (easement or fee title purchase) for permanent impacts, or that may address temporary construction impacts through non-perpetual easements. The first application of the RCS occurred in Texas where the U.S. Army/Ft. Hood Military Reservation banked credits for conservation actions conducted on private lands to offset impacts to endangered golden-cheeked warbler habitat. Recognizing the need to avoid piecemeal approaches to endangered species conservation, the Federal Highway Administration (FHWA) is considering a pilot project to establish a market-based system, Habitat Credit Trading, to address Section 7 of the ESA requirements for transportation projects on a local scale. Arkansas State Highway 18 connects the city of Jonesboro and other townships in northeast Arkansas to Interstate 55. A proposed FHWA funded project will upgrade the facility from two to four lanes. Highway 18 (bridge and approaches) forms the southern boundary of Big Lake National Wildlife Refuge near Manila, Arkansas and the project will impact < 10 acres of the 11,038 acre refuge. The federally endangered fat pocketbook mussel (Potamilus capax) occurs in streams adjacent to private lands within the project area downstream of U.S. Army Corps of Engineer water control structures that drain Big Lake National Wildlife Refuge. In this paper the authors analyze the applications of the RCS and evaluate the efficiency of this conservation tool in relation to the proposed and future transportation projects. The authors examine the RCS as one of the tools available to Federal agencies, which allows them to meet their ESA obligations through a more innovative and customized approach.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Arkansas
KW  - Credit
KW  - Endangered species
KW  - Endangered Species Act
KW  - Environmental impacts
KW  - Environmental policy
KW  - Habitat (Ecology)
KW  - Pilot studies
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - U.S. Federal Highway Administration
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session143.pdf
UR  - https://trid.trb.org/view/1346048
ER  - 

TY  - CONF
AN  - 01558577
AU  - La Porte, Angela  C
AU  - North Carolina State University, Raleigh
TI  - Integrating Environmental Concerns with the Planning and Construction of the South Extension of Interstate 355 into Will County, Illinois
SN  - 9780977809448
PY  - 2010
SP  - pp 173-182
AB  - Highway agencies face environmental challenges in achieving responsible growth while simultaneously protecting the environment. On September 30, 2004 the Illinois Tollway Board of Directors approved a $6.3 billion dollar capital program which included the highway extension of Interstate 355 from Interstate 55 to Interstate 80. The new 12.5 mile extension serves Will County, one of the fastest growing counties in Illinois and would potentially impact some of the most environmentally sensitive species in the region. The I-355 South Extension included the construction of a 6 lane, 1.3 mile long bridge over the highly sensitive Des Plaines River Valley. In an effort to address agency concerns, the Illinois Tollway established an environmental team consisting of University of Illinois and South Dakota scientists, the U.S. Fish and Wildlife Service, the U.S. Army Corps of Engineers, the Illinois Department of Natural Resources, Will Cook and DuPage County Forest Preserve Districts and the ecological and engineering firm AECOM. The Des Plaines River Valley is home to several federal and State protected species including but not limited to the state threatened Blanding‘s Turtle, the federally endangered Hine‘s Emerald Dragonfly and the federally endangered Leafy Prairie Clover. In order to avoid and minimize the impacts on these species the Tollway developed nine ways to build an environmental team. The I-355 environmental team worked to successfully address issues such as wetland mitigation, species mitigation and research, regional multi-use trail connections as well as identified new ways to coordinate and communicate issues along the corridor. The environmental team building approach helped the Tollway deliver a new 12.5 mile, $730 million dollar, six lane Tollway facility, on time, within budget all while minimizing impacts to the natural and physical environment.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Context sensitive design
KW  - Endangered species
KW  - Environmental impacts
KW  - Illinois
KW  - Road construction
KW  - Transportation planning
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session142.pdf
UR  - https://trid.trb.org/view/1346043
ER  - 

TY  - CONF
AN  - 01558575
AU  - McAllister, Kelly R
AU  - North Carolina State University, Raleigh
TI  - Washington's Habitat Connectivity Highway Retrofit Initiative
SN  - 9780977809448
PY  - 2010
SP  - pp 363-365
AB  - At the Washington State Department of Transportation (WSDOT), an Executive Order–“Protections and Connections for High Quality Natural Habitats,” is influential in directing resources toward investments in habitat connectivity improvements. A habitat connectivity retrofit program is in its early phases of development, with cost estimates completed for nine proposed projects. Deer and elk carcass removal data and outputs from rare forest carnivore least cost distance models were the primary sources of information used to select these project locations. Each one employs, primarily, highway right-of-way fencing, jump-out escape ramps, double-cattle guards at intersecting side roads, and under-crossings to reduce wildlife-vehicle collisions and provide wildlife with safe access to habitat on either side of the highway. Staff resources have also been directed toward a statewide habitat connectivity assessment. WSDOT co-leads the multi-organization working group that is producing the assessment. The group has completed a study plan, selected sixteen focal species, and assembled draft geographic information system models that utilize least cost distance and circuit theory modeling methods to provide insights to landscape characteristics conducive to wildlife movements. The outputs from these models will be used to support the development of priorities for future habitat connectivity retrofit projects.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Escape lanes
KW  - Fences
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Retrofitting
KW  - Washington State Department of Transportation
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session213.pdf
UR  - https://trid.trb.org/view/1346328
ER  - 

TY  - CONF
AN  - 01558570
AU  - Wagner, Paul J
AU  - Anderson, Scott E
AU  - Park, Jim
AU  - Zirkle, Karen
AU  - North Carolina State University, Raleigh
TI  - Where the River Meets the Road: How Washington State is Providing Habitat while Protecting Highways
SN  - 9780977809448
PY  - 2010
SP  - pp 504-511
AB  - The configuration of today‘s road system owes more to historic travel routes, and transportation needs than to regard for ecological and fluvial processes. Roads are often located along rivers where they are subject to periodic damage from seasonal high flows and severe storms. The traditional response is to protect the roadway with rock armoring to stabilize eroding banks and fend off the water‘s force. This work, as maintenance or emergency response, may need repeating if it only addresses a symptom. Threats to the roadway and risk of road closures may continue. This approach can also result in significant loss of aquatic habitat in the ongoing cycle of damage and repair. Severe weather, high flows and flooding exhibit increasing frequency and intensity Washington State and elsewhere. Projections for climate change show this trend continuing. How can the problems with repetitive maintenance while improving aquatic habitat be reduced? Washington State Department of Transportation (WSDOT), working closely with Washington Department of Fish & Wildlife (WDFW) established the Chronic Environmental Deficiency (CED) program, where projects are developed and implemented with the goal of optimizing habitat improvement. This allows specialized focus on long-term solutions beyond the scope of maintenance or emergency response. Sites with repetitive maintenance concerns are nominated by WSDOT, WDFW, Tribes or others and evaluated against program criteria. WSDOT conducts a reach assessment, reach analysis, or corridor analysis that identifies the hydrologic mechanisms for failure and develops a conceptual design solution. A scientifically based prioritization methodology provides ranking based on ecological gain and effectiveness of the correction. Since 2004, WSDOT has successfully completed seven CED projects with an investment in excess of $10 million. Engineered logjams have worked both as bank stabilization and as mid-channel flow diffusion structures on the Hoh, Nooksack and Clallam Rivers. Bridges that were replaced Nolan Creek have restored channel migration. Buried woody groins on the Snoqualmie and Newaukum rivers have protected shorelines as predicted. The Hoh River project, WSDOT‘s largest CED project to date, involves some of the world‘s largest engineered log jams. Monitoring for ongoing assessment of structural integrity, geomorphic changes, and biological performance is in development. There are currently 13 CED projects funded for $50 million to be constructed by 2010. About 30 additional projects are currently included in the CED process. During recent winters these projects held up very well to historic floods. Defining road projects based on environmental as well transportation needs is a path to more comprehensive, long term solutions. This approach demonstrates the importance of detailed reach analysis and effectiveness of bioengineering technique, and has wide application for transportation professionals adapting to change.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Bank protection
KW  - Channel stabilization
KW  - Ecology
KW  - Floods
KW  - Habitat (Ecology)
KW  - Highway maintenance
KW  - Washington (State)
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session231.pdf
UR  - https://trid.trb.org/view/1346967
ER  - 

TY  - CONF
AN  - 01558563
AU  - Paul, Kylie
AU  - Graham, Jon
AU  - Broberg, Len
AU  - Quinn, Michael S
AU  - Huijser, Marcel
AU  - North Carolina State University, Raleigh
TI  - Can Citizen Science Represent Wildlife Activity Along Highways? Validating a Monitoring Program
SN  - 9780977809448
PY  - 2010
SP  - pp 130-131
AB  - Using volunteers for scientific data collection is increasingly recognized as a method to gather management-relevant environmental information. Citizen scientists can provide an inexpensive and potentially large long-term labor force that can amass large datasets in a relatively short time while covering large geographical areas. Although there is a distinct need for large, long-term datasets in road ecology to address the numerous effects of roads on wildlife, few projects involving wildlife and highways have incorporated citizens in their research or conservation efforts. The spatially and temporally explicit data on wildlife movement near highways that is required to improve the authors understanding of wildlife movement along and across highways has the potential to be collected by highway users as citizen scientists. Yet, in order to be integrated meaningfully into decision-making processes, citizen science must be valid and reliable. It is therefore essential to examine whether these programs can provide robust, reliable data.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Alberta (Canada)
KW  - Data collection
KW  - Decision making
KW  - Highways
KW  - Monitoring
KW  - Public participation
KW  - Travelers
KW  - Volunteers
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session132.pdf
UR  - https://trid.trb.org/view/1345946
ER  - 

TY  - CONF
AN  - 01558558
AU  - Bekker, Hans G J
AU  - Dekker, Jasja J A
AU  - North Carolina State University, Raleigh
TI  - Effectiveness of Mitigation Measures to Reduce Road Mortality in the Netherlands: Badger
Meles Meles
SN  - 9780977809448
PY  - 2010
SP  - pp 613-624
AB  - In the 1900‘s, the badger population of the Netherlands was estimated to count 2500 to 3000 setts with over 4000 individuals. Between then and the 1960‘s, the number declined drastically and stayed low until the mid-1980‘s with about 400 setts in the whole of the Netherlands. In the 1980‘s a high percentage of the population, locally up to 25%, was killed yearly by road traffic. For this reason the Dutch government implemented mitigation measures such as fauna tunnels and fences. It was easy to monitor the use of such measures. By census the authors know that the population increased to around 5000 individuals in 2006. But were these "badger tunnels" effective: did the number of traffic victims at these tunnels decrease? To answer this question the authors analyzed data on badger traffic victims gathered by NGO "Das & Boom" and the Center for Transport and Navigation (Rijkswaterstaat) between 1990 and 2006. First, the authors determined the distribution of victims over motorways, provincial roads and local roads. In absolute terms, most victims were reported from local roads. However, relative to the length of road in the range of the badger, most victims occur at provincial roads. Second, the authors tested whether taking mitigating measures resulted in a decrease of traffic victims. Realization of fauna tunnels resulted in a small but significant decrease in the local number of victims, but effects varied from site to site: at most sites, the number of victims was lower, but at some the number of victims was higher after implementation of the measure. Analysis on a local scale should provide a clearer picture of the effect of mitigation measures on badger mortality. Such a study was done in the area 'Eindegooi‘ where the increase of the population of badgers is spectacular. It appears that the increase is related to a package of measures taken in that area. The challenge for conservation now lies in minimizing victim numbers at local roads. As badger victims occur over a huge length of local roads, mitigation will be difficult. Still, a number of measures are feasible, for example locally designed tunnels and fences, decreasing speed limits or closing roads for through traffic, especially at 'black spots‘ with high numbers of victims.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Countermeasures
KW  - Fences
KW  - High risk locations
KW  - Netherlands
KW  - Road kill
KW  - Roadside fauna
KW  - Speed limits
KW  - Tunnels
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session233.pdf
UR  - https://trid.trb.org/view/1347001
ER  - 

TY  - CONF
AN  - 01558556
AU  - Seiler, Andreas
AU  - Olsson, Mattias
AU  - North Carolina State University, Raleigh
TI  - Are Non-Wildlife Underpasses Effective Passages for Wildlife?
SN  - 9780977809448
PY  - 2010
SP  - pp 317-331
AB  - In order to mitigate barrier effects of highways and exclusion fences on wildlife, many countries have invested in specific wildlife crossing structures placed at selected strategic locations. While such structures may be significant to species conservation o r management at local scale, they may not necessarily suffice to maintain landscape connectivity at broad scale. Conventional, non-wildlife road bridges, tunnels and culverts, however, are usually abundant along the major infrastructure corridors and are known to be used by animals at least occasionally. Given the large number and density of such passages, their accumulative effect may well be underestimated. On the other hand, there is uncertainty about how effectiveness of wildlife passages should be judged, because clear objectives and performance targets are undeveloped. The authors used track inventories to study the relative use of a total of 57 conventional road underpasses in south-central Sweden by common wildlife species such as moose (Alces alces), roe deer (Capreoluscapreolus), red fox (Vulpes vulpes), badger (Meles meles) and hares (Lepusspp.). The authors  studied the influence of passage dimensions, design, human disturbance and landscape factors and derived recommendations on limits in size and openness based on selected multiple regressions. The authors results support earlier findings in that ungulates are more sensitive to underpass dimensions as medium- sized carnivores and hares. In general, moose and, to some degree also roe deer, used underpasses much less than expected from their occurrence in the surrounding habitat, whereas badgers and foxes, in particular, showed clear preference towards the underpasses. Openness appeared as a strong predictor for the relative use by most species, but also traffic within the underpasses and distance to nearest forest cover were important variables. Landscape attributes, such as habitat composition within 500 m around the passage or the distance to the nearest alternative crossing option, were of less significance to the relative use of underpasses. The authors estimated that underpasses with a relative openness of 2.3 (and minimum width of 11m), with limited human and vehicular traffic (12 passages per day) and nearby forest cover (distance <15 m) are likely to be used by moose at random , i.e., as much as expected from moose activity on control track beds. Smaller animals, including roe deer, will use such passages more frequently. The authors propose establishing random passage use (use as expected) as a performance target for non-wildlife crossing structures. Higher targets should be set for adapted wildlife passages. Additional, ecologically scaled performance targets must address the distance between adjacent crossing facilities. The authors conclude that, at least in Sweden, only a minor proportion of conventional road underpasses built for local access roads provide effective passages to roe deer and smaller species, and only very few to moose. It is worthwhile studying, however, whether other facilities can be created to provide safe passage for wildlife across roads or whether additional protective features can increase the attractiveness of existing structures and thereby provide more cost-efficient mitigation than the investment in new, adapted wildlife passages.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Crashes
KW  - Fences
KW  - Habitat (Ecology)
KW  - Landscape design
KW  - Sweden
KW  - Underpasses
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downlo...dings/ICOET09-Proceedings-Session212.pdf
UR  - https://trid.trb.org/view/1346319
ER  - 

TY  - CONF
AN  - 01558550
AU  - Craighead, April C
AU  - Craighead, Frank L
AU  - Oechsli, Lauren
AU  - North Carolina State University, Raleigh
TI  - Bozeman Pass Wildlife Pre- and Post-Fence Monitoring Project
SN  - 9780977809448
PY  - 2010
SP  - pp 469-474
AB  - The Bozeman Pass transportation corridor between Bozeman and Livingston, Montana, includes Interstate-90, frontage roads, and a railroad. The highway supports 8,000-12,000 daily vehicles during the winter and 10,000 to 15,000 daily vehicles during the summer. The interstate has essentially become a barrier and hazard to animal movements in the Bozeman Pass area. To determine the extent of the animal-vehicle conflicts and where conflicts may best be mitigated, Craighead Environmental Research Institute (CERI) began collecting field data on Bozeman Pass in 2001. Data analysis led to recommendations to incorporate approximately 2 miles of wildlife fencing, cattle guards and landscaping design modifications into the reconstruction of a Montana Rail Link (MRL) overpass. These recommendations were accepted by the Montana Department of Transportation (MDT) and MRL in 2005 and a wildlife fence and four jump-outs were constructed in 2007. Adding relatively low cost wildlife mitigation measures to existing highway projects are effective in increasing highway permeability and reducing animal mortality, and could be incorporated into the Obama infrastructure initiative. Data on wildlife crossings and animal-vehicle collisions (AVC) were collected before and after installation of the fencing to evaluate if the fencing reduces animal-vehicle collisions, and to determine animal movements under the highway via existing culverts and the MRL overpass. Data collection includes seven tasks, as follows: (1) Road kill surveys between Bozeman and the Jackson Creek interchange. (2) Track bed monitoring of wildlife movements under the MRL bridge. (3) Remote camera monitoring of wildlife movements at fence ends. (4) Infrared counter monitoring of wildlife movements at jump-outs. (5) Track bed monitoring of wildlife movements at fence ends and jump-outs. (6) Remote camera monitoring of wildlife movements in two culverts at east end of fence. (7) Opportunistic snow tracking under MRL bridge and in fenced area. Power analyses (power = 0.8; α = 0.05) indicated three to five years of post-fencing study would be optimal in order to make reasonable quantitative comparisons between the pre- and post-fencing ungulate-vehicle collision (UVC) data. This presentation reports on 2 years of data. Nearly 2,000 animals have been killed along 23 miles of Interstate 90 from 2001 - June 2009. Since the installation of the wildlife fence about 1.5 miles long, two white-tailed deer has been killed within the fenced area and three have been killed at the fence ends. There has not been an increase in animal-vehicle collisions (AVC) at the ends of the fence. Preliminary results indicate an increased use of underpasses and culverts by wildlife. Costs for this project were much lower than new wildlife crossing structures since the fencing was added on to a structure replacement project for an existing underpass. More wildlife appears to travel through the rebuilt underpass as well as through other existing crossing structures (culverts and county road bridge). This suggests that fencing alone can be added to help direct animals through existing structures. Wildlife fencing leading to existing crossing structures is a cost-effective method of reducing AVC and thus reducing risk to motorists as well as increasing connectivity for wildlife. Design improvements in jump-outs and fence-ends will be discussed.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Before and after studies
KW  - Crashes
KW  - Culverts
KW  - Deer
KW  - Fences
KW  - Highway safety
KW  - Montana
KW  - Road kill
KW  - Underpasses
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session223.pdf
UR  - https://trid.trb.org/view/1346963
ER  - 

TY  - RPRT
AN  - 01531744
AU  - Edil, Tuncer B
AU  - Benson, Craig H
AU  - O’Donnell, Jonathan B
AU  - Komonweeraket, Kanokwan
AU  - University of Wisconsin, Madison
AU  - Federal Highway Administration
TI  - Evaluation of the Environmental Performance of CCPS in Roadway Applications
PY  - 2010///Final Report
SP  - 414p
AB  - This report consists of two theses prepared at the University of Wisconsin-Madison. The two theses are: (1) "Leaching of Trace Elements from Roadway Materials Stabilized with Fly Ash" by Jonathan O'Donnell (2009) MS Thesis; and (2) "Leaching from Soil Stabilized with Fly Ash: Behavior and Mechanisms" by Kanokwan Komonweeraket (2010) PhD Thesis.
KW  - Coal combustion products
KW  - Environmental impacts
KW  - Fly ash
KW  - Leaching
KW  - Soil stabilization
KW  - Trace elements
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/11/Edil-No.-52-Evaluation-of-the-Environmental-performance-of-CCPs-in-Roadway-Applications.pdf
UR  - https://trid.trb.org/view/1316216
ER  - 

TY  - CONF
AN  - 01485242
AU  - Ngai, Florence
AU  - Kusuma, Markus
AU  - Yao, Jun
AU  - Transportation Research Board
TI  - Application of Dynamic Traffic Assignment in a Small-Urban Area
PY  - 2010
SP  - 12p
AB  - Many attempts had been made to improve the highway assignment component of a four-step travel demand model, in such that the model would generate more realistic speed and travel time estimates. These estimates determined performance measures, which were used to evaluate projects and help policy makers to make decisions in the planning process. With the help of advanced computer technology, and research and development efforts, dynamic traffic assignment (DTA) had become a viable modeling option. This paper explored the benefits of applying the DTA methodology in a small urban environment and the implications in planning analysis. Unlike in static assignment, where time and speed were unrealistically assumed to be constant over a period of analysis time and that the results of one analysis period did not affect the next analysis period, DTA assumed that travel time and speed changed by time segment and that the results of one time segment would affect the next time segment. In DTA the demand trips were assumed to enter the network over the course of the model time period and that no link would handle more traffic than its capacity. These features would conceptually enable DTA to produce results that were more reflective to reality. A case study was conducted for Morristown, a small urban town in New Jersey with a population of 18,500. Two assignment applications, static and DTA were developed using the Cube software. Input data was obtained from subarea-extraction of the Morris County Transportation Model. The assignment methodologies were tested using two hypothetical network scenarios. The analysis results were compared and the assignment methodologies were evaluated. This study also demonstrated a process of developing a DTA assignment application for a small urban area based on a regional model.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Benefits
KW  - Case studies
KW  - Dynamic traffic assignment
KW  - Highway capacity
KW  - Morristown (New Jersey)
KW  - Travel demand
KW  - Travel time
KW  - Urban areas
UR  - https://trid.trb.org/view/1253860
ER  - 

TY  - CONF
AN  - 01485241
AU  - Schaub, Charles
AU  - Transportation Research Board
TI  - Prioritizing Projects for the Metropolitan Transportation Plan -- The Lexington Experience
PY  - 2010
SP  - 11p
AB  - A federal certification review recommended that the Lexington area Metropolitan Planning Organization (MPO) formalize and enhance the project selection process for potential projects to be included in the long-range or metropolitan transportation plan. After reviewing several processes used by other MPOs, a scoring process was developed that attempted to address each of SAFETEA-LU’s planning factors and the unique objectives of the Lexington area. The process included 18 different criteria such as: economic impact, congestion reduction, multimodal involvement, safety impact, project feasibility, public support, and a benefit/cost adjustment factor. Criteria were both quantitative and qualitative. The initial intent was to make the scoring process multimodal by including transit, bicycle, and pedestrian projects along with traditional highway projects. However, due to an on-going transit operational analysis and transit’s separate funding sources, transit projects were not considered. Bicycle and pedestrian projects were incorporated into highway projects where appropriate. Nearly 100 different projects were scored. These projects were from the previous long-range transportation plan (funded and unfunded), various congestion and corridor studies, and the MPO area’s two county comprehensive plans. The projects were scored by utilizing available data and staff knowledge. Qualitative scores were determined by staff consensus. After all projects were scored and cost estimates were calculated, they were listed in order and a fiscal constraint analysis was done to ascertain final recommendations for the plan. The MPO staff was pleased with the process and believes it was successful and will be useful for future project analysis and prioritization.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Bicycle travel
KW  - Economic impacts
KW  - Lexington (Kentucky)
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Multimodal transportation
KW  - Pedestrian traffic
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Traffic congestion
UR  - https://trid.trb.org/view/1253858
ER  - 

TY  - CONF
AN  - 01485240
AU  - Matson, Phil
AU  - Chittaluru, Prasad
AU  - Transportation Research Board
TI  - Vacant Land Inventory and Development Assessment Tool
PY  - 2010
SP  - 9p
AB  - The Indian River County Metropolitan Planning Organization (MPO) created a vacant land inventory (VLI) application to identify the development status of land at the parcel level. The results of the vacant land inventory are used by the MPO to develop more accurate travel demand models by improving model inputs and assumptions about future land use and development scenarios. While originally developed as the central component of the MPO’s Visioning and modeling efforts, the model has seen new life as a school planning, utilities modeling, and emergency modeling tool as well. The VLI application integrates a vast amount of spatial data including parcel data, building permit data, future land use and zoning data, traffic analysis zones and street centerlines. The application automates an extensive analysis process and provides outputs in both report format and spatial data files. Parcel development status, as well as future development potential, are determined through a series of spatial overlays and the use of a customized algorithm that determines development status based on the taxable value of the parcel. Building permit data is used to further refine the development status and allows the county to analyze development projects as they progress through the development process. Look-up tables allow users to modify future land use densities and perform various buildout scenarios based on alternative future land use scenarios. The application was built using Mircosoft Access 2000 and ESRI’s ArcGIS and allows users to perform sophisticated geographic information system (GIS) and database analysis without requiring a high level of GIS or database knowledge. Custom ArcGIS map templates were created to allow users to visualize the spatial analysis and results in printer-friendly formats. The model also produces output at the TAZ level for direct input into Land Use and Travel Demand Forecasting models. The MPO developed the tool for use in the 2030 Long Range Transportation Plan and is currently using the application in its development of the 2035 Long Range Transportation Plan. The results of the VLI application have allowed the MPO to analyze the association between land use and transportation. The School Board of Indian River County has used the application for locating a future high school, and for projecting populations by section/township/range. The MPO also provided data from the application to FEMA following Hurricane Frances to assist in the location of temporary housing units based on specific site-selection criteria. Overall, the VLI application has integrated the analysis of numerous spatial data sources and improved the MPO’s ability to plan for the transportation future of Indian River County. For these reasons, the MPO model has been featured in Civil Engineering News and at the annual ESRI GIS conference.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Development
KW  - Forecasting
KW  - Land use planning
KW  - Metropolitan planning organizations
KW  - Travel demand
KW  - Vacant land
KW  - Zoning
UR  - https://trid.trb.org/view/1253854
ER  - 

TY  - CONF
AN  - 01485239
AU  - Wood, Brett
AU  - Fluitt, Allison
AU  - Transportation Research Board
TI  - Lessons Learned: A Community Driven Approach to Infrastructure Improvement
PY  - 2010
SP  - 13p
AB  - Every agency is learning to do more with less. Communities are learning that traditional funding sources for transportation improvements may not provide the financial backing needed to keep their existing infrastructure maintained or provide new improvements to meet the needs of a growing community. In 2006, Sumter County attempted to pass a sales tax referendum intended to fund community infrastructure improvements. The effort was unsuccessful largely because the community was not informed of the proposed projects and the benefits that might come from the improvements. Concurrent to this attempt, the City and County planning staff and Kimley-Horn began updating the Sumter community-wide Long Range Transportation Plan. The staff determined to use this project as a vehicle for improving its approach to the sales tax referendum and identifying strategic projects for future implementation. The study included a more detailed look at needed projects, and an emphasis on revenue projections based on successfully passing the next sales tax referendum. As an offshoot of this project, the City and County staff and Kimley-Horn conducted a corridor study for Lafayette Drive, one of the most heavily traveled corridors in the community. This study included a closer evaluation of two of the proposed sales tax project locations, with conceptual improvement designs as a primary deliverable. The project included an intense public outreach component, providing an opportunity for citizens and  business owners to become involved in the plan’s development and ultimately provide buy-in for the improvements. At the conclusion of these projects, the County attempted to pass another sales tax referendum. This time, the planning staff provided greater outreach and education opportunities and a better definition of the included projects. The second referendum passed successfully, and the City and County are currently implementing or designing the proposed projects. The public outreach efforts continue as a means to maintain the community’s involvement. This paper focuses on the lessons learned from these efforts, including the importance of strong community outreach, innovative visualization tools, strategic project selection, and development of both the Long Range Transportation Plan and the subsequent corridor study.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Communities
KW  - Development
KW  - Implementation
KW  - Improvements
KW  - Infrastructure
KW  - Lessons learned
KW  - Long range planning
KW  - Strategic planning
UR  - https://trid.trb.org/view/1253859
ER  - 

TY  - CONF
AN  - 01485238
AU  - Agnello, Paul
AU  - Transportation Research Board
TI  - Developing Travel Demand Modeling Tools for Medium-Sized Communities in Virginia
PY  - 2010
SP  - 9p
AB  - The Virginia Department of Transportation (VDOT) maintains travel demand models for all Metropolitan Planning Organizations (MPOs) within the state of Virginia through the Virginia Transportation Modeling (VTM) program including seven medium-sized community MPOs. These seven MPOs are all located in the western part of the state. Traditionally, travel demand modeling for all MPO areas within Virginia has been performed by VDOT modeling staff, but during FY-2009 and 2010, MPO model application work was transferred from VDOT to MPO modeling staff. VDOT provided training for all MPO regions to assist with this transitional process, but additional training and resources were provided for medium-sized community MPOs since they lacked the technical staff resources that the larger MPO regions in the eastern part of the state had. This presentation and paper will discuss the new modeling tools that VDOT staff developed to assist medium-sized community MPOs in Virginia in this process including standardized interfaces and methodologies, reports for summarizing model results, integrating models with State geographic information system (GIS) systems, and customizing model capabilities to better meet MPO needs. Additionally, within the next few years, VDOT is planning to make further improvements to these modeling tools using new data that will be available, e.g., 2009 NHTS, 2010 Census, etc. This paper and presentation will discuss lessons learned during the recently completed effort and plans for future improvements.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Geographic information systems
KW  - Methodology
KW  - Metropolitan planning organizations
KW  - Technical assistance
KW  - Training
KW  - Travel demand
KW  - Virginia
UR  - https://trid.trb.org/view/1253842
ER  - 

TY  - CONF
AN  - 01485237
AU  - Smith, Larry T
AU  - Transportation Research Board
TI  - An Economical Methodology for Development of Land Use and Socio-economic Forecasts for Long-range Transportation Plans (LRTPS)
PY  - 2010
SP  - 9p
AB  - The Central Mississippi Planning and Development (CMPDD), the Metropolitan Planning Organization (MPO) for the Jackson, MS area, developed an innovative methodology for forecasting population, number of dwelling units, employment and school enrollment based upon adopted Land Use Plans from counties and municipalities (most of which the CMPDD prepared) in the study area for the 2030 Jackson Urbanized Area Transportation Plan (the Long-Range Transportation Plan). That LRTP was part of the Statewide Mississippi Unified Long-Range Transportation Infrastructure Plan (MULTIPLA), which won an American Association of State Highway and Transportation Officials (AASHTO) award for State-MPO cooperation. The forecast methodology utilized measurements of acreage from adopted Land Use Plans for various land uses, including residential, commercial, industrial, and public/quasi-public uses, and applied residential population density factors from the ITE Trip Generation Manual to develop the forecasts. These forecasts were applied by a consultant, using TRANSCAD traffic simulation software, to develop traffic projections for all arterial and collector roadways in the study area to determine where traffic capacity deficiencies would occur in 10-year increments for 2010, 2020 and 2030. The presenter will use a power point presentation to discuss how the methodology was utilized to prepare the population and other forecasts and the development of the 2030 Jackson Urbanized Area Transportation Plan. This economical methodology is particularly useful for small or medium-sized MPO’s which do not have a large staff to develop the necessary forecasts for an LRTP.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Forecasting
KW  - Jackson (Mississippi)
KW  - Land use planning
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Socioeconomic factors
KW  - Traffic simulation
KW  - Trip purpose
UR  - https://trid.trb.org/view/1253855
ER  - 

TY  - CONF
AN  - 01485236
AU  - McDonald, Andy
AU  - Transportation Research Board
TI  - Northern Minnesota/Northern Wisconsin Freight Plan
PY  - 2010
SP  - 11p
AB  - The Northern Minnesota/Northwest Wisconsin Regional Freight Plan is a multimodal, comprehensive look at freight movement beyond traditional state and metro area boundaries. This freight planning effort built upon prior planning activities by the Minnesota Department of Transportation, Wisconsin Department of Transportation, the Duluth-Superior Metropolitan Interstate Council, the Arrowhead Regional Development Commission, and the University of Wisconsin Superior Transportation and Logistics Program. The plan was undertaken to provide a better understanding of the demand from freight transportation on the local and regional transportation infrastructure and to identify necessary improvements that enhance freight mobility and accommodate economic growth within the region. It emphasizes heightened inter-agency coordination, stakeholder engagement, critical investment making and assists the region in creating a vision for maintaining and improving the freight system. This area has some unique challenges and opportunities in the freight movement system. Potential new mining developments in Northeast Minnesota in integrated steel making, nonferrous mining and mining byproducts create pressure on current transportation resources. Other transportation challenges include moving large wind energy components to sites throughout the Northern Plains and Midwest and over-dimension equipment bound for the Oil Sands in Alberta. These large pieces are manufactured worldwide and arrive at the Duluth port by water and move out by truck and rail. The principal elements of this plan include a freight inventory, freight analysis stakeholder engagement followed by research on key regional freight issues and trends. Recommendations were developed to address policies and improve freight related infrastructure.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Demand
KW  - Economic growth
KW  - Freight traffic
KW  - Infrastructure
KW  - Minnesota
KW  - Mobility
KW  - Multimodal transportation
KW  - Transportation planning
KW  - Wisconsin
UR  - https://trid.trb.org/view/1253839
ER  - 

TY  - CONF
AN  - 01485235
AU  - Jamei, Bahram
AU  - Mann, William W
AU  - Transportation Research Board
TI  - Comparison of Five Metropolitan Washington Travel Demand Models
PY  - 2010
SP  - 11p
AB  - Several of the Virginia suburban jurisdictions in the Washington, DC region have developed their own travel forecasting models. We now have 4 sub-area models for this region. One was developed for Prince William County, one for Loudoun County, one for Fairfax County and one for the Town of Leesburg. Each one was developed by a different consultant hired by the local jurisdiction and each is structured a little differently. The regional model developed by the Metropolitan Washington Council of Governments (MWCOG) has always been available for its member jurisdictions to use, but these jurisdictions took it upon themselves to develop their own models with consultant help. Some of the reasons for this proliferation of travel forecasting models are: (1) locals want more detail with smaller zones and more highway links than the regional model provides; (2) locals want to be in control of the models for quick turn-around when asked. MWCOG staff is not always available when a quick turnaround is needed; and (3) locals want a simpler model than the regional model so they can understand the outputs to explain to their elected officials. The characteristics of each of these 4 sub-area models will be described in this paper for each of the 4 steps in the standard 4-step modeling process, along with a discussion of how they differ from the parent model – the one developed by MWCOG.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Alternatives analysis
KW  - Fairfax County (Virginia)
KW  - Highways
KW  - Leesburg (Virginia)
KW  - Loudoun County (Virginia)
KW  - Metropolitan Washington Council of Governments
KW  - Prince William County (Virginia)
KW  - Traffic forecasting
KW  - Transportation planning
KW  - Travel demand
UR  - https://trid.trb.org/view/1253851
ER  - 

TY  - CONF
AN  - 01485234
AU  - Slavin, Howard
AU  - Ricotta, Paul
AU  - Brandon, Jonathan
AU  - Rabinowicz, Andres
AU  - Sundaram, Srinivasan
AU  - Transportation Research Board
TI  - A New Traffic Assignment Method for Small and Medium Communities
PY  - 2010
SP  - 11p
AB  - This paper describes a new equilibrium traffic assignment method, compares it with prior methods, and illustrates how it can provide improved results for the models that are applied in small and medium-sized communities. The new origin user equilibrium (OUE) method, based on an algorithm developed by Robert Dial, provides superior convergence and more reliable estimates of link flows than the conventional method provided in most travel demand forecasting software packages. Utilizing a regional model for Victoria, British Columbia, the authiors compare traffic assignment results for test cases at different levels of assignment convergence and using different algorithms for computing user equilibrium. The authors demonstrate that OUE can achieve levels of convergence that are virtually indistinguishable from the true equilibrium solution and do so rather quickly on commonly available computers. The test cases illustrate that low levels of convergence lead to gross errors and spurious effects in traffic assignment, but that these problems disappear with higher levels of convergence. Consequently, the ability of OUE to achieve high levels of convergence quickly leads to much more reasonable and reliable traffic assignment results. Small community planners often rely on select link and select zone analysis to understand who benefits from road improvement projects and to share that information with stakeholders. The authors examine the select link analysis that is derived from different traffic assignment algorithms and convergence levels. The authors show that the results are very sensitive to these factors and that, with a proportionality correction, the OUE method provides more robust and reliable select link analysis.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Algorithms
KW  - Traffic assignment
KW  - Traffic equilibrium
KW  - Traffic flow
KW  - Transportation planning
KW  - Travel demand
KW  - Victoria, British Columbia, Canada
UR  - https://trid.trb.org/view/1253853
ER  - 

TY  - CONF
AN  - 01485233
AU  - Azimi, Ed
AU  - Jamei, Bahram
AU  - Gondy, Chowdhary S
AU  - Transportation Research Board
TI  - A Standardized Tool for Calculating Road User Benefits
PY  - 2010
SP  - 12p
AB  - The Highway User Benefit-Cost Analysis Program (HUB-CAP) provides the Virginia Department of Transportation (VDOT) with a standardized method to quantify road user benefits/costs to the traveling public based on roadway geometric, traffic, and operating characteristics. Based on this information, the Department can determine the cost effectiveness of various alternatives including detours, temporary roadway or shoulder construction, off-peak hour day work, night work, and the most appropriate project delivery method (i.e., Incentive/Disincentive, A+B Bidding, etc.). HUB-CAP provides valuable information to the designers and project managers when determining the most appropriate construction staging and final design. This application should be used early in the design process while there is still flexibility in the design. The optimal design will mitigate or avoid disruptions before they can occur. This application can also determine future highway user benefits-costs based on future improvement needs. By understanding the major factors influencing highway user benefits-costs, the analyst can take steps to minimize the effect of any future rehabilitation activities on roadway users. This tool was developed after researching the methodologies and application used by several States’ Department of Transportations and finally chose to utilize AASHTO’s 2003 Highway User Benefit Analysis method as a starting point. AASHTO’s worksheets were modified to include before and after scenarios, look-up tables for various inputs necessary to run the tool, and consistencies in the type of required data. It consists of three main modules: (1) Value of Time Savings / Benefits (both based on ADT and hourly volumes); (2) Accident Costs / Benefits; and (3) Operating and Ownership Costs / Benefits. The HUB-CAP application has already been implemented at VDOT by area construction engineers and construction managers. This has resulted in several projects being delivered on time with substantial saving to the users and VDOT in construction duration, user costs and completion of the project on-time.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Benefit cost analysis
KW  - Highway operations
KW  - Off peak periods
KW  - Road construction
KW  - Standardization
KW  - Traffic volume
KW  - User benefits
KW  - Value of time
KW  - Virginia
UR  - https://trid.trb.org/view/1253857
ER  - 

TY  - CONF
AN  - 01485232
AU  - Grimm, Lewis G
AU  - Rickards, Mark D
AU  - Geyer, Dorothy M
AU  - McDaniel, Danny
AU  - Transportation Research Board
TI  - Moving the Guests at a 400th Anniversary: Jamestown 2007
PY  - 2010
SP  - 13p
AB  - The year 2007 marked the 400th anniversary of the establishment of the first permanent English colony in North America at what is now known as Jamestown, Virginia. In preparation for this most recent in a series of anniversary events celebrated every 50 years since the early 1800s, a group of federal, state, and local agencies undertook the development of a multimodal transportation plan to accommodate the expected increases in visitation to the Jamestown–Williamsburg–Yorktown area, commonly referred to as “America’s Historic Triangle.” Under the general direction and leadership of the Virginia Department of Rail & Public Transportation, a group of public and private organizations formulated and implemented a visitor transportation plan for the region which fulfilled all defined transportation objectives. In addition to the Department of Rail & Public Transportation, the participants in this process included the Virginia Department of Transportation, the National Park Service, the Colonial Williamsburg Foundation, the Jamestown-Yorktown Foundation, the City of Williamsburg, James City County, York County, the College of William and May, Williamsburg Area Transit Authority, Hampton Roads Transit, and a team of consulting planning and engineering firms. The resulting visitor transportation plan built upon existing visitor parking, shuttle bus services, and traveler information system elements to create a system to both link visitors to individual sites as well as to link major visitor attractions to each other. Many of the plan elements developed for the 400th Anniversary commemoration activities in 2007 have been retained and incorporated into the local public transportation system serving “America’s Historic Triangle.” This paper describes how the plan was developed, its implementation for the 400th Anniversary events, and its continuing evolution since 2007.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Jamestown (Virginia)
KW  - Parking facilities
KW  - Public private partnerships
KW  - Regional planning
KW  - Shuttle buses
KW  - Special events
KW  - Tourism
KW  - Transportation planning
KW  - Traveler information and communication systems
UR  - https://trid.trb.org/view/1253856
ER  - 

TY  - CONF
AN  - 01485231
AU  - Bittner, Jason
AU  - Kleinmaier, Dan
AU  - Levine, Josh
AU  - Transportation Research Board
TI  - Transportation of Wind Energy Industry Components: Planning for Growth in the Heartland
PY  - 2010
SP  - 12p
AB  - The wind energy industry is growing in the United States. However, transportation of the wind turbine components from the point of production to the wind farm site incurs multiple challenges and obstacles. Along with the wind turbine components, the transportation of supplemental construction materials such as sand and gravel also has a significant impact. By the time a wind farm project is completed, it is likely that significant infrastructure damage has occurred, especially at the local level. Better and earlier communication between counties, townships, and developers can enhance the planning of infrastructure development to minimize damages and costs. Also, innovative design of wind turbine components and the vehicles that carry the components, along with more efficient logistical planning, can help to reduce some of this damage. Although these designs and strategies may reduce damages and cost, it is advisable to local counties and municipalities to sign an agreement with the developer prior to construction that specifically addresses infrastructure damage and repair.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Design
KW  - Infrastructure
KW  - Logistics
KW  - Transportation planning
KW  - Turbines
KW  - United States
KW  - Wind power generation
UR  - https://trid.trb.org/view/1253838
ER  - 

TY  - CONF
AN  - 01485125
AU  - Bricka, Stacey
AU  - Transportation Research Board
TI  - Data Alternatives in Support of Regional Travel Demand Modeling
PY  - 2010
SP  - 9p
AB  - Historically, data collection in support of regional travel demand models for small and medium-sized communities has been limited, largely due to a lack of resources. As a result, travel demand models in these regions are often based on generalized trip rates and other characteristics (such as those detailed in NCHRP Report 365). Another common trend is to “borrow” a data set from a “comparable” region. Finally, a growing research focus is on the ability to conduct a small sample survey to supplement or refresh older travel survey data. The purpose of this paper is to provide a resource for transportation planners in small and medium-sized communities through presenting practices on the use of secondary data to support travel demand modeling. This is accomplished through detailing common practice in the use of the two most common transferable practices as well as presenting an alternate approach that blends a smaller focused “fresh” survey sample with secondary data.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Best practices
KW  - Data collection
KW  - Medium sized cities
KW  - Regional planning
KW  - Small cities
KW  - Travel demand
KW  - Travel surveys
UR  - https://trid.trb.org/view/1253597
ER  - 

TY  - CONF
AN  - 01485124
AU  - Anderson, Michael D
AU  - Harris, Gregory A
AU  - Neppel, Lauren Jennings
AU  - Blanchard, Lisa S
AU  - Transportation Research Board
TI  - Using a Federal Database and Local Industry Sector Knowledge to Develop Future Freight Forecasts
PY  - 2010
SP  - 9p
AB  - Freight transportation is often not explicitly modeled, but is included implicitly as a percentage of non-home-based trips, which has nothing to do with the actual behavior of freight. This incorporation has the potential to develop future traffic forecasts that are unreasonable and potentially will lead to poor roadway infrastructure investment decisions. The federal freight flow data contained in the Freight Analysis Framework Version 2.2 (FAF2) Database has the potential to improve the forecast year accuracy, however, use of the database itself is often suspect and the large aggregation level of the database usually makes it impractical. This paper examines a process to systematically improve the forecasted volumes from the FAF2 using local industry sector knowledge to a potential level that is acceptable for urban transportation modeling. A case study is shown using Mobile, AL to demonstrate the process of adjusting the FAF2 data to account for industries located in the community. The paper concludes that with appropriate adjustment and application, the FAF2 database can be used for in forecasting future travel demand in a smaller urban area.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Case studies
KW  - Data quality
KW  - Databases
KW  - Forecasting
KW  - Freight Analysis Framework
KW  - Freight flow data
KW  - Freight traffic
KW  - Mobile (Alabama)
KW  - Urban areas
UR  - https://trid.trb.org/view/1253609
ER  - 

TY  - CONF
AN  - 01485123
AU  - Krutsinger, David
AU  - Kutzmark, Tam
AU  - Transportation Research Board
TI  - Circulator Guidebook: Dupage Local Area Circulator Study
PY  - 2010
SP  - 11p
AB  - Ever wanted to start a circulator or shuttle bus in your community? Want to know where to start? Want to get some questions answered before hiring a consultant? Then the Circulator Guidebook is a valuable resource for your community! The Circulator Guidebook was conceived as a product of the DuPage Mayors and Managers Conference which wanted to study thirteen communities within DuPage County. They knew only four of the communities were ready to start a circulator. The other nine would want to do so in a few years’ time, but didn’t want to miss an opportunity to make the most of some technical expertise. So the Circulator Guidebook documented all the steps along the way, using information from the first four communities, allowing the other nine to follow when they were ready. The main benefit of this paper and the Circulator Guidebook is that it synthesizes many ideas and techniques concisely. It is a toolkit of ideas all in one simple document. It provides a comprehensive approach to understanding and planning for a bus circulator. It is usable in small and medium-sized communities, whether as a stand-alone community, as a community on the periphery of an urbanized area, or several communities with connecting service. It is useful for both short-term and long-term planning. The methods are approachable enough that professionals with generalized backgrounds can use them. Additional references for further reading are provided. The Circulator Guidebook starts with the basics of running an open house and conducting a community survey. The market analysis section shows how census and more recent community population and employment information can be used to identify transit service gaps and to estimate a potential demand if the whole community were served. Different circulator service types, including innovative services like flex-routes and checkpoint routes can help a community provide service to more people.  From there, step through the process of designing transit alternatives, zeroing in on ridership estimates for specific alternatives, and estimating the costs of operations, maintenance, and vehicles. While costs will vary from region to region in the U.S., this Circulator Guidebook can give you a “ballpark” cost using information included here. Learn how an implementation plan addresses organizational structure, staffing requirements, and funding sources to implement your circulator. Typical federal, state, and local funding sources are described. The basics of putting together a marketing plan are also covered, including raising the visibility of a new service in the community and how to make the transit route information useful to your customers. Finally, assess the performance of the circulator after it’s been implemented.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - DuPage County (Illinois)
KW  - Handbooks
KW  - Operating costs
KW  - Ridership
KW  - Shuttle buses
KW  - Transportation planning
UR  - https://trid.trb.org/view/1253568
ER  - 

TY  - CONF
AN  - 01485122
AU  - Holland, Peggy
AU  - Transportation Research Board
TI  - Public Involvement in Bicycle Safety
PY  - 2010
SP  - 9p
AB  - The Greensboro Urban Area Metropolitan Planning Organization (GUAMPO), along with its partners in Guilford County, Greensboro Parks and Recreation and the City of Greensboro, adopted the consolidated Greensboro Urban Area Bicycle, Pedestrian and Greenways Master Plan in 2006. Through a series of interactive public meetings, the plan helped to spawn a new bicycle advocacy group and brought new ideas for bike lanes and edgelines into the public realm. Implementation of the plan, especially bicycle improvements, began immediately upon adoption. Since the community was unfamiliar with bike lanes, edge lines and bike routes, an education campaign was needed to familiarize them with these features and their purpose. After initial implementation of the plan, a growing number of bicyclists turned into a growing numbers of crashes. Once again, it was obvious that engineering by itself wasn’t enough and a targeted education campaign was needed. Through the use of public outreach, advertising and partnerships, a successful bike safety campaign was launched with a dedicated Bike Safety Month. This has become an annual event to celebrate bicycling and refresh the safety dialogue. In 2009, Greensboro was recognized by the League of American Bicyclists as a Bronze Level Bicycle Friendly Community. This presentation will highlight those strategies and techniques that have worked well in the community and those things that haven’t. Bicycle safety is an ongoing process that is more than just education and engineering. Interaction with the public, and encouraging communication amongst residents, is a key to bicycle safety. These are ideas that can be replicated in other communities, especially those that are just beginning to implement new bicycle facilities and want to become more bicycle-friendly.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Advertising campaigns
KW  - Bicycle travel
KW  - Bikeways
KW  - Greensboro (North Carolina)
KW  - Master plans
KW  - Metropolitan planning organizations
KW  - Public participation
KW  - Safety campaigns
UR  - https://trid.trb.org/view/1253595
ER  - 

TY  - CONF
AN  - 01485121
AU  - Hyder, David W
AU  - Transportation Research Board
TI  - Using Decision Trees in Transportation Planning and Analysis
PY  - 2010
SP  - 12p
AB  - This paper discusses using search trees and decision trees in transportation planning and analysis. Decision trees are a formal decision support methodology that is often seen in business and the healthcare fields. However, they are seldom seen, in the formal sense, in transportation planning and analysis. This paper briefly discusses decision trees, including the definition of a decision tree and the method of construction a decision tree. The paper also discusses the advantages of decision trees and provides an example of how a decision tree is applicable to systems planning.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Decision making
KW  - Decision trees
KW  - Evaluation and assessment
KW  - Health care
KW  - Policy analysis
KW  - Systems planning
KW  - Transportation planning
UR  - https://trid.trb.org/view/1253601
ER  - 

TY  - CONF
AN  - 01485120
AU  - Reynolds, William
AU  - Transportation Research Board
TI  - Transit Node Analysis: Comparing Street-Level Physical and Socioeconomic Factors Using a Layered GIS Approach
PY  - 2010
SP  - 12p
AB  - Maximizing transit ridership in small and medium-sized communities requires, among other factors, strategic stop placement, network connectivity characteristics that encourage walk and bike trips, as well as mixed use development patterns that provide residents with walkable destinations. Although a growing body of research has demonstrated automobile trip rate suppression effects due to mixed-use and transit-oriented development, as well as a correlation between walking/cycling trips and street connectivity, no single analysis tool has the ability to objectively compare transit stop locations based on a combination of physical and socioeconomic attributes. The proposed methodology demonstrates a technique that relies on geographic information system (GIS) analysis within a one-mile radius of a future or existing transit node to present layered imagery at the street level in order to highlight blocks in need of infrastructure improvement and/or land use changes to support transit. As medium-sized communities, particularly in suburban Sunbelt contexts, often lack the traditional urban infrastructure that readily supports transit usage, the method provides a critical set of analysis tools that can provide guidance for establishing a more transit-supportive built environment. The paper describes a total of nine measures of physical connectivity, mix of use, and socioeconomic factors that relate to transit usage. Walkscore (http://www.walkscore.com), which measures straight line distance to 13 amenity types including grocery stores, movie theaters, and restaurants, provides an aggregate mixed-use retail score based on proximity. As the method ignores accessibility to these locations, however, walk time information as well as intersection density, dead-end frequency, and total sidewalk mileage provide an indication of the local network connectivity. Additionally, a weighted summation of residential and employment density, termed the activity intensity measure, is used to assess the socioeconomic activity of the TAZs contained within the one-mile region of interest. Taken together, these indices provide a detailed analysis of the mixed of use, the overall connectivity of the network, as well as the land use intensity within a one-mile radius of the transit node. Layering of the visual components provides a clear, concise, and easy to understand representation of the zone that highlights areas in need of improvement at the block level and provides a method of comparing sites that can be used to communicate site selection criteria to the public and generate discussion.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Geographic information systems
KW  - Land use planning
KW  - Mixed use development
KW  - Ridership
KW  - Socioeconomic factors
KW  - Transit oriented development
KW  - Walking
KW  - Walkscore
UR  - https://trid.trb.org/view/1253569
ER  - 

TY  - CONF
AN  - 01485119
AU  - Taylor, Steve T
AU  - Canon, Andrew A
AU  - Transportation Research Board
TI  - Integrating Planning and Operations for a Comprehensive Transportation Management System
PY  - 2010
SP  - 12p
AB  - Transportation engineers and planners need a new set of tools to help ensure they are getting the best value and use of limited transportation monies. Agency officials have historically relied on various performance evaluation methods to assess roadway networks that have inherent limitations, which may not completely identify true causes and contributors of congestion. Through application of existing technology and off-the-shelf tools, Jacobs Engineering Group has developed and applied an integrated system to evaluate congestion on regional networks, evaluate pavement roughness, estimate emissions, recommend mitigation measures, prioritize improvements, and update transportation travel demand model networks. The network conditions are evaluated using an invehicle setup including a PDA data collector, differentially correctable global positioning system (GPS) pavement sensor, and geo-referenced digital video system. Components of this approach has been successfully applied on over 400,000 miles of roadways for various scales of communities across the country including: Hidalgo County (McAllen TX), Savannah GA, Harlingen TX, Corpus Christi TX, Birmingham AL, Columbia SC, Phoenix AZ, Nashville TN, Oakland CA, Dallas TX, Denver CO, Tucson AZ, San Francisco CA, Los Angeles CA, Atlanta, GA, and Tampa, FL.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Congestion management systems
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Performance measurement
KW  - Traffic congestion
KW  - Transportation planning
KW  - Travel demand
KW  - Travel time
UR  - https://trid.trb.org/view/1253565
ER  - 

TY  - CONF
AN  - 01485118
AU  - Stabler, Ben
AU  - Knudson, Becky
AU  - Transportation Research Board
TI  - Dynamic Model Visualization and Investigation
PY  - 2010
SP  - 7p
AB  - The purpose of this presentation is to share a new approach to model visualization and investigation. Travel and land use models are complex, requiring and generating a great deal of data. The Oregon Department of Transportation’s (ODOT) Statewide Integrated Model (SWIM) produces gigabytes of data that have historically been cumbersome to sort through and glean useful information from. ODOT has worked on visualization of model results during specific analysis projects over the last few years, but these efforts have been disjointed and coarse. As a result, visualization was approached as a separate, coherent goal aimed at creating an efficient, comprehensive tool for viewing modeling results. The project was split into two distinct tasks which significantly changed how the model is visualized, and more importantly, how model results can be investigated. The first task was to develop a reporting/visualization database using open source technologies. This database centralized and structured the model outputs in a  consistent manner that could be automated to follow a model run. Properly structuring the data in a generic/normalized fashion allowed for the development of a tool to query/mine the data. The second task was to develop an open source Adobe Flash/Flex interactive application that connects to the visualization database, allows for standard and custom data queries, and presents results in dynamic tables, charts, and maps. The application can illustrate changes over time and differences between scenarios automatically. The real value of the new tool is the speed at which model results can be investigated, patterns revealed and relationships better understood, and scenario ”stories” put together to share with others. Finally, the dynamic visualization platform has already proven its worth by bringing to light model results that had previously been lost in all the model complexity.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Data collection
KW  - Data modeling
KW  - Databases
KW  - Evaluation and assessment
KW  - Land use planning
KW  - Oregon
KW  - Travel demand
KW  - Visualization
UR  - https://trid.trb.org/view/1253600
ER  - 

TY  - CONF
AN  - 01485117
AU  - Weisiger, Sarah
AU  - Transportation Research Board
TI  - The School Travel Plan as a Community Planning Tool
PY  - 2010
SP  - 9p
AB  - Safe Routes to School (SRTS) is a national program and a movement to enable and encourage children to walk and bike to school. State coordinators implement the federally-funded program to promote safe, active transportation. Funding is used to support planning, program implementation, and project construction in small towns, suburban areas, and cities. Successful local programs require a crosscutting approach bringing together school districts, local governments, law enforcement, parents, students, and others to create an effective plan. The state Safe Routes to School programs in Illinois, Ohio and Virginia have adopted a School Travel Plan reference guide to facilitate planning by localities to make communities safe for  kindergarten to eighth grade students to walk and bike to school. The School Travel Plan has proved to be an important and low cost tool to engage communities in creating sustainable transportation systems. The action plan, for strategies to make walking and cycling safe, draws together “the five E’s” of Safe Routes to School: education, encouragement, enforcement, evaluation and engineering. These plans can work for a single school or for schools city-wide. This paper and conference presentation will describe: (1) motivations for why communities become interested in the Safe Routes to School movement; (2) types of Safe Routes to School guidebooks and planning documents used across the country; (3) key components of a School Travel Plan in Ohio, Illinois and Virginia; (4) how the Virginia Safe Routes to School Program began to use the School Travel Plan process; (5) the Illinois and Ohio Safe Routes to School program, including types of planning assistance to communities; (6) the number and type of communities creating School Travel Plans; (7) examples of success stories involving implementation of aspects of School Travel Plans; (8) a simple survey of planning tools used in other SRTS programs around the country; and (9) the benefits of this type of planning to engage people in creating livable communities.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - City planning
KW  - Illinois
KW  - Implementation
KW  - Ohio
KW  - Safe Routes to School (Program)
KW  - Safety
KW  - School children
KW  - Sustainable transportation
KW  - Transportation planning
KW  - Virginia
UR  - https://trid.trb.org/view/1253585
ER  - 

TY  - CONF
AN  - 01485116
AU  - Badenhope, Julia
AU  - Transportation Research Board
TI  - Small-Town Transportation Assessments that Work: Combining Community Learning and Research Strategies
PY  - 2010
SP  - 12p
AB  - One of the challenges facing transportation planners in small communities is effectively engaging local leaders and residents in issue analysis leading to effective goals statements for transportation system expansion and enhancement. Local knowledge about how transportation is used by residents, barriers to use, and desires for change/preservation is unavailable to planners without involvement of residents and local system managers. Technical expertise about transportation system development is rarely accessible to community leaders, who are often lay persons, who must work with residents to formulate plans that hinge on transportation infrastructure. Through the Iowa’s Living Roadway Community Visioning Program, a participatory research method has been developed that involves local residents in not only providing data but also in applying findings to meaningful community transportation goals. In this process, initial goals established by a volunteer community steering committee are studied and expanded through two simultaneous participatory research projects—one quantitative and one qualitative. A random sample survey, which uses both traditional survey form and interactive geographic information system (GIS) elements, quantitatively describes community transportation system use and priorities for development. Focus groups conducted with transportation users discover why and how the community transportation system is used, including uses related to work and play. Results are communicated through the news media in addition to internal communication with steering committee members. Based on this feedback, community leaders can refine goal statements and specific transportation development strategies responsive to local needs and values. Immutable qualities and values associated with place are often revealed through this two-part process, in part due to the integration of map- and narrative-based data in the research design. Traditional survey methods reveal frequencies and types of uses, but the juxtaposition of these data with the spatial data—place qualities implied in landscape and community elements such as hills, woodlands, downtown hangouts, etc.—demonstrate how transportation and place are related. Seeing these relationships helps residents articulate how transportation system development relates to and extends their values for place. This, in turn, fuels sustained action on transportation, enriched with knowledge about system elements, as well as articulated and represented place values embodied in community transportation maps.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Assessments
KW  - City planning
KW  - Cooperation
KW  - Decision making
KW  - Geographic information systems
KW  - Iowa
KW  - Transportation planning
UR  - https://trid.trb.org/view/1253594
ER  - 

TY  - CONF
AN  - 01485115
AU  - Murshed, Delwar
AU  - Transportation Research Board
TI  - GLOBEWARM – A Tool to Estimate Greenhouse Gas Emissions from Roadway Vehicles
PY  - 2010
SP  - 13p
AB  - Since Greenhouse gases (GHGs) are believed to lead to global warming, emission of such gases are now considered an environmental threat that must be confronted. About 30% of the GHG emissions in the United States are from transportation sources. This is why, for most transportation improvements or policy decisions, the public and decision makers often want to know what effects an improvement or a policy decision will have on GHG emissions. Transportation planners and decision makers want to know to what extent are solutions within the realm of transportation planning and to what extent are they in the realm of other policy areas? How emissions are affected by congestion induced by population growth and maintaining economic vitality? How to address this GHG emission issues early in the planning process? To answer any such questions, planners and engineers need to estimate GHG emissions from roadway vehicles. How to estimate GHG emissions in planning stages of a project or at policy decision levels? The standard process involves running a travel demand model as well as a sophisticated vehicle emission model using tools such as MOBILE, MOVES, EMFAC, etc. Data requirements of most of these emission modeling tools strain the ability of travel demand models to produce needed inputs. Moreover, due to emission model’s complexity, time-consuming data collection, and staff and project budget constraints, it may not be feasible for transportation professionals to apply such sophisticated tools for estimating vehicle emissions for all sorts of transportation projects. Therefore, there is need to develop a quick and easy approach that would help planners/engineers to estimate GHG emissions with minimal data. With this need in mind, a simple methodology and tool have been developed for planning level estimation of GHGs. This paper is to provide an overview of the tool that can help estimate GHG emissions using either system-wide summary data or link-by-link travel model data. This paper will first provide an overview of the common approaches about applying travel demand model for roadway vehicle emission estimation. Several quick and easy vehicle emission estimation approaches will then be described for reference purposes. Finally, this paper will document the concepts, assumptions, and methodology of GHG emissions estimation along with data needs and default data that comes with the tool.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Air quality management
KW  - Decision making
KW  - Environmental protection
KW  - Global warming
KW  - Greenhouse gases
KW  - Policy analysis
KW  - Pollutants
KW  - Travel demand
UR  - https://trid.trb.org/view/1253596
ER  - 

TY  - CONF
AN  - 01485114
AU  - Carreras, Joseph
AU  - Transportation Research Board
TI  - Applying the Housing + Transportation Affordability Index in Your Metro Area
PY  - 2010
AB  - The U.S. Department of Housing and Urban Development (HUD) Secretary Shaun Donovan and U.S. Department of Transportation (DOT) Secretary Ray LaHood announced a new partnership to help American families gain better access to affordable housing, more transportation options, and lower transportation costs. The average working American family spends nearly 60 percent of its budget on housing and transportation costs, making these two areas the largest expenses for American families. Donovan and LaHood want to seek ways to cut these costs by focusing their efforts on creating affordable, sustainable communities (HUD Press Release, May 2009). The SCAG Housing & Transportation Affordability Index illustrates how this tool can be applied in a wide variety of communities – large, medium and small – in supporting transit oriented and infill development. The presentation will showcase the California Land Opportunities Tracking System (CALOTS) web based mapping and GIS tool developed by UCLA's Neighborhood Knowledge Center for the Southern California Association of Governments (SCAG) and a series of Southern California case studies developed for SCAG by the Center for Neighborhood Technology in partnership with the Center for Transit-Oriented Development, The Index shows how affordability changes from neighborhood to neighborhood throughout Southern California and that the most affordable neighborhoods tend to be mixed use, compact in design, walkable, and near transit and jobs. An Affordability Index Toolbox study just completed for SCAG includes six community case studies: El Monte Case Study; Fullerton Case Study; Glendale Case Study; Koreatown Case Study; Platinum Case Study; San Bernardino Case Study. The case studies examine different local government approaches to a paradox associated with dispersed growth - it appears to make housing more affordable, but often cancels any significant savings with high transportation costs. The Affordability Index Toolbox synthesizes results from the case studies and recommends potential policy "tools" that local planners, elected officials and others can use to promote affordability in their communities.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Case studies
KW  - Housing
KW  - Southern California
KW  - Southern California Association of Governments
KW  - Sustainable development
KW  - Transit oriented development
KW  - Transportation planning
KW  - Walking
UR  - https://trid.trb.org/view/1253570
ER  - 

TY  - CONF
AN  - 01485113
AU  - Leap, Monica
AU  - Transportation Research Board
TI  - A Literature Review of Current Events and Trends in Ciclovía Programs across America
PY  - 2010
SP  - 12p
AB  - For six hours every Sunday, Bogotá, Colombia, closes 70 miles of roads to automobiles, and opens them to bicyclists, walkers, runners, and dancers. An estimated two million of the city’s eight million residents participate each week, reaping health, environmental, social, and economic benefits. It is called Ciclovía, meaning “bicycle path” in Spanish. The popularity and success of Ciclovía programs have, over the past 10 years, inspired cities of various sizes in the U.S. and other countries to begin similar programs. Ciclovía programs seek to combat rising obesity rates and issues of equity caused by the increasing prevalence of auto mobility. It offers free active living opportunities within urban settings, and as there are no barriers to entry, it provides healthy opportunities for residents of all incomes, especially those who cannot join gyms or travel for recreation. Ciclovía programs across the U.S. have a wide array of advocates, ranging from families looking for affordable entertainment in hard economic times, city officials looking to increase programming, those for the reduction of obesity, diabetes, or other health issues, avid cyclists, to many others. Through surveys, interviews, and anecdotal evidence, Ciclovía events are extremely popular amongst both participants and organizers. They provide opportunities for exercise and community development from which city residents would otherwise be excluded from due to financial or safety concerns. In addition to this, there are also emotional and mental health benefits from greater social integration, a stronger sense of belonging and from being able to freely experience and explore ones everyday environment in a different way. The routes chosen for the program tend to highlight the city’s historic district or characteristic neighborhoods, promoting historic preservation and attracting tourists. However, without excessive auto use on that day, cleaner air and happier, healthier residents are the primary outcomes. A key element of the program is that it can be catered to the specific needs and abilities of each community sponsoring it. The length of the route and the programming along it are modified to reflect the character of the city. It can be marketed as an obesity-reduction campaign or a pro-bike and walk event, for example. Though large cities like New York receive wide acclaim for their program, smaller communities, such as Paducah, KY; Lakewood, OH; and Clearwater, FL, have just as much success. Though not a comprehensive guidebook, this study can serve as a resource to cities beginning their planning process. It contains background information and in-depth case studies of small, medium, and large cities.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Bogota (Colombia)
KW  - Ciclovia
KW  - Cyclists
KW  - Environmental impacts
KW  - Handbooks
KW  - Obesity
KW  - Pedestrians
KW  - Transportation planning
UR  - https://trid.trb.org/view/1253571
ER  - 

TY  - CONF
AN  - 01485112
AU  - Frawley, William E
AU  - Transportation Research Board
TI  - MPO Planning Resources – An Internet-Based Tool
PY  - 2010
SP  - 9p
AB  - Small and medium-sized metropolitan planning organizations (MPOs) commonly experience frequent staff and policy committee turnover. Frequent turnover requires that new staff and policy committees need to become familiar with MPO processes and requirements as quickly as possible. In some cases, staff will be directed to accomplish specific tasks prior to becoming fully knowledgeable of the overall MPO process. This can be particularly true as deadlines for metropolitan transportation plans (MTPs) loom closer. The Texas Transportation Institute (TTI) has developed a web site comprised of MPO process related materials for the Texas Department of Transportation (TxDOT). The original need for this effort stemmed from frequent turnover in a specific MPO and the struggles staff experienced with knowing how to prioritize tasks and being aware of processes related to the MTP update. That effort began with the creation of a timeline of tasks and subtasks and evolved into the development of a web site. The web site contains scores of “drill-downs” that are explanations of requirements and processes. The web site also contains links to federal and state documents and examples of documents from various states. This paper explains the evolution of the Internet-based resource from its initial spreadsheet format. The paper also provides an explanation of the overall process to develop the resource, including the key personnel involved. Detailed explanations of various sections of the web site are also included. The paper is formatted in a user’s guide layout, with section headings presented in the form of questions a resource user might ask. This paper will be beneficial to MPO and state Department of Transportation (DOT) staff who may desire to develop a similar resource for their agencies.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Internet in education
KW  - Master plans
KW  - Metropolitan planning organizations
KW  - Personnel retention
KW  - Policy analysis
KW  - State departments of transportation
KW  - Texas
KW  - Training
UR  - https://trid.trb.org/view/1253606
ER  - 

TY  - CONF
AN  - 01485111
AU  - Everett, Jerry
AU  - Transportation Research Board
TI  - An Investigation of the Transferability of Trip Generation Models
PY  - 2010
SP  - 12p
AB  - The cost of collecting data for travel demand modeling is high and increasing each year. Data collection costs could easily exceed the annual budget of a metropolitan planning organization (MPO) in a small or medium-sized area. Many of these agencies borrow or transfer data and/or models from other areas since they cannot afford the cost of collecting local data. A study with the objective of testing the appropriateness of transferring commonly used trip generation models from one urban area to another under specific circumstances was recently completed. The issue of the transferability of trip generation models is real and is faced by many urban areas especially those of small and medium size. A review of literature found that at the present time the appropriateness of transferring trip generation relationships from one area to another is still in question since previous studies have had mixed findings. The quantitative analyses of the study included data from four separate travel surveys, with data from 11 study areas in two states, and four trip purpose models in each area, resulting in the development of a total of 44 cross-classification models. The analysis was based on a comparison of cross-classification tables developed using the number of vehicles available and household size or number of household workers. These models are typical of those used by many small and medium-sized metropolitan planning organizations around the country. Comparisons between pairs of study areas were then made for each of the four trip purpose models. All study areas within each size category, irrespective of their state were compared to one another, and each study area within a state was compared to the other study areas in the same state. Forty area-to-area comparisons were made with four trip categories in each case for a total of 160 comparisons. This paper will present the findings of this research and offer some insights into the issue of the transferability of trip generation rates that will be helpful to planners at small and medium-sized MPOs. Though this research did not definitively answer the question of “is the transfer of trip generation models from one area to another statistically valid?” it will provide a valuable addition to the body of literature of the subject that both researchers and practitioners will be able to draw from in the future.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Alternatives analysis
KW  - Data collection
KW  - Metropolitan planning organizations
KW  - Transferability
KW  - Travel demand
KW  - Travel surveys
KW  - Trip generation
KW  - Trip purpose
UR  - https://trid.trb.org/view/1253599
ER  - 

TY  - CONF
AN  - 01485110
AU  - Eisele, William L
AU  - Park, Eun Sug
AU  - Zhang, Yunlong
AU  - Stensrud, Rachael
AU  - Transportation Research Board
TI  - Estimating Arterial Performance in Small and Medium-Sized Communities
PY  - 2010
SP  - 12p
AB  - Transportation professionals in small and medium-sized communities (SMSCs) require planning-level methods and models to estimate arterial street mobility performance. Because financial resources are often constrained, methods that require limited field data collection are most useful. Understanding arterial performance in terms of mobility can identify problem areas and facilitate improvement prioritization. This paper describes completed research at the Texas Transportation Institute with the objective of developing a corridor travel time index (TTI) arterial model for estimating arterial performance in small to medium-sized communities. The TTI is the ratio of the travel rate (minutes per mile) during the peak period to the travel rate (minutes per mile) during the off-peak period. The TTI is a geographically scalable measure, which makes the models more transferable. This paper describes two models to assist transportation professionals in small and medium-sized communities to estimate the TTI in the arterial environment during light and moderate congestion conditions. To address limitations of existing models, the models 1) consider access management (e.g., driveway density), 2) are corridor-based, 3) are a function of generally-available or easy-to-obtain data, 4) are calibrated and validated with extensive field data, and 5) explain a relatively high degree of variability. The models were developed based upon extensive field data along a typical suburban corridor that is representative of a typical small and medium-sized community. The model for moderate congestion conditions (TTI values up to approximately 2.8) is a function of traffic volume, driveway density, signal green time relative to the cycle time (g/C), and signal coordination condition. The model for light congestion conditions (TTI values up to 1.35) is based upon traffic volume and g/C along the corridor. Intuitively, when congestion levels are relatively higher, the research found that driveway density was an important prediction variable for TTI along the arterial corridor. The research findings will benefit transportation professionals and decision-makers in small and medium-sized communities who are responsible for tracking mobility along roadways of interest and for prioritizing roadway improvements.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Driveways
KW  - Mobility
KW  - Traffic congestion
KW  - Traffic signal cycle
KW  - Traffic volume
KW  - Travel time
KW  - Travel time index
UR  - https://trid.trb.org/view/1253549
ER  - 

TY  - CONF
AN  - 01485109
AU  - Morgan, Daniel
AU  - Mayberry, Rick
AU  - Transportation Research Board
TI  - Application of a Combined Travel Demand and Microsimulation Model for a Small City
PY  - 2010
SP  - 12p
AB  - This paper describes the development and application of a multi-modal microsimulation model for the Greater Eureka Area (GEA), a small community of 25,000 in Northern California. The travel demand model for the GEA was used to develop estimates of the traffic demand for base and forecast years. A rigorous data collection and calibration effort was made to calibrate the simulation model for the base year. The simulation of pedestrian activity and bus routes is included in the model. The application is unique in its methods and in its ultimate objective. First, the microsimulation model was developed on a geographic information system platform shared with the travel demand model, allowing the fusion of geographic information and the application of geographic analysis methods to assist in the refinement of peak period trip tables for simulation. The travel demand model was used to develop initial estimates of the traffic demand. Additional analysis was performed to develop a dynamic temporal profile in the demand. Simulation-based dynamic traffic assignment methods were used to calibrate route choices in the model. Second, the microsimulation model was designed not for a specific and finite project in the common tradition of planning and engineering practice but for the purpose of becoming a living model to be adopted and maintained by local authorities for use in all manner of planning and traffic impact studies, both big and small, throughout the city. Thus, the microsimulation model will serve as a natural corollary and complement to the travel demand model. A variety of alternatives, including the additional lanes on a key corridor and traffic signal optimization, are analyzed to demonstrate the effectiveness of microsimulation for improving the estimates of project impacts in the planning context. In addition to serving as an illustrative case study for the application of microsimulation in small and medium-sized communities, this paper demonstrates the advantages of geographic information system (GIS) for making the development of a microsimulation model for small and medium-sized communities feasible and cost-effective. Lessons learned and guidance for similar applications elsewhere are provided.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Data collection
KW  - Dynamic traffic assignment
KW  - Eureka (California)
KW  - Geographic information systems
KW  - Microsimulation
KW  - Multimodal transportation
KW  - Traffic simulation
KW  - Travel demand
KW  - Trip matrices
UR  - https://trid.trb.org/view/1253591
ER  - 

TY  - CONF
AN  - 01485108
AU  - Sadhai, Rohan
AU  - Matson, Phil
AU  - Transportation Research Board
TI  - Safe Routes to School: A Collaborative Approach
PY  - 2010
SP  - 12p
AB  - A major reason for the shift away from walking to school among student-age populations is concern over personal safety. These concerns are both actual and perceptual and go beyond concerns over traffic conflicts. Moreover, pedestrian-related accidents are a major problem throughout the United States and are especially problematic in Florida, which routinely leads the nation in pedestrian fatalities. Given several high-profile student fatalities in the region, the Indian River County (IRC) Metropolitan Planning Organization (MPO) took an active approach to the pedestrian safety issue and committed to developing a school safety study at a school with high potential to increase its alternative mode access. While the focus of the study was on school access, the MPO addressed a number of related priorities in the project scope, including safety, mobility, and minimizing pupil transportation costs. The MPO began the effort by screening candidate schools for intensive study. Thompson Elementary School was identified for the study because it represents a traditional neighborhood school, but with lower than expected walking and bicycling travel rates than at similar schools. The methodology used for the study was developed by Stanley Consultants to define pedestrian-related deficiencies and to identify potential areas for improvement. The first step in the methodology was to interview students, parents and faculty to identify their concerns. An analysis of the demographics of the neighborhood indicated that the area contained many not-easy-to-reach households, including working families, single-parent families, and low-income households. The MPO and Stanley Consultants made a proactive effort to overcome this challenge and reach these families by sending representatives to PTA meetings, School Advisory Council meetings, and in the field at parent drop-off and pickup times. In addition, Stanley Consultants developed and distributed a survey/map to parents and students, tailored to the school type (elementary). First-hand information on the causes of student travel patterns was collected whereas more conventional methods (such as MPO meetings and public workshops) might have failed. As part of the methodology, a detailed inventory assessment of the roadway and sidewalk characteristics within a 2-mile radius of the school was performed, along with an inventory of planned bicycle and pedestrian networks identified by the county, and a review of various codes and statutes. The methodology also included an assessment of non-transportation factors, such as crime, lighting, and predators. Known safety hazards and obstructions were then located, as well as the identification of links, intersections, and areas that may need improvement. Once improvements were identified, a Zone Methodology was developed and implemented to prioritize the improvements. The improvements were grouped within Zones A, B and C, which represented the distance from the school. The improvements were then prioritized within each zone based on several criteria. Funding sources for applicable infrastructure and non-infrastructure projects such as the FDOT Safe Routes to School program were then identified. General strategies and 28 specific physical improvements were identified to provide continuity of pedestrian and bicycle access to and from Thompson Elementary School.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Demographics
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Safe Routes to School (Program)
KW  - School children
KW  - Traffic conflicts
KW  - Transportation planning
UR  - https://trid.trb.org/view/1253584
ER  - 

TY  - CONF
AN  - 01485107
AU  - Wang, Teng
AU  - Transportation Research Board
TI  - A Transportation Safety Planning Tool for the City of Ames
PY  - 2010
SP  - 12p
AB  - The City of Ames in Iowa is a medium-sized community, which has an estimated population of 56,510 (2008). The Ames Area Metropolitan Planning Organization (AAMPO) was designated in 2003. In addition, the City of Ames is home to Iowa State University with an enrollment of 27,945 as of Fall 2009. During the period 2002-2008, on average 1,000 traffic crashes (of property damage over $1,000) occurred per year. This trend will continue in the future and may increase in view of changes in demographics and land use. However, to date, safety is not explicitly considered in the city’s transportation planning process. Historically, the approach to safety problem identification and mitigation has been “reactive”, black spots or hot spots have been identified by ranking locations based on the crash frequency and severity, mainly at the corridor-level and without considering the exposure rate (vehicle miles traveled) and socio-demographics characteristics of the study area. Therefore, a larger study analysis area at the Transportation Analysis Zone (TAZ) level or the network planning-level should be used to address the needs of development of the community in the future and incorporate safety into long-range transportation planning process. This paper examines how existing planning models (for example, the PLANSAFE models presented in NCHRP Report 546) can be used for forecasting safety in the future in a medium-size community, due to changes in socio-demographics, traffic demand, road network and countermeasures. In addition, United States Road Assessment Program (usRAP) Risk Mapping is investigated for application in the city. Incorporating safety into long-range transportation planning can assist planners and decision-makers in predicting how changes in demographics, land use, and roadway infrastructure investments can impact traffic safety, and help set safety performance targets for the city.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Ames (Iowa)
KW  - Decision making
KW  - High risk locations
KW  - Land use planning
KW  - Long range planning
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - PLANSAFE (Software)
KW  - Traffic crashes
UR  - https://trid.trb.org/view/1253608
ER  - 

TY  - CONF
AN  - 01485106
AU  - Ma, Jingtao
AU  - Shull, Robert M
AU  - Joshi, Chetan
AU  - Hayes, Ed
AU  - Transportation Research Board
TI  - Applying a Multi-Resolution Modeling Approach for Master Planning of State Route 285 Corridor at Wenatchee Valley, WA
PY  - 2010
SP  - 12p
AB  - It is increasingly apparent that combining the travel demand modeling and micro simulation modeling techniques can improve model quality and promote modeling productivity. The project is intended to provide Wenatchee Valley Transportation Council (WVTC), the metropolitan planning organization (MPO) in central Washington State, with a transportation improvement plan for the State Route 285 North Wenatchee Avenue Corridor, a fast-growing area along the Columbia River in Wenatchee, Washington. The project team proposed a tri-level modeling approach to incorporate the strengths of all three types of prevalent traffic analysis tools, namely macroscopic regional travel demand forecast modeling, mesoscopic dynamic traffic management modeling and microscopic traffic simulation modeling. WVTC has a long used and well tested a four-step travel demand forecast model in VISUM, which was further updated and calibrated based on the 2008 land use and traffic operations and bus ridership data. The static 4-step model provided the basis to analyze and project the urban growth to the transportation systems. However, as generally recognized, the static four-step modeling approach does not work well to trace the temporal evolution of the transportation network flow patterns and their changes under various traffic management and control measures such as intelligent transportation system (ITS) options. In this project, this problem is overcome by integrating a dynamic traffic assignment (DTA) model with the traditional travel demand forecast modeling. DTA is capable of computing the network flow patterns not only based on typical V/C ratios and resultant delays but also queues, dynamic intermittent delays, and shockwave propagation within the network. It also offers multi-modal operations within a general transportation network including bus operations, and signal optimization modules that can be used to investigate the effect of various control schemes as well as an interaction with the dynamic traffic assignment if so desired. Due to its capability of dynamic modeling of the traffic flows and simplicity over detailed vehicle trajectory modeling as microscopic simulations, DTA has served as the screening tool for multiple improvement projects that may potentially eliminate the choke points identified from the travel demand forecast modeling. Once the most promising projects (two had been scheduled) were chosen out of the above dynamic modeling process, they were be refined in microscopic simulation models for final technical assessments. Important in this process is the seamless transfer of the dynamic traffic assignment results in the form of time-dependent path flows from DTA into micro-simulation. At the final micro simulation level, the detailed infrastructure improvement and ITS measures can be assessed, and the final transportation plans will be recommended to the WVTC board. The authors conclude from our coordinated 4-step modeling, dynamic traffic assignment modeling and microscopic traffic simulation modeling that combining macro and micro models with an intermediate dynamic assignment layer yields great benefits in dealing with both engineering and planning needs.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Bus transit
KW  - Dynamic traffic assignment
KW  - Highway traffic control
KW  - Intelligent transportation systems
KW  - Traffic forecasting
KW  - Traffic signal timing
KW  - Traffic simulation
KW  - Travel demand
UR  - https://trid.trb.org/view/1253607
ER  - 

TY  - CONF
AN  - 01483192
AU  - Transportation Research Board
TI  - Tools of the Trade: 12th National Conference on Transportation Planning for Small and Medium-Sized Communities
PY  - 2010
SP  - v.p.
AB  - The Small and Medium-Sized Communities Conference was a symposium for transportation managers, planners, engineers and elected officials from urban areas of less than 250,000 people; representatives from regional planning agencies, metropolitan planning organizations (MPOs), federal, state, and local transportation agencies and T-2 centers, consultants, and citizens who had active interest in transportation. The conference provided ready-to-use, economical and practical techniques for transportation professionals in small (under 50,000) and medium-sized (50,000 – 250,000) communities. The conference explored information on the factors relating to the planning, development, programming, and implementation of multi-modal transportation facilities for small and medium-sized communities. Future research and implementation needs were also addressed.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Communities
KW  - Conferences
KW  - Consultants
KW  - Economics
KW  - Facilities
KW  - Federal government
KW  - Implementation
KW  - Local government agencies
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Multimodal transportation
KW  - Regional planning
KW  - State government agencies
KW  - Transportation planning
UR  - https://trid.trb.org/view/1251878
ER  - 

TY  - RPRT
AN  - 01481176
AU  - Villalobos, J Rene
AU  - Maltz, Arnold
AU  - Xue, Liangjie
AU  - Sanchez, Octavio
AU  - Vazquez, Laura
AU  - Arizona State University, Tempe
AU  - Arizona State University, Tempe
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Forecast and Capacity Planning for Nogales’ Ports of Entry
PY  - 2010
SP  - 86p
AB  - The overall purpose of this study was to forecast the number of border crossings by mode of traffic at the Nogales‐Mariposa and DeConcini Ports of Entry (POEs), and to assess the interaction between the Mariposa and DeConcini Ports of Entry. Significant population growth and economic development in the Ambos Nogales area requires new comprehensive planning to address growing demands placed on the two land POEs. In addition, this growth and development calls for an examination of port of entry needs and opportunities. Some of the main activities of this study include: (1) a baseline analysis of the Nogales Ports of Entry (POEs), Mariposa POE and DeConcini POE. Including analysis of historical data for these POEs, a visit to the Mariposa POE and conclusions gathered from any relevant previous studies; (2) testing of various model alternatives on the historical data for the different modes of traffic to find the best methods for creating the forecasts; (3) using the chosen models to provide forecasts of border crossings for the next 5, 10 and 15 years into the future; and (4) creating a simulation model to test the capacity of the Nogales POE given the forecasted future traffic demands.
KW  - Forecasting
KW  - Highway capacity
KW  - International borders
KW  - Needs assessment
KW  - Nogales (Arizona)
KW  - Ports of entry
KW  - Simulation
KW  - Strategic planning
KW  - Transportation modes
KW  - Transportation planning
KW  - United States-Mexico Border
UR  - http://www.borderplanning.fhwa.dot.gov/nogalesStudy/pdfs/appendices.pdf
UR  - http://www.borderplanning.fhwa.dot.gov/nogalesStudy/pdfs/finalReport.pdf
UR  - https://trid.trb.org/view/1250043
ER  - 

TY  - RPRT
AN  - 01472531
AU  - Pisano, Paul
AU  - Federal Highway Administration
TI  - Using the Clarus System to Improve the Use of Mobile Data
PY  - 2010
SP  - 2p
AB  - Mobile observation systems may help to enhance the quantity of information available on our nation’s road weather conditions and augment existing road weather information systems. Such improvements may lead to increased passenger safety through better awareness of current and impending weather conditions. Thus, understanding the full impact of mobile observations on routine weather analyses and numerical weather prediction models is critical.  The Clarus Initiative is a research effort of the U.S. Department of Transportation Intelligent Transportation Systems Joint Program Office and the Federal Highway Administration (FHWA) Road Weather Management Program to develop and demonstrate an integrated weather observation data management system that can reduce the impact of adverse weather conditions on surface transportation. In early 2010, the FHWA issued a Broad Agency Announcement (BAA) soliciting proposals to use the Clarus System in new, transformative ways. The goal of the BAA was to support research and scientific study on the use of  Clarus  data to improve surface transportation weather management and operations, create innovative interfaces, and/or develop new applications including weather responsive traffic management tools.
KW  - Clarus
KW  - Data collection
KW  - Mobile communication systems
KW  - Real time information
KW  - Road weather information systems
KW  - Weather conditions
KW  - Winter maintenance
UR  - http://ntl.bts.gov/lib/46000/46300/46328/FHWA-JPO-12-076_FINAL_PKG.pdf
UR  - https://trid.trb.org/view/1239307
ER  - 

TY  - RPRT
AN  - 01380342
AU  - Pisano, Paul
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Seasons of Achievement: Accomplishments of the Road Weather Management Program
PY  - 2010
SP  - 12p
AB  - For transportation managers, keeping abreast of changes in the weather is vital for maintaining an efficient and safe transportation system. For the road user, knowing about actual or pending bad weather and road conditions can save time and lives.  The Road Weather Management Program (RWMP) is part of the Federal Highway Administration’s Office of Operations and works in conjunction with the Intelligent Transportation Systems office of the Research and Innovative Technology Administration.  The RWMP addresses road weather challenges through research, technology development, and community outreach to gain a greater understanding of the impact weather has on roadways, and through the promotion of strategies and tools that mitigate those impacts.   To achieve success, RWMP promotes the use of proven best practices and advanced, state-of-the-art technologies and tools such as environmental sensor stations; freeway gate closure systems; wet pavement, fog, and high wind warning systems; and integrated decision support systems. The result is an initiative that benefits state and local agencies, private weather providers, and the traveling public. A hallmark of the Program is the successful transfer of federally funded research into actual practice and use by the private sector.
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Road weather information systems
KW  - Road Weather Management Program
KW  - U.S. Federal Highway Administration
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/33000/33100/33152/seasons_pdf.pdf
UR  - https://trid.trb.org/view/1148137
ER  - 

TY  - RPRT
AN  - 01370170
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 2010 Status of the Nation’s Highways, Bridges, and Transit: Conditions & Performance - Report to Congress
PY  - 2010///Report to Congress
SP  - 502p
AB  - This is the ninth in a series of combined documents prepared by the U.S. Department of Transportation (DOT) to satisfy requirements for reports to Congress on the condition, performance, and future capital investment needs of the Nation’s highway and transit systems. This report incorporates highway, bridge, and transit information required by 23 U.S.C. §502(h), as well as transit system information required by 49 U.S.C. §308(e). This document is intended to provide decision makers with an objective appraisal of the physical conditions, operational performances, and financing mechanisms of highways, bridges, and transit systems based both on the current state of these systems and on the projected future state of these systems under a set of alternative future investment scenarios. This report offers a comprehensive, data-driven background to support the development and evaluation of legislative, program, and budget options at all levels of government. It also serves as a primary source of information for national and international news media, transportation associations, and industry. This condition and performance (C&P) report consolidates conditions, performance, and financial data provided by States, local governments, and mass transit operators to provide a national-level summary. Some of the underlying data are available through the DOT’s regular statistical publications. The future investment scenario analyses are developed specifically for this report and provide national-level projections only.  This edition of the C&P report is based primarily on data through the year 2008; consequently, the system conditions and performance measures presented do not yet fully reflect the effects of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), which authorized Federal highway and transit funding for Federal fiscal years 2005 through 2009. These measures also do not reflect the impact of the American Recovery and Reinvestment Act of 2009 (Recovery Act). The main body of the report is organized into four major sections. The six chapters in Part I, “Description of Current System,” contain the core retrospective analyses of the report. Chapters 2 through 6 each include separate highway and transit sections discussing each mode in depth. The four chapters in Part II, “Investment/Performance Analysis,” contain the core prospective analyses of the report, including 20-year future capital investment scenarios. Part III, “Sustainable Transportation Systems,” includes a set of three new chapters exploring sustainability, climate change adaptation, and livability. The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, for bridges, and for transit.
KW  - Bridges
KW  - Capital investments
KW  - Condition surveys
KW  - Financing
KW  - Forecasting
KW  - Highways
KW  - Needs assessment
KW  - Performance
KW  - Public transit
KW  - Sustainable transportation
UR  - http://www.fhwa.dot.gov/policy/2010cpr/pdfs/cp2010.pdf
UR  - https://www.fhwa.dot.gov/policy/2010cpr/
UR  - https://trid.trb.org/view/1138917
ER  - 

TY  - RPRT
AN  - 01370153
AU  - Federal Highway Administration
AU  - Roadway Safety Consortium
TI  - Guidelines on Use of Exposure Control Measures
PY  - 2010
SP  - 15p
AB  - This document describes considerations and implementations of exposure control measures in a work zone.  The document offers recommended practices and describes effective strategies and techniques that can be employed during the planning and construction phases to help mitigate safety and production concerns.  The use of exposure control measures should be considered in the context of the overall transportation management plan for a project. Examples of exposure control measures include full road closures, diversions, median crossovers, ramp closures, rolling roadblocks, working during nighttime hours, and accelerated construction techniques.
KW  - Accelerated construction
KW  - Highway operations
KW  - Lane closure
KW  - Night
KW  - Strategic planning
KW  - Traffic diversion
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_Exposure_Controls_Guidance_Download.pdf
UR  - https://trid.trb.org/view/1137006
ER  - 

TY  - RPRT
AN  - 01370144
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 2010 Status of the Nation’s Highways, Bridges, and Transit: Conditions & Performance - Report to Congress, Executive Summary
PY  - 2010///Executive Summary
SP  - 42p
AB  - This document is a summary of the 2010 Status of the Nation’s Highways, Bridges, and Transit: Conditions and Performance report to Congress (C&P report). The C&P report is intended to provide decision makers with an objective appraisal of the physical conditions, operational performance, and financing mechanisms of highways, bridges, and transit systems based both on the current state of these systems and on the projected future state of these systems under a set of alternative future investment scenarios. This edition of the C&P report is the ninth in the series that combines information on the Nation’s highway and transit systems. The main body of the report is organized into three major sections. Part I, “Description of Current System,” includes the core retrospective analyses in the report, including chapters on household travel, system characteristics, system conditions, operational performance, safety, and finance. Part II, “Investment/Performance Analysis,” includes the core prospective analyses of the report, including projections of future highway, bridge, and transit capital investment under certain defined scenarios. This section also explores how these scenarios would be affected by changing the assumptions about travel growth, financing mechanisms, and other key variables. Part III, “Sustainable Transportation Systems,” includes a set of three new chapters exploring sustainability, climate change adaptation, and livability. Some of the topics discussed have been referenced in previous editions of this report, but this edition is the first to explore these issues in a concentrated fashion. The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, for bridges, and for transit.
KW  - Bridges
KW  - Capital investments
KW  - Condition surveys
KW  - Financing
KW  - Forecasting
KW  - Highways
KW  - Needs assessment
KW  - Performance
KW  - Public transit
KW  - Sustainable transportation
UR  - http://www.fhwa.dot.gov/policy/2010cpr/pdfs/littlebook.pdf
UR  - https://trid.trb.org/view/1138920
ER  - 

TY  - RPRT
AN  - 01356793
AU  - U.S. Census Bureau
AU  - Research and Innovative Technology Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Census Transportation Planning Product (CTPP) 2006-2008 - Part 1A (T11100-T12302C): Place of Residence Data and Documentation
PY  - 2010
SP  - v.p.
AB  - The Census Transportation Planning Package (CTPP) data product based on 2006 – 2008 3-year American Community Survey (ACS) Data is designed to help transportation analysts and planners understand where people are commuting to and from, and how they get there. The information is organized by where workers live, where they work, and by the flow between those places.  At this website a link is provided that will take you to the CTPP data product based on 2006 – 2008 3-year ACS Data. The Data Product is a special tabulation of census data designed by transportation planners, for transportation planners. The Data Product contains commuter flows, not available in other data sets. This Data Product is limited to geographies with populations 20,000 or greater. It contains over 200 tabs and cross tabs and will help planners answer such questions as: How many people live here and work there? What’s the average commute time to my city? How many or what percentage of workers use transit in my Metropolitan Statistical Area (MSA)? What is the average income of workers commuting from the suburbs to the city? What industries are located in my city? What proportion of transit users are automobile owners? What percentage of work trips are made in carpools? What proportion of people telecommute?
KW  - American Community Survey
KW  - Automobile ownership
KW  - Carpools
KW  - Census
KW  - Census Transportation Planning Package
KW  - Commuters
KW  - Commuting
KW  - Income
KW  - Modal split
KW  - Telecommuting
KW  - Transportation planning
KW  - Work trips
UR  - https://1bts.rita.dot.gov/pdc/user/products/src/products.xml?p=33107&c=-1
UR  - https://trid.trb.org/view/1122434
ER  - 

TY  - RPRT
AN  - 01343224
AU  - Julian, Frank
AU  - Wagner, Chris
AU  - Federal Highway Administration
TI  - The Safety Edge: Your Angle for Reducing Roadway Departure Crashes
PY  - 2010
SP  - n.p.
AB  - This DVD shows roadway departure, single vehicle accidents, zeroes in on one of the causes, and presents a countermeasure to decrease the likelihood of these traffic accidents.  One of the causes of roadway departure accidents is pavement edge dropoff.  These dropoffs can be created in the act of paving, when the pavement is constructed.  Placing a safety edge on the paving machine would limit the creation of pavement edge dropoffs, and help to eliminate one of the causes of roadway departure accidents.
KW  - Countermeasures
KW  - Dropoffs (Pavements)
KW  - Highway safety
KW  - Pavers
KW  - Paving
KW  - Ran off road crashes
KW  - Safety edge (Pavement safety feature)
UR  - https://trid.trb.org/view/1104598
ER  - 

TY  - RPRT
AN  - 01340821
AU  - Federal Highway Administration
TI  - States Across the Country Implement Accelerated Bridge Construction
PY  - 2010
SP  - 2p
AB  - There is a growing need to repair the most vital highway bridges in the United States in an accelerated fashion to limit safety and mobility impacts. Because of this, accelerated bridge construction (ABC) is growing in popularity across the country.  This Fact Sheet briefly reviews what ABC involves, its benefits, and its use in the following States:  Utah, Florida, New York, Virginia, and Washington State.
KW  - Accelerated construction
KW  - Florida
KW  - Highway bridges
KW  - Highway safety
KW  - Maintenance
KW  - Mobility
KW  - New York (State)
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Utah
KW  - Virginia
KW  - Washington (State)
UR  - http://www.ops.fhwa.dot.gov/wz/practices/factsheets/factsheet16/factsheet16.pdf
UR  - https://trid.trb.org/view/1102811
ER  - 

TY  - RPRT
AN  - 01340818
AU  - Federal Highway Administration
TI  - Lane Closure Policies and Management Systems
PY  - 2010
SP  - 2p
AB  - A number of States across the country have developed lane closure policies and systems to aid in the scheduling of work zones. Lane closure policies and systems can help a State improve mobility by restricting lane closure hours in line with peak travel times and coordinating lane closures to manage the combined impacts.  This Fact Sheet briefly reviews lane closure policies and management systems in Colorado, California, Indiana, Maryland, Ohio, and Wisconsin.
KW  - California
KW  - Colorado
KW  - Indiana
KW  - Lane closure
KW  - Maryland
KW  - Off peak periods
KW  - Ohio
KW  - Peak periods
KW  - Policy
KW  - Wisconsin
KW  - Work zone traffic control
UR  - http://www.ops.fhwa.dot.gov/wz/practices/factsheets/factsheet17/factsheet17.pdf
UR  - https://trid.trb.org/view/1102810
ER  - 

TY  - RPRT
AN  - 01335492
AU  - Federal Highway Administration
TI  - Safety Benefits of Raised Medians and Pedestrian Refuge Areas
PY  - 2010
SP  - 8p
AB  - Pedestrian crashes account for about 12% of all traffic fatalities annually. Over 75% of these fatalities occur at non-intersection locations. On average, a pedestrian is killed in a motor vehicle crash every 120 minutes and one is injured every 8 minutes. Many of these crashes are preventable. By providing raised medians and pedestrian refuge islands, these crash numbers can be brought down, injuries prevented, and lives saved. The median is the area between opposing lanes of traffic — a median can either be open (pavement markings only) or channelized (raised medians or islands) to separate various road users. Providing raised medians or pedestrian refuge areas at pedestrian crossings at marked crosswalks has demonstrated a 46% reduction in pedestrian crashes. At unmarked crosswalk locations, pedestrian crashes have been reduced by 39%. Installing raised pedestrian refuge islands on the approaches to unsignalized intersections has had the most impact reducing pedestrian crashes. The Federal Highway Administration strongly encourages the use of raised medians or refuge areas 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 vehicles per day) and intermediate or high travel speeds.
KW  - Countermeasures
KW  - Crosswalks
KW  - Medians
KW  - Multilane highways
KW  - Pedestrian refuge islands
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Raised medians
KW  - Suburbs
KW  - United States
KW  - Urban areas
UR  - http://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/medians_brochure.pdf
UR  - https://trid.trb.org/view/1099041
ER  - 

TY  - RPRT
AN  - 01335490
AU  - Federal Highway Administration
TI  - Safety Benefits of Walkways, Sidewalks, and Paved Shoulders
PY  - 2010
SP  - 8p
AB  - Annually, around 4,500 pedestrians are killed in traffic crashes with motor vehicles in the United States. Pedestrians killed while “walking along the roadway” account for almost 8% of these deaths. Many of these tragedies are preventable. Providing walkways separated from the travel lanes could help to prevent up to 88% of these “walking along roadway crashes.” Sidewalks separated from the roadway are the preferred accommodation for pedestrians. Sidewalks provide many benefits including safety, mobility, and healthier communities. Paved shoulders provide numerous safety benefits for motorists as well as benefits for pedestrians. The Federal Highway Administration "Guidance Memorandum on Consideration and Implementation of Proven Safety Countermeasures" offers guidance for the application of sidewalks and shoulders.
KW  - Countermeasures
KW  - Paved shoulders
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Sidewalks
KW  - United States
KW  - Walkways
UR  - http://safety.fhwa.dot.gov/ped_bike/tools_solve/walkways_brochure/walkways_brochure.pdf
UR  - https://trid.trb.org/view/1099042
ER  - 

TY  - RPRT
AN  - 01333754
AU  - Federal Highway Administration
TI  - Transportation Conformity: A Basic Guide for State and Local Officials
PY  - 2010///2010 Revision
SP  - 22p
AB  - The air quality provisions of the Clean Air Act (CAA) and the metropolitan transportation planning provisions of Title 23 and Title 49 of the United States Code require a planning process that integrates air quality and metropolitan transportation planning such that transportation investments support clean air goals. This process is known as transportation conformity and is carried out in accordance with 40 CFR Parts 51 and 93. This Guide was prepared to help State and local officials understand transportation conformity and how conformity requirements relate to transportation investments in their communities. Specifically, the authors discuss the implications of conformity on metropolitan transportation plans, transportation improvement programs (TIPs), and transportation projects. The Guide provides overview information on the major elements of the conformity process and provides answers to basic questions. Several exhibits are included in the Guide to illustrate key elements of the conformity process. Appendices are also included that discuss the health effects of pollutants, options to reduce on-road mobile source emissions, and resource agency contacts.
KW  - Air quality management
KW  - Clean Air Act
KW  - Conformity
KW  - Guidelines
KW  - Metropolitan areas
KW  - Transportation Improvement Programs
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/environment/air_quality/conformity/guide/
UR  - https://trid.trb.org/view/1094083
ER  - 

TY  - CONF
AN  - 01331220
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Loukaitou-Sideris, Anastasia
TI  - What Is Blocking Her Path? Women, Mobility, and Security
SN  - 9780309160766
PY  - 2010
IS  - 46
SP  - pp 103-121
AB  - Fear and anxiety about personal security impede mobility. Historically, women’s presence in public environments and their journeys throughout the city have been impeded by norms imposed on them by society but also by their own fear of victimization. Indeed, fear of victimization and crime is quite widespread among women. Almost every fear of crime survey reports that women are much more fearful than men (Gordon and Riger 1989). Many women are fearful of rape and serious violence against them, but feminist scholars also argue about an existing continuum of violence against women that includes intimidation, groping, sexual comments, harassment, threats, and other nuisance crimes with sexual undertones (Morrell 1996; Stanko 1990). In explaining the gendered nature of fear of crime, criminologists highlight these often “invisible” and underreported crimes against women. Whether real or only perceived, fear has significant consequences for women and leads them to use precautionary measures and strategies that affect their mobility and travel behavior. These range from the adoption of certain behavioral mechanisms when in public to the choice of specific routes, modes, and transit environments over others to completely avoiding particular transportation environments, trips, and activities deemed as more unsafe for women (e.g., walking or bicycling). Of course, not all women experience similar levels of fear, and significant differences exist among them. Important sociopsychological, sociodemographic, and environmental factors intervene and may modify women’s levels of fear. This paper takes stock of the issues affecting women’s unobstructed movement in the city and assesses changes occurring during the past decades with respect to personal security as it pertains to women’s mobility. Following a brief historic overview of issues affecting women’s mobility patterns in the city, the author discusses how changes in sociospatial conditions are currently affecting women’s travel. Because fear of crime and violence influence women’s travel behavior, the author also examines and assesses how research and practice have responded to these concerns. Finally, she outlines some promising research and policy directions for making women’s travel in the city less hindered by the fear of crime and violence.
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  - Crimes
KW  - Fear
KW  - Females
KW  - Mobility
KW  - Safety and security
KW  - Sexual harassment
KW  - Travel behavior
KW  - Violent crimes
UR  - http://www.trb.org/Publications/Blurbs/164708.aspx
UR  - https://trid.trb.org/view/1094898
ER  - 

TY  - CONF
AN  - 01331219
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Kostyniuk, Lidia P
TI  - Road User Safety: Women’s Issues
SN  - 9780309160766
PY  - 2010
IS  - 46
SP  - pp 94-102
AB  - Every year about 1 million people are killed and between 20 and 50 million are injured worldwide in motor-vehicle-related crashes (Peden et al. 2004). Although males in the most economically active age group make up the largest proportion of reported casualties, women’s fatality and injury rates appear to be increasing with motorization (Ghee et al. 1997). Motorization accompanies development, as do changes in women’s traditional roles. The changes vary by country and culture, but in general, there are overall increases in the numbers of women who drive motor vehicles and who die of motor vehicle crashes. Differences between men and women in vehicle crash involvement have long been recognized, but much about gender differences in traffic safety remains unknown. This resource paper examines vehicle crash patterns and trends by gender in the United States and discusses their implications for traffic safety. The primary reason for looking only at the United States is the availability of data on crashes, licensing, and amount of travel. Another reason is that the United States has undergone the process of motorization and has faced some of the issues and challenges that accompany the growth of automobile use in a society. Although, some gender issues in traffic safety are specific to a particular culture, many others are universal. Insights on gender differences in risks of crashes, injuries, and deaths in an environment where automobiles are the main transportation mode of a large proportion of women can increase knowledge of women’s issues in traffic safety worldwide. This resource paper first presents an overview of trends in the number of motor vehicle crashes over time and then examines rates based on licensing and vehicle use. Risky driving behaviors are examined, and the risks of death and injury in crashes are discussed. The final section addresses research needs.
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  - Behavior
KW  - Crash injuries
KW  - Crash rates
KW  - Fatalities
KW  - Females
KW  - Highway safety
KW  - Research needs
KW  - Risk assessment
KW  - Risk taking
KW  - Traffic safety
KW  - Trend (Statistics)
KW  - United States
UR  - http://www.trb.org/Publications/Blurbs/164708.aspx
UR  - https://trid.trb.org/view/1094897
ER  - 

TY  - CONF
AN  - 01331218
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Giuliano, Genevieve
TI  - Her Money or Her Time: A Gendered View of Contemporary Transport Policy
SN  - 9780309160766
PY  - 2010
IS  - 46
SP  - pp 78-93
AB  - This paper reports on recent research and trends for women’s transportation policy and planning in the United States. From among the wide range of factors that influence outcomes for women in cities, the authors focus on two key areas of major contemporary change in transportation policy: public transit and transportation finance. Both areas have responded to a wide range of policy goals, including energy, health, the environment, and climate change. In so doing, policy and planning have converged on one major goal: reducing vehicle miles traveled (VMT). However socially laudable in other dimensions VMT reduction may be, policy and planning based on this goal have gone forward largely without addressing or allowing for the related equity consequences that derive from social norms and institutions that contribute to gender inequality, including wage discrimination, gender segregation of labor markets, and household roles and labor divisions. A review of the scant literature on women’s time poverty finds that anything that increases the time costs or uncertainties of auto travel is likely to disproportionately affect women and that public transit provision has not in the short term provided an effective substitute.
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  - Equity (Justice)
KW  - Females
KW  - Financing
KW  - Gender inequality
KW  - Public transit
KW  - Transportation planning
KW  - Transportation policy
KW  - United States
KW  - Vehicle miles of travel
UR  - http://www.trb.org/Publications/Blurbs/164708.aspx
UR  - https://trid.trb.org/view/1094896
ER  - 

TY  - CONF
AN  - 01331217
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Rosenbloom, Sandra
AU  - Plessis-Fraissard, Maryvonne
TI  - Women’s Travel in Developed and Developing Countries: Two Versions of the Same Story?
SN  - 9780309160766
PY  - 2010
IS  - 46
SP  - pp 63-77
AB  - This paper compares women’s travel in the developed and the developing worlds in the context of four societal trends: globalization, urbanization, motorization, and sociodemographic transitions. The paper finds two versions of the same story: while women in the Global South suffer from far worse transportation problems, women around the world have less access to better transport modes and new technology; their travel patterns continue to differ from men’s, both because of their household and child-care roles and because of norms about women’s appropriate travel behavior; and they face greater fear and anxiety in traveling. These differences are largely ignored or even made worse by policy responses and government programs. Women’s travel needs and patterns can be given more traction in policy debates by encouraging researchers to recognize the underlying causes of differences in women’s travel behavior using a mixture of qualitative and quantitative approaches, encouraging more women to enter transportation planning and research, and requiring policy makers to assess projects and policies in terms of their differential impacts on women and men both before and after implementation.
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  - Developed countries
KW  - Developing countries
KW  - Females
KW  - Gender inequality
KW  - Globalization
KW  - Policy
KW  - Safety and security
KW  - Sociodemographics
KW  - Transportation careers
KW  - Travel
KW  - Travel behavior
KW  - Travel patterns
KW  - Urbanization
UR  - http://www.trb.org/Publications/Blurbs/164708.aspx
UR  - https://trid.trb.org/view/1094895
ER  - 

TY  - CONF
AN  - 01331216
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Roy, Ananya
TI  - Gender, Poverty, and Transportation in the Developing World
SN  - 9780309160766
PY  - 2010
IS  - 46
SP  - pp 50-62
AB  - The start of the 21st century is marked by striking contrasts. Until the recent financial crisis, many countries of the world were experiencing brisk economic growth. This global material prosperity was not confined to the countries of the industrialized world—what is often known as the developed world. Indeed, emerging economies such as India and China have harnessed the benefits of globalization and have captured significant shares of the world economy. It is thus that Thomas Friedman (2005), the well-known analyst of globalization, declared that the “world is flat” and that it is a “level playing-field” of economic competition where old geographical separations and historical divisions are irrelevant—one where Bangalore, India, can compete neck and neck with Silicon Valley, California. This world, as imagined by Friedman, is one of mobile entrepreneurs, instantaneous flows of capital and innovations, and unprecedented time-space compression enabled by new technologies of information and transportation. It is an interconnected world, but more important, it is a world where such connections have engendered the democratization of economic opportunity. Such optimism is only slightly amended in Friedman’s (2008) most recent text, which notes that the world is flat but that it is also hot and crowded. In sharp contrast to Friedman’s celebratory narrative of globalization is the sheer fact of widespread and persistent global poverty. The statistics have now become common sense: of a world population of 7 billion people, 1.3 billion live under conditions of extreme poverty, earning less than $1.25 a day. Such figures are a shorthand for what is in fact a complex configuration of deprivation and vulnerability. Viewed from the perspective of the “bottom billion,” the world is constituted of steep hierarchies, exclusive enclaves, and unbridgeable distances and borders. It is a world where there may be mobility, but where such mobility is often forced, keeping the poor on the move as refugees, migrants, and the homeless. In short, the world is not flat. In this paper, the author takes a closer look at a world marked by persistent poverty and inequality. She is  particularly interested in the gendered nature of vulnerability and deprivation, and equally interested in how such vulnerability is closely connected with issues of “spatial disadvantage.” She borrows this term from the latest report of the Chronic Poverty Research Centre (2008), which is based in England. Indeed, spatial disadvantage—whether manifested in the form of forced migration and displacement or in the form of limited access to transportation—is a key feature of poverty. The relationship between gender, poverty, and spatial disadvantage lies at the heart of this paper.
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  - Developing countries
KW  - Females
KW  - Gender inequality
KW  - Low income groups
KW  - Mobility
KW  - Poverty
KW  - Social deprivation
KW  - Socioeconomic inequality
KW  - Transportation disadvantaged persons
UR  - http://www.trb.org/Publications/Blurbs/164708.aspx
UR  - https://trid.trb.org/view/1094893
ER  - 

TY  - CONF
AN  - 01331215
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
AU  - Wachs, Martin
TI  - Women’s Travel Issues: Creating Knowledge, Improving Policy, and Making Change
SN  - 9780309160766
PY  - 2010
IS  - 46
SP  - pp 41-49
AB  - Since the first conference more than 30 years ago, the study of gender and transportation has become a legitimate focus of research. The transportation community has developed a deeper understanding of relationships between gender, travel, and many ways in which they are linked; however, major knowledge gaps remain that are deeply in need of research. Although we have learned more about traffic safety and gender, knowledge in that area has not advanced nearly as much as knowledge about travel patterns and choices. There has been far more analysis of gender issues with respect to travel, traffic, and safety and security in developed economies than in poorer societies undergoing rapid development, and there is deeper understanding of those issues. Furthermore, understanding of the historical evolution of relationships between gender and transportation remains rudimentary, and even within advanced urban societies, knowledge has improved unevenly. Although great advances have been made in understanding gender differences in travel patterns in developed urban societies, there is much to learn about gender and mobility in rural areas and with respect to long-distance (intercity) travel, non-work-related travel, and air travel. Insufficient attention has been given to gender issues associated with employment and advancement within the transportation industry and with respect to transportation employees and professionals. Information technology and electronic connectivity are already transforming relationships between gender and mobility, and that change is in need of systematic research and analysis. There have been few broad syntheses linking the several thematic areas discussed at this conference, and few studies have integrated social science analysis with broader theories of social change and gender in society.
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  - Developing countries
KW  - Females
KW  - Gender inequality
KW  - Information technology
KW  - Intercity travel
KW  - Mobility
KW  - Rural areas
KW  - Safety and security
KW  - Social change
KW  - Traffic safety
KW  - Transportation careers
KW  - Travel
UR  - http://www.trb.org/Publications/Blurbs/164708.aspx
UR  - https://trid.trb.org/view/1094892
ER  - 

TY  - CONF
AN  - 01331214
JO  - Transportation Research Board Conference Proceedings
PB  - Transportation Research Board
TI  - Women's Issues in Transportation: Summary of the 4th International Conference. Volume 1: Conference Overview and Plenary Papers
SN  - 9780309160766
PY  - 2010
IS  - 46
SP  - 146p
AB  - The program for the 4th International Conference on Women's Issues in Transportation addressed longstanding issues relating to gender concerns in transportation that merit ongoing attention.  It 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.  This volume, Volume 1, includes the conference overview and the six commissioned resource papers.
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/164708.aspx
UR  - https://trid.trb.org/view/1094890
ER  - 

TY  - CONF
AN  - 01328532
AU  - Western Transportation Institute
AU  - AAA Foundation for Traffic Safety
TI  - National Summit for Rural Traffic Safety Culture 2010
PY  - 2010
SP  - 108p
AB  - A disproportional number of traffic crashes with fatal results occur on rural roads where highway design and maintenance are lagging behind urban settings, emergency response can be slower because of greater distances to medical facilities and too often risky driving behavior is part of the rural culture.  The focus of this summit was to bring added attention to the special needs and requirements of rural drivers to a larger audience.  The areas of education, engineering, law enforcement and emergency medical services are the main target areas of interest.  Specific recommendations include improving design and engineering practices for safer road configurations; advancing vehicle design and technology to assist drivers; improving drivers' skills and abilities; reducing distractions; enhancing policy making and enforcement; creating communication campaigns with specific goals to reduce a culture of complacency and promote safety and awareness, and increasing collaboration between federal, state and local public and private organizations.
U1  - National Summit for Rural Traffic Safety Culture 2010Western Transportation InstituteAAA Foundation for Traffic SafetyResearch and Innovative Technology AdministrationFederal Highway AdministrationNational Highway Traffic Safety AdministrationCenters for Disease Control and PreventionAmerican Traffic Safety Services AssociationBig Sky,MT,United States StartDate:20100712 EndDate:20100713 Sponsors:Western Transportation Institute, AAA Foundation for Traffic Safety, Research and Innovative Technology Administration, Federal Highway Administration, National Highway Traffic Safety Administration, Centers for Disease Control and Prevention, American Traffic Safety Services Association
KW  - Emergency medical services
KW  - Emergency response time
KW  - Fatalities
KW  - High risk drivers
KW  - Highway design
KW  - Highway safety
KW  - Rural areas
KW  - Rural highways
KW  - Safe driving practices
KW  - Traffic safety
KW  - Traffic safety education
UR  - http://ruraltscsummit.org/downloads/10documents/RTSC10_ProceedingsFIN.pdf
UR  - https://trid.trb.org/view/1089716
ER  - 

TY  - SER
AN  - 01328495
JO  - Exploratory Advanced Research Program Fact Sheet
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Exploring Cement Hydration Kinetics: International Summit on Cement Hydration Kinetics and Modeling
PY  - 2010///Fact Sheet
SP  - 2p
AB  - The quest to identify the underlying mechanisms that control cement hydration continues to be a challenge for modern materials science but has the potential to alter the fabric of constructed infrastructure for the global benefit of all.  In 2009, a workshop supported by the Federal Highway Administration (FHWA), the National Science Foundation and other participating partners, the International Summit on Cement Hydration Kinetics and Modeling, examined various aspects of cement hydration.  The Summit was followed by an August 2010 Web conference to report on progress since the summit, and the drafting of an industry hydration roadmap.
KW  - Cement
KW  - Hydration
KW  - Kinetics
UR  - http://www.fhwa.dot.gov/advancedresearch/pubs/10078/10078.pdf
UR  - https://trid.trb.org/view/1089446
ER  - 

TY  - SER
AN  - 01328132
JO  - Exploratory Advanced Research Program Fact Sheet
PB  - Federal Highway Administration
AU  - Ferlis, Bob
AU  - Federal Highway Administration
TI  - Efficient and Safe Merging Solutions - Advanced Freeway Merge Assistance: Harnessing the Potential of IntelliDrive
PY  - 2010///Fact Sheet
SP  - 2p
AB  - IntelliDrive is an initiative designed to enable wireless communications among vehicles, the highway infrastructure, and travelers' personal communications devices.  This fact sheet discusses the use of IntelliDrive to improve the efficiency and safety of freeway merges.
KW  - Freeway operations
KW  - Highway safety
KW  - IntelliDrive (Program)
KW  - Merging traffic
KW  - Wireless communication systems
UR  - http://www.fhwa.dot.gov/advancedresearch/pubs/10076/10076.pdf
UR  - https://trid.trb.org/view/1087846
ER  - 

TY  - RPRT
AN  - 01321627
AU  - Federal Highway Administration
TI  - 2009 Urban Congestion Trends: How Operations Is Solving Congestion Problems
PY  - 2010
SP  - 8p
AB  - Congestion in U.S. cities has declined over the past two years.  Whatever the day of the week, whatever the time of day, mobility has improved--almost across the board.  This is partly a result of less traffic on the road.  It's worth noting, though, that while the economic downturn began in December 2007, the "traffic recession" began a month or two earlier.  And all the congestion measures were still lower at the end of 2009 than in October 2007, despite signs that the economy is beginning to recover.  In recent years, innovative strategies in traffic operations have proven to be a key factor in reducing congestion.  Cities are managing traffic smarter and more efficiently--and congestion trends bear out the fruits of that labor.  This document contains a number of success stories detailing how state and local agencies reduced the effects of congestion in their communities.  More time with families, less fuel consumption, less emissions polluting the air, and a more productive workforce--these are the dividends resulting from innovative operational investments.
KW  - Case studies
KW  - Highway operations
KW  - Highway traffic control
KW  - Innovation
KW  - Mobility
KW  - Traffic congestion
KW  - Trend (Statistics)
KW  - Urban areas
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10032/fhwahop10032.pdf
UR  - https://trid.trb.org/view/1082318
ER  - 

TY  - RPRT
AN  - 01207441
AU  - Rue, Harrison
AU  - McNally, Lisa
AU  - Rooney, Kathleen
AU  - Santalucia, Pepper
AU  - Raulerson, Mary
AU  - Lim-Yap, Jane
AU  - Mann, Joel
AU  - Burden, Dan
AU  - ICF International
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Livability in Transportation Guidebook: Planning Approaches that Promote Livability
PY  - 2010
SP  - 120p
AB  - The Guidebook's primary purpose is to illustrate how livability principles have been incorporated into transportation planning, programming, and project design, using examples from State, regional, and local sponsors. It is intended to be useful to a diverse audience of transportation agency staff, partners, decisionmakers, and the general public, and is applicable in urban, suburban, and rural areas. While several of the example projects address capacity and operational issues on major roadways, the Guidebook primarily explores how transportation planning and programs can improve community quality of life, enhance environmental performance, increase transportation and housing choice while lowering costs, and support economic vitality. Many of the case studies resolve capacity and operational issues through a multimodal network and systems approach, reflecting better integration of land use with transportation. The Guidebook includes the executive summary, introduction, six “planning approach” chapters, and a conclusion. A separate appendix provides details about each of the case studies. Chapter 1 introduces the reader to the 15 primary case studies, organized by project types, to help readers quickly identify cases that are most applicable to their interests. Chapters 2 to 7 discuss common challenges experienced in transportation planning and implementation, and approaches used to overcome barriers. Each chapter represents a phase of the transportation planning and project development process. The conclusion provides ideas and practical strategies for next steps in implementing livability in transportation planning and projects.
KW  - Case studies
KW  - Economic factors
KW  - Environmental design
KW  - Handbooks
KW  - Land use planning
KW  - Project development
KW  - Quality of life
KW  - Rural areas
KW  - Suburbs
KW  - Sustainable development
KW  - Transportation planning
KW  - Transportation projects
KW  - Urban areas
UR  - http://environment.transportation.org/pdf/sustainability/fhwalivability-in-transportation-guidebook.pdf
UR  - http://www.fhwa.dot.gov/livability/case_studies/guidebook/appendix/
UR  - https://trid.trb.org/view/968178
ER  - 

TY  - RPRT
AN  - 01207195
AU  - Federal Highway Administration
TI  - Long-Term Pavement Performance Program: Accomplishments and Benefits, 1989-2009
PY  - 2010
SP  - 28p
AB  - The Long-Term Pavement Performance (LTPP) program started in 1987, as part of the Strategic Highway Research Program (SHRP), a 5-year applied research program funded by the 50 States and managed by the Transportation Research Board (TRB).  The LTPP program has generated a wide range of benefits across the pavement engineering and performance spectrum.  Hundreds of applications have been identified that make use of LTPP data, and the utility of LTPP data is increasing.  A detailed listing of each report, procedure, and product utilizing LTPP information has been compiled on the Federal Highway Administration (FHWA) LTPP Web site at http://www.fhwa.dot.gov/pavement/ltpp.  A summary of available tools and resources for highway agency pavement engineers is included at the end of this report.  LTPP benefits and products fit broadly within three categories, which form the structure of this report:  the LTPP database--largest and most comprehensive in the world; advances in pavement performance measurement; and contributions to pavement design and management.  Examples in each category are highlighted in this report to show how LTPP-related findings continue to benefit the pavement community and the driving public.
KW  - Benefits
KW  - Databases
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Performance measurement
KW  - Strategic Highway Research Program
UR  - https://trid.trb.org/view/968114
ER  - 

TY  - RPRT
AN  - 01207191
AU  - Federal Highway Administration
TI  - Long-Term Pavement Performance Program: Accomplishments and Benefits, 1989-2009. Summary
PY  - 2010
SP  - 4p
AB  - The Long-Term Pavement Performance (LTPP) program began in 1987 as part of the Strategic Highway Research Program (SHRP).  Its primary purpose was to establish a national long-term pavement database to support pavement research and improved pavement performance.  Since 1989, the LTPP program has monitored nearly 2,500 pavement test sections throughout the United States and Canada.  Approximately 950 test sections are still being monitored today.  By collecting and analyzing data from these pavement test sections over time, researchers are gaining insight on how and why pavements perform as they do--learning how to build better, longer lasting, more cost-effective pavements.  LTPP has produced a wide array of accomplishments and benefits and has created a variety of innovative products for highway agencies and researchers to utilize.  This summary report discusses what has been learned to date, innovations and new products that have been generated, LTPP's critical role in pavement design, and the future of the LTPP program.
KW  - Benefits
KW  - Databases
KW  - Future
KW  - Innovation
KW  - Long-Term Pavement Performance Program
KW  - New products
KW  - Pavement design
KW  - Pavement performance
KW  - Performance measurement
KW  - Strategic Highway Research Program
UR  - https://trid.trb.org/view/968115
ER  - 

TY  - RPRT
AN  - 01206866
AU  - Federal Highway Administration
TI  - Beyond the Short Term: Transportation Asset Management for Long-Term Sustainability, Accountability and Performance
PY  - 2010
SP  - 114p
AB  - This report addresses three major areas of asset management. First, it examines asset management as a framework for demonstrating accountability - both in the short-term management of current transportation programs but also for the long-term sustainability of a state highway network. Second, this report examines successful organizational structures and leadership strategies for instilling asset management into transportation agencies. Third, this report examines case studies of successful asset management programs across the United States and internationally.
KW  - Accountability
KW  - Asset management
KW  - Case studies
KW  - Leadership
KW  - Organizational effectiveness
KW  - State departments of transportation
KW  - Strategic planning
KW  - Sustainability
UR  - http://www.fhwa.dot.gov/asset/10009/index.cfm
UR  - http://www.fhwa.dot.gov/asset/10009/tam_topr806.pdf
UR  - https://trid.trb.org/view/968069
ER  - 

TY  - RPRT
AN  - 01173838
AU  - Federal Highway Administration
TI  - Our Nation's Highways 2010
PY  - 2010
SP  - 52p
AB  - With over 4 million miles of public roads, including more than 163,000 miles of the National Highway System roadways, our nation is connected coasts to coasts and communities to communities. This report includes updates on this complex roadway system and the latest changes due to the American Recovery and Reinvestment Act of 2009.  Topics covered in the report include highway infrastructure, highway travel, vehicles, drivers, motor fuel, funding and expenditures, road condition, highway safety, and pavement performance.
KW  - Drivers
KW  - Expenditures
KW  - Financing
KW  - Highway safety
KW  - Highway travel
KW  - Highways
KW  - Motor fuels
KW  - Pavement performance
KW  - Road condition
KW  - United States
KW  - Vehicles
UR  - http://ntl.bts.gov/lib/33000/33400/33452/FHWA-PL-10-023.pdf
UR  - https://trid.trb.org/view/934310
ER  - 

TY  - RPRT
AN  - 01173818
AU  - Federal Highway Administration
TI  - Factors Contributing to Pedestrian and Bicycle Crashes on Rural Highways
PY  - 2010///Summary Report
SP  - 6p
AB  - Approximately 25 percent of nationwide pedestrian and bicycle fatal and injury accidents occur on rural highways. In contrast to urban highways, rural highways have certain characteristics that can be more hazardous to pedestrians and bicyclists, such as higher average vehicle speeds and a lack of sidewalk provisions. Limited research has been conducted on rural highways, where crash types have been defined with more detailed coding than exists on standard police forms and where crash data could be linked with roadway characteristics and traffic counts. The goals of this study were to examine the differences between pedestrian and bicycle crashes in urban and rural settings in North Carolina and to identify problem areas (specific crash types and crash locations) on rural highways that are of high priority for safety treatment and treatment development.
KW  - Bicycle crashes
KW  - Bicycle safety
KW  - Crash characteristics
KW  - Crash locations
KW  - Crash types
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Rural highways
KW  - Urban highways
UR  - http://www.fhwa.dot.gov/publications/research/safety/10052/10052.pdf
UR  - https://trid.trb.org/view/934282
ER  - 

TY  - SER
AN  - 01173798
JO  - Exploratory Advanced Research Program
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Nanoscale Approaches for Highway Research
PY  - 2010
SP  - 8p
AB  - FHWA’s Exploratory Advanced Research (EAR) Program has been investigating nanoscale research conducted in relation to highways, and this process led to a March 2009 workshop involving almost two dozen experts from academia and other Federal programs. These experts met to share their understanding of nanoscale research and to learn about key highway research issues in infrastructure, safety, operations, and environment. Nanoscale science, or nanotechnology, is the understanding and control of matter at dimensions between approximately 1 and 100 nanometers. One nanometer is 100,000 times smaller than the width of a human hair. As part of FHWA’s ongoing strategy, the workshop was a critical step in scoping areas of opportunity for investment and assessing funding levels for nanoscale research that support highway research needs. The workshop provided the opportunity to: (1) Inform the highway research community about nanoscale studies relevant to highway research; (2) Inform nanoscale researchers about highway research needs; and  (3) Identify potential opportunities for investing EAR Program funds within the nanoscale focus areas. Nanoscale applications in highway research include concrete pores, safety and system operations, and pavements.
KW  - Concrete
KW  - Highway operations
KW  - Highway safety
KW  - Nanostructured materials
KW  - Pavements
KW  - Pore water
KW  - Research
UR  - http://www.fhwa.dot.gov/advancedresearch/pubs/10033/10033.pdf
UR  - https://trid.trb.org/view/933385
ER  - 

TY  - RPRT
AN  - 01173204
AU  - McKnight, J
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Traffic Counter Bench Tester with 8-Lane Testing Capability, Executive Summary Report
PY  - 2010
SP  - 2p
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  - Sensors
KW  - Traffic counting
KW  - Traffic data
KW  - Traffic lanes
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2010/Traffic/134432_ES.pdf
UR  - https://trid.trb.org/view/927796
ER  - 

TY  - CONF
AN  - 01165370
AU  - Ferhadi, Razaq
AU  - Badie, Sameh S
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Examining Various Options to Extend Span Range of Precast Prestressed Concrete Bridge Girders
PY  - 2010
SP  - 25p
AB  - Prestressed concrete I-girders have been used in bridges for over 50 years and are used for spans exceeding 200 ft (60 m). During the past two decades, engineering and material technologies have advanced significantly and many tools were developed to extend the span length and/or girder spacing of prestressed concrete I-girders. These tools include: 1.  Lightweight Concrete (with f'c up to 12 ksi (85 MPa));  2.  High Performance Concrete (with f'c up to 15 ksi (105 MPa));  3.  Large Diameter Strands (0.6- and 0.7-inch (15.2- and 17.8-mm))   Diameter) and High Strength Strands (Grade 300 ksi (2100 MPa));  4.  Bridges made Continuous for Slab Weight and Superimposed loads. This paper presents a parametric study that addresses some of these tools. The study investigates the impact of using these tools individually and simultaneously on the maximum span range and the corresponding cost of the superstructure. Results of study will help design engineers to decide which tool or tools should be considered based on the project criteria.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Bridges
KW  - Girders
KW  - High performance concrete
KW  - Lightweight concrete
KW  - Precast concrete
KW  - Prestressed concrete
UR  - https://trid.trb.org/view/925933
ER  - 

TY  - CONF
AN  - 01165369
AU  - Elsafty, Adel
AU  - Brennan, Adam
AU  - Johnson, Angela
AU  - Burch, Brandon
AU  - Rivera, Michael
AU  - Price, Christopher
AU  - Denev, Kaloyan
AU  - Graeff, Matthew
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Repair of Damaged Concrete Beams due to Collision using Carbon Fiber Reinforced Polymers (CFRP)
PY  - 2010
SP  - 9p
AB  - Repair using Carbon Fiber Reinforced Polymers (CFRP) prepreg fabric/sheets for damaged reinforced concrete has been investigated in this study. To simulate vehicle impact, damage was induced to ten reinforced concrete (RC) beams of (5” x 10” x 8 ft). The induced damage for the RC beams included cutting some of the main steel reinforcement and removing a concrete portion at one side of the beam cross section at mid span that resulted in cracking its entire section. The RC beams were repaired with cementitious repair mortar and crack injection then strengthened with CFRP and tested using a hydraulic actuator of 100-Kips capacity at mid span. Test results proved that the CFRP repair method is effective in enhancing the flexural capacity of damaged beams. This study investigates various parameters affecting CFRP utilization. The results of the experimental work indicated a significant gain in the beams’ capacities. The research in this study adds to the data base of CFRP application in repair of bridge girders and helps clarify some of the uncertainties in performance of strengthened beams. The study also highlights the importance of some concrete repair and CFRP strengthening aspects when retrofitting collision damaged RC beams.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Beams
KW  - Carbon fibers
KW  - Crashes
KW  - Fiber reinforced polymers
KW  - Maintenance
KW  - Reinforced concrete
KW  - Repairing
KW  - Strengthening (Maintenance)
UR  - https://trid.trb.org/view/925924
ER  - 

TY  - CONF
AN  - 01165368
AU  - Vanderzee, Peter J
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Sensor Technology for Assessing Bridge Performance
PY  - 2010
SP  - 11p
AB  - In recent years, we have learned that visual inspection to determine bridge condition is not necessarily the most effective method to determine if rehabilitation or replacement actions are warranted. Visual inspection of U.S. bridges has been conducted for over thirty-five (35) years under a program called the National Bridge Inspection Standards (NBIS). Nearly ten (10) years ago, the U.S. Federal Highway Administration (FHWA) published results of a study that concluded visual inspection was subjective, highly variable and not sufficiently reliable to optimize bridge capital expenditure programs. This conclusion came as no surprise to practitioners who accept that visual inspection was intended to be overly conservative to assure public safety. However, visual inspection alone has resulted in an overstatement of long-term funding need for bridge rehabilitation and replacement programs. Given the certainty of insufficient future funding availability (both local and Federal), bridge owners must implement better management paradigms to safely extend the life span of bridges they own. At the owner level, the objective should be to lower life cycle costs by deferring or re-programming (rehab vs. replace) capital expenditure projects. Fortunately, bridge owners now have a variety of advanced condition assessment technologies that can be deployed to gain a much more objective, precise evaluation of actual condition. Given more timely, precise condition information; owners can make more informed, optimal decisions regarding capital expenditures for their bridges, while assuring essential safety margins are maintained. Importantly, the author is not suggesting that visual inspections should be abandoned. Rather, this paper provides guidelines for when visual inspections should be augmented with advanced condition assessment technologies. This paper also provides experience-based suggestions for scoping project details, such as sensor types and data capture frequency. The business of advanced condition assessment is not research any more – it‟s about the highest and best use of taxpayer‟s limited funds. Finally, the author stresses that deployment of advanced condition assessment technologies should provide the owner a return on investment for additional costs incurred. A focus on achieving a return on investment will negate using technology that is more suited for research as owners seek solutions to reduce long-term funding demand for bridge rehabilitation and replacement.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridges
KW  - Condition surveys
KW  - Inspection
KW  - Maintenance
KW  - Performance
KW  - Sensors
KW  - Technology
UR  - https://trid.trb.org/view/926013
ER  - 

TY  - CONF
AN  - 01165367
AU  - Lindsey, Rukhsana Khan
AU  - Hsiao, Daniel
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - UDOT's Experience with Monitoring Bridges During Moving
PY  - 2010
SP  - 9p
AB  - In order to standardize the process of moving bridges with self-propelled modular transporters (SPMTs), UDOT decided to monitor bridge moves during their 2008 construction season. The experience, lessons learned, and data from the bridge monitoring will be compiled in a manual for use in future projects. The analysis concluded that the designs were adequate and the bridges were not overly stressed during the moves.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Lessons learned
KW  - Monitoring
KW  - Movable bridges
KW  - Moving
KW  - Self-propelled modular transporters
KW  - Utah
KW  - Utah Department of Transportation
UR  - https://trid.trb.org/view/926001
ER  - 

TY  - SER
AN  - 01165366
JO  - HSIS Summary Report
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Evaluation of Lane Reduction "Road Diet" Measures on Crashes
PY  - 2010
SP  - 4p
AB  - This Highway Safety Information System (HSIS) summary replaces an earlier one, Evaluation of Lane Reduction "Road Diet" Measures and Their Effects on Crashes and Injuries (FHWA-HRT-04-082), describing an evaluation of "road diet" treatments in Washington and California cities. This summary reexamines those data using more advanced study techniques and adds an analysis of road diet sites in smaller urban communities in Iowa. A road diet involves narrowing or eliminating travel lanes on a roadway to make more room for pedestrians and bicyclists. While there can be more than four travel lanes before treatment, road diets are often conversions of four-lane, undivided roads into three lanes—two through lanes plus a center turn lane. The fourth lane may be converted to a bicycle lane, sidewalk, and/or on-street parking. In other words, the existing cross section is reallocated. This was the case with the two sets of treatments in the current study. Both involved conversions of four lanes to three at almost all sites. While potential crash-related benefits are cited by road diet advocates, there has been limited research concerning such benefits. Two prior studies were conducted using data from different urbanized areas. The first, conducted by HSIS researchers, used data from treatment sites in eight cities in California and Washington.  The second study analyzed data from treatment sites in relatively small towns in Iowa.  While the nature of the treatment was the same in both studies (four lanes reduced to three), the settings, analysis methodologies, and results of the studies differed. Using a comparison of treated and matched comparison sites before and after treatment and the development of negative binomial regression models, the earlier HSIS study found a 6 percent reduction in crash frequency per mile and no significant change in crash rates at the California and Washington sites. Using a long-term (23-year) crash history for treated and reference sites and the development of a hierarchical Poisson model in a Bayesian approach, the later Iowa study found a 25.2 percent reduction in crash frequency per mile and an 18.8 percent reduction in crash rate. Because of these differences, researchers from the National Cooperative Highway Research Program (NCHRP) 17-25 project team obtained and reanalyzed both data sets using a common methodology.  This summary documents the results of that reanalysis.
KW  - Before and after studies
KW  - California
KW  - Countermeasures
KW  - Crash rates
KW  - Highway design
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Iowa
KW  - Lane reduction
KW  - Road diets
KW  - Traffic crashes
KW  - Washington (State)
UR  - http://www.fhwa.dot.gov/publications/research/safety/10053/index.cfm
UR  - http://www.hsisinfo.org/pdf/10-053.pdf
UR  - https://trid.trb.org/view/925027
ER  - 

TY  - CONF
AN  - 01165365
AU  - Kaszynska, Maria
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Lightweight Self-Consolidating Concrete for Bridge Applications
PY  - 2010
SP  - 11p
AB  - Lightweight self consolidating concrete (LWA/SCC) combining the advantages of lightweight concretes LWA with properties of SCC can find numerous applications in bridge engineering. The objective of this paper is to present the results of analysis of hydration heat, workability properties and mechanical properties (compressive strength and modulus of elasticity) of lightweight self-consolidating concrete, hardening under adiabatic conditions (to simulate the true conditions of concrete hardening inside of a massive structure) and isothermal conditions. Various mixtures were considered by replacing a part of fine and coarse aggregate with lightweight Pollytag and Liapor aggregates. The tests were performed using custom-made equipment allowing for curing condition control.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Bridges
KW  - Compressive strength
KW  - Concrete curing
KW  - Lightweight concrete
KW  - Modulus of elasticity
KW  - Proportioning
KW  - Self compacting concrete
KW  - Workability
UR  - https://trid.trb.org/view/926011
ER  - 

TY  - CONF
AN  - 01165364
AU  - Hedegaard, Brock D
AU  - French, Catherine E W
AU  - Shield, Carol K
AU  - Stolarski, Henryk K
AU  - Jilk, Ben
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Instrumentation and Monitoring of I35W St. Anthony Falls Bridge
PY  - 2010
SP  - 20p
AB  - The St. Anthony Falls Bridge was constructed to replace the steel truss bridge that collapsed on August 1, 2007. The replacement bridge featured a “smart bridge” system. This system included instrumentation for monitoring the structural behavior of the bridge. The University of Minnesota is responsible for the collection and interpretation of the data gathered by the system. To aid in the analysis of the bridge, finite element models were created. Prior to opening the bridge to traffic, truck load tests were conducted to provide data for calibrating the model. The models will be used to gain a better understanding of the behavior of concrete box girder bridges in Minnesota, and for establishing a long-term monitoring plan for the instrumented bridge. This paper describes the instrumentation in the St. Anthony Falls Bridge, the construction and calibration of the finite element models, the behavior of the bridge with respect to the truck load tests and thermal effects, the material tests performed, and the plan for long-term monitoring.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Box girder bridges
KW  - Bridge management systems
KW  - Concrete bridges
KW  - Field studies
KW  - I35W St. Anthony Falls Bridge (Minneapolis, Minnesota)
KW  - Instrumentation
KW  - Monitoring
KW  - Structural behavior
UR  - https://trid.trb.org/view/925748
ER  - 

TY  - CONF
AN  - 01165361
AU  - French, Catherine E
AU  - Shield, Carol K
AU  - Smith, Matthew
AU  - Eriksson, Whitney
AU  - Klaseus, Dave
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Field and Laboratory Study of Precast Composite Slab Span System (PCSSS)
PY  - 2010
SP  - 20p
AB  - This paper describes a field and laboratory investigation of a Precast Composite Slab Span System (PCSSS) implemented for short to moderate span bridges (20-50ft. range). Advantages of the system include accelerated construction, improved quality control, and reduced impact on the environment compared to cast-in-place (CIP) slab span systems. In addition, the PCSSS is a viable alternative used by maintenance crews in retrofitting existing bridges. The field study was conducted on one of the early Minnesota Department of Transportation (Mn/DOT) implementations over a period of 24 months to investigate the performance of the system relative to design assumptions and the susceptibility of the system to developing reflective cracking. As part of the NCHRP 10-71 Cast-in-Place Connections project, the University of Minnesota is developing design recommendations for these systems. Numerical studies and experiments on large-scale bridge specimens were conducted in the laboratory environment to investigate the effects of a number of parameters including variations in flange thickness, bursting reinforcement, horizontal shear reinforcement, flange surface treatment, and crack control reinforcement.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Composite construction
KW  - Concrete bridges
KW  - Field studies
KW  - Laboratory studies
KW  - Performance
KW  - Precast concrete
KW  - Slabs
UR  - https://trid.trb.org/view/925752
ER  - 

TY  - CONF
AN  - 01165360
AU  - Darwin, David
AU  - O'Reilly, Matthew E
AU  - Browning, JoAnn
AU  - Guo, Guohui
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Multiple Corrosion Protection Systems for Reinforced Concrete Bridge Components: Laboratory and Field Tests
PY  - 2010
SP  - 20p
AB  - Fusion bonded thermoset epoxy-coated reinforcement is evaluated in conjunction with inorganic and organic corrosion inhibitors, bars initially coated with zinc prior to epoxy application, chemical pretreatments and epoxy formulations that increase the adhesion of the epoxy coating, and concretes with reduced water-cement ratios. The performance of corrosion protection systems is compared based on metal loss and disbondment between the epoxy-coating and the underlying steel using Southern Exposure and cracked beam tests in the laboratory and larger-scale slab specimens in the field. Findings after six years of this seven-year study indicate that conventional epoxy-coatings provide significant corrosion protection for reinforcing steel. The main potential weakness of this system is the loss of adhesion between the epoxy coating and the reinforcing steel, which is observed to be significantly greater for bars in cracked concrete than for bars in uncracked concrete. Bars initially coated with zinc prior to epoxy application exhibit lower disbondment than conventional epoxy-coated reinforcement. Concretes with reduced water-cement ratios provide better performance in uncracked concrete but only limited additional corrosion protection in cracked concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Anticorrosion coatings
KW  - Corrosion
KW  - Corrosion protection
KW  - Corrosion tests
KW  - Epoxy coatings
KW  - Field tests
KW  - Laboratory tests
KW  - Reinforcing steel
KW  - Zinc coatings
UR  - https://trid.trb.org/view/925869
ER  - 

TY  - CONF
AN  - 01165358
AU  - Greene, Gary G
AU  - Graybeal, Benjamin
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - FHWA Research Program on Lightweight High-Performance Concrete - Development Length of Prestressing Strand
PY  - 2010
SP  - 8p
AB  - Using lightweight concrete in bridge decks and girders can reduce the dead load carried by the superstructure and substructure, thus allowing for longer spans and/or smaller members. As part of a larger study focusing on the structural performance of lightweight high-performance concrete (LWHPC), researchers at the U.S. Federal Highway Administration fabricated 12 precast/prestressed LWHPC bridge girders. This paper describes the preliminary results of the first 20 out of 24 total girder tests used to evaluate the development length of prestressing strand in LWHPC. These tests are significant because of the paucity of development length test data for this type of concrete. Three different concrete mix designs were used in the girders. The mix designs included partial replacement of the coarse aggregate with lightweight aggregate, resulting in concrete equilibrium densities in the range between conventional lightweight and normal weight concrete. Variables investigated included strand size, number of strands, amounts of shear reinforcement, lightweight aggregate type, and concrete strength. The 28-day cylinder compressive strengths of the concretes in the girders ranged from 7.4 to 10.5 ksi. The preliminary test results have been compared to U.S. bridge code design equations. The end result of the study will be the development of recommend changes to the AASHTO LRFD Bridge Design Specifications relevant to LWHPC.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Development length
KW  - High performance concrete
KW  - Lightweight aggregates
KW  - Lightweight concrete
KW  - Mix design
KW  - Prestressed concrete
UR  - https://trid.trb.org/view/925923
ER  - 

TY  - CONF
AN  - 01165356
AU  - Ozyildirim, Celik
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Lightweight High Performance Concrete in Two Bridges on Route 33 in Virginia
PY  - 2010
SP  - 16p
AB  - Lightweight high performance concrete (LWHPC) is expected to provide high strength and high durability along with reduced weight. This paper reports on the evaluation of LWHPC bulb-T beams, fabricated using different mix designs and curing procedures (steam-cured versus moist-cured), and LWHPC decks for two bridge projects recently completed in Virginia. Poor soil conditions at the project bridge sites and long span lengths made the use of reduced-weight materials desirable. The beams had a minimum 28-day compressive strength of 8,000 psi, a maximum permeability of 1,500 coulombs, and a maximum fresh concrete density of 123 lb/yd3. The decks had a minimum compressive strength of 5,000 psi, a maximum permeability of 2,500 coulombs, and a maximum fresh concrete density of 120 lb/yd3. The bridges are on Route 33 near the confluence of the Mattaponi and Pamunkey Rivers into the York River at West Point, Virginia. The Mattaponi Bridge is 3,545 ft long with 2,195 ft of LWHPC beams and deck. The Pamunkey Bridge is 5,354 ft long with 2,169 ft of LWHPC beams and deck. The results indicate that LWHPC with satisfactory strength and permeability can be achieved for beams and decks. The bridges are completed, opened to traffic, and are performing satisfactorily.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Compressive strength
KW  - Concrete bridges
KW  - Density
KW  - Durability
KW  - High performance concrete
KW  - Lightweight concrete
KW  - Virginia
UR  - https://trid.trb.org/view/925904
ER  - 

TY  - CONF
AN  - 01165355
AU  - Showers, Joseph
AU  - Anderson, Jeralee
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - A Primer for Sustainable Bridges
PY  - 2010
SP  - 13p
AB  - Bridges are critical elements of our national transportation system, which sustains our society’s standard of living. All of these structures have a finite life span, and a major resource investment to construct, operate and maintain their operation. Decisions made by contemporary designers have implications that extend far into the future. In recognition of this, designers have a responsibility to efficiently use resources and limit waste. This paper provides an overview of fundamental sustainability principals, as well as how they can be applied to our bridge infrastructure. Components of natural capital are examined in terms of contemporary challenges to our national bridge infrastructure. Selected best practices are also discussed. An objective standard to evaluate bridge sustainability and the suitability of the “Greenroads” program for that purpose is also discussed.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Best practices
KW  - Bridges
KW  - Life cycle costing
KW  - Service life
KW  - Sustainable transportation
UR  - https://trid.trb.org/view/925903
ER  - 

TY  - CONF
AN  - 01165349
AU  - Castro, Javier
AU  - De la Varga, Igor
AU  - Golias, Mike
AU  - Weiss, Jason
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Extending Internal Curing Concepts (Using Fine LWA) to Mixtures Containing High Volumes of Fly Ash
PY  - 2010
SP  - 16p
AB  - Internal curing has been used to counteract the negative effects of selfdesiccation in low water to cement ratio mixtures. This paper examines the potential to extend internal curing to a wider range of concrete mixtures. Specifically, this work examines the use of internal curing to improve the performance of mixtures containing a high volume of fly ash replacement. Calorimetry and chemical shrinkage measurements are presented to quantify the hydration reaction through heat and volume change. Internal relative humidity and desorption measurements are presented to characterize the pore structure of the systems. The intention of this work is to provide the reader with a background on important concepts that one needs to consider to begin the process of extending internal curing concepts to mixtures containing fly ash (possibly in higher volumes).
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Concrete curing
KW  - Desorption
KW  - Fly ash
KW  - Internal curing
KW  - Lightweight aggregates
KW  - Shrinkage
UR  - https://trid.trb.org/view/925952
ER  - 

TY  - CONF
AN  - 01165348
AU  - Swartz, Brian D
AU  - Schokker, Andrea J
AU  - Scanlon, Andrew
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Evaluation of the LRFD Bridge Design Specifications Method for Estimating Prestress Losses
PY  - 2010
SP  - 19p
AB  - As part of the 2005 Interim Revisions, the AASHTO LRFD Bridge Design Specifications adopted the recommendations of NCHRP Report 496 as a method to estimate prestress losses and extend applicability of the provisions to high-strength concrete. Practitioners have expressed concerns about the complex nature of the equations and the seemingly less conservative results when compared with other prestress loss estimating methods. This paper details the development of recommendations for a prestress loss method that incorporates the creep and shrinkage model for high-strength concrete recommended by NCHRP Report 496, while remaining within the framework of previous prestress loss estimating methods published in the AASHTO Specifications. A rigorous time-step model was developed to proof test the proposed equations and Monte Carlo simulation was employed to examine the inherent variability when estimating prestress losses.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Creep
KW  - Evaluation
KW  - Load and resistance factor design
KW  - Prestress losses
KW  - Prestressed concrete
KW  - Shrinkage
KW  - Specifications
UR  - https://trid.trb.org/view/925776
ER  - 

TY  - CONF
AN  - 01165347
AU  - Perry, Vic H
AU  - Royce, Mathew
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Innovative Field-Cast UHPC Joints for Precast Bridge Decks (Full-Depth Precast Deck Panels), Oneonta, NY - Design, Prototype Testing and Construction
PY  - 2010
SP  - 17p
AB  - Bridge owners are frequently faced with the need to replace critical bridge components during strictly limited or overnight road closure periods. This paper presents the development, testing and installation of precast, high performance concrete bridge elements with field cast ultra-high performance concrete (UHPC) Joint Fill, specifically for projects in New York State, to replace deteriorated bridge decks. The fundamentals of the technology, material properties, design details, manufacturing, prototyping, load testing (pull-out, fatigue, strength, leakage, ponding…), erection and a completed project overview are included. By utilizing the UHPC material’s unique combination of superior properties in conjunction with precast bridge deck panels, the bridge deck performance is advanced and improved. Benefits include: reduced joint size and complexity, improved durability, improved continuity, speed of construction, elimination of post-tensioning and extended usage life. This new innovative joint design eliminates the historical problems associated with the joints in precast bridge decks. This new joint is now the “strongest link” in the precast bridge deck system.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Bridge members
KW  - Construction and maintenance
KW  - Design
KW  - High performance concrete
KW  - Joint fillers
KW  - Joints (Engineering)
KW  - New York (State)
KW  - Precast concrete
KW  - Replacement (Bridges)
KW  - Testing
UR  - https://trid.trb.org/view/925766
ER  - 

TY  - CONF
AN  - 01165346
AU  - Kosmicki, Thad
AU  - Zuo, Joanne
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Design Solutions for a Highly Skewed Bridge: The Paseo Boulevard Bridge
PY  - 2010
SP  - 13p
AB  - Bridge owners set limits for allowable bent skew angles because highly skewed bridges introduce design and detailing complexities and are perceived to increase the bridge cost. With the unique site condition and cost effective solutions, a 160 ft single-span jointless structure with two highly skewed, unparallel end bents was proposed for the Paseo Boulevard Bridge. This paper focuses on the innovative design approaches employed and special details utilized to provide cost savings to the contractor and reduce the owner’s future maintenance expenses and bridge life cycle cost for the Paseo Boulevard Bridge. The highlights include a discussion of the analysis and design of the nearly 70 degree skewed integral end bent, the efficiencies of utilizing prestressed NU girders in lieu of standard AASHTO type prestressed girders, and the benefits of eliminating the expansion joints in the bridge deck.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bents
KW  - Bridge design
KW  - Girders
KW  - Prestressed concrete
KW  - Skew bridges
UR  - https://trid.trb.org/view/925781
ER  - 

TY  - CONF
AN  - 01165345
AU  - Gase, Philip M
AU  - Kaczinski, Mark R
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - The History and Benefits of Prefabricated Grid Reinforced Concrete Decks
PY  - 2010
SP  - 8p
AB  - Accelerated Bridge Construction (ABC) techniques are employed predominately to reduce on-site construction time, minimize traffic impacts, and improve work zone safety. Grid reinforced concrete bridge decks have been an economic, lightweight, rapid deck replacement option long before ABC became the vogue acronym defining the desired construction practice for the 21st century. The prefabricated modular nature of grid reinforced concrete deck naturally lends to reduced construction periods and offers the advantage of shortened work windows – night time or weekend – when traffic volumes are lower and the traveling public is less encumbered. In addition, the reduced weight translates into direct savings in the superstructure and substructure for new construction and can minimize superstructure rehabilitation and increase live load capacity of existing structures. A few recent projects accentuate the role of grid reinforced concrete decks as the solution to lightweight, rapid deck replacements.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Accelerated construction
KW  - Bridge construction
KW  - Bridge decks
KW  - Lightweight materials
KW  - Prefabricated bridges
KW  - Reinforced concrete
KW  - Steel grids
UR  - https://trid.trb.org/view/925941
ER  - 

TY  - CONF
AN  - 01165344
AU  - Johnson, Bruce
AU  - Jau, Wen-Chen
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Investigation of Self Curing Concrete in Oregon
PY  - 2010
SP  - 10p
AB  - Like many state Departments of Transportation (DOTs), Oregon has had recurring instances of transverse deck cracking in girder bridges. Oregon Department of Transportation (ODOT) has conducted previous research on the cause and found there are several contributing causes. ODOT has monitored construction practices to try and isolate the cause, but has found that it is difficult to limit the cause to any single factor. Based on the previous work we have done, ODOT has improved the standard construction specifications for curing over the years to reduce drying shrinkage as a cause. The latest improvements to the curing regime include continuous fogging during deck placement, mandating curing blankets be applied within 20 minutes of completing the finishing operations, and using lighter polypropylene curing blanket material to reduce contractors concerns about damage to the freshly finished surface. ODOT has also reduced the strength requirement for deck concrete to encourage the use of less cement in the mix. ODOT is still finding that occasional significant deck cracking is occurring. To try and address the curing issue further, ODOT is conducting research in the use of self-curing (or internal curing) deck concrete. Deck cracking has been a recurring issue for many bridge decks. There are a number of causes, one of which is inadequate curing in field conditions. ODOT is committed to determining if concrete mixtures using some form of internal curing will help reduce the tendency of high performance deck concrete to crack. Two methods are being investigated. We believe no matter how much cracking reduction is achieved, there may be other beneficial effects using internal or self-curing concrete mixtures. Internal curing using SCA or LWFA will produce more dense mixture and potentially improve durability due to less absorption of chlorides and carbon dioxide. If cracking is reduced, additional research will be needed to verify additional advantages to use these mixes. Final results of the work on the SCA admixture will be available by the end of 2010 and final results of the work on lightweight fine aggregates will be available by the end of 2011.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Bridge construction
KW  - Bridge decks
KW  - Concrete curing
KW  - Girder bridges
KW  - Oregon
KW  - Self curing concrete
KW  - Transverse cracking
UR  - https://trid.trb.org/view/926017
ER  - 

TY  - CONF
AN  - 01165343
AU  - Ghasemi, Hamid
AU  - Hooks, John M
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - The Long Term Bridge Performance Program
PY  - 2010
SP  - 19p
AB  - A safe and sustainable transportation infrastructure is of paramount importance to local and national economies, to national security, to the environment, and to everyday life in the United States. Bridges are essential nodes in the transportation system and with a few exceptions they provide safe, incident free service. However, bridge performance varies widely and the reasons for that variation are not well understood. A better understanding of how bridges perform would provide considerable opportunity for improving the performance of bridges of all type and sizes. The Long Term Bridge Performance Program (LTBPP) is a 20-year Federal Highway Administration research program with the overarching objective of significantly improving the performance of key bridge components to enhance service while lowering long term costs. The desired outcomes of the LTBPP include advances in deterioration and predictive models, development of improved design methods, development of improved maintenance practices and improved inspection of conditions through NDE technologies. This paper will provide the current roadmap and projected timeline for the LTBPP, define the high priority aspects of bridge performance that have been identified for possible study, and discuss the critical data to be collected on bridge performance. The pilot study phase of the LTBPP will be described with emphasis on non-destructive evaluation of decks.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Bridge design
KW  - Bridges
KW  - Deterioration
KW  - Inspection
KW  - Long-Term Bridge Performance Program
KW  - Maintenance
KW  - Nondestructive tests
KW  - Performance
UR  - https://trid.trb.org/view/925900
ER  - 

TY  - CONF
AN  - 01165339
AU  - Graybeal, Benjamin A
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Behavior of Ultra-High Performance Concrete Connections between Precast Bridge Deck Elements
PY  - 2010
SP  - 13p
AB  - The Federal Highway Administration’s ongoing research program into the use of Ultra-High Performance Concrete (UHPC) in highway bridges has recently begun focusing on deck-level connections between modular precast components. In conjunction with the New York State DOT, researchers at the Turner-Fairbank Highway Research Center are investigating whether the exceptional durability, high strengths, and superior bonding characteristics of UHPC led themselves to the development of a new generation of connection details applicable to modular bridge components. A physical testing program has been initiated in which subassemblages of full-scale precast bridge deck panels are connected via UHPC closure pours then cycled under repeated truck wheel loadings. The test program has six specimens, with variables including joint orientation, slab thickness, reinforcement configuration, and reinforcement type. None of the specimens include any pre- or posttensioning. Test results to date, along with two NYSDOT bridges constructed in 2009, demonstrate the potential viability of using UHPC as a closure pour material.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge members
KW  - Deck closures
KW  - High performance concrete
KW  - Modular structures
KW  - Precast concrete
KW  - Structural behavior
KW  - Structural connection
KW  - Ultra high performance concrete
UR  - https://trid.trb.org/view/925906
ER  - 

TY  - CONF
AN  - 01165336
AU  - Byard, Benjamin E
AU  - Schindler, Anton K
AU  - Barnes, Robert W
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Cracking Tendency of Lightweight Concrete in Bridge Deck Applications
PY  - 2010
SP  - 19p
AB  - Cracking of hardening concrete occurs when the induced tensile stress exceeds the tensile strength of the concrete. The development of in-place stresses is affected by the shrinkage, coefficient of thermal expansion, setting characteristics, restraint conditions, stress relaxation, and temperature history of the hardening concrete. Tensile strength (and strain capacity) increases as the hydration of the cementitious system progresses. Tensile strength is impacted by the cementitious materials, the water-cement ratio, the aggregate type and gradation, the curing provided (internal and external), and the temperature history of the hardening concrete. Rigid cracking frame testing techniques were used to quantify the combined effects of all these variables and to determine the cracking potential of bridge concrete mixtures. The influence of lightweight aggregates, placement temperature, and curing temperature on early-age cracking tendency were evaluated using rigid cracking frame testing techniques. Specimens were tested under match-cured or isothermal curing conditions to explore early-age cracking mechanisms of bridge deck concrete. Results revealed that the placement temperature and the curing temperature affected the time to cracking of all the mixtures. Use of lightweight aggregates was found to be very effective in reducing restraint stresses in bridge deck concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Concrete curing
KW  - Concrete placing
KW  - Cracking
KW  - Lightweight concrete
KW  - Stresses
KW  - Temperature
UR  - https://trid.trb.org/view/925773
ER  - 

TY  - CONF
AN  - 01165335
AU  - McDonald, David
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Performance of Bridge Decks Containing Epoxy-Coated Reinforcing Bars
PY  - 2010
SP  - 16p
AB  - Epoxy-coated reinforcing bars have been used in the U.S. for over 35 years and according to the National Bridge Inventory are now in over 65,000 bridge structures, covering over 775,000,000 sq ft of deck. This paper presents research that outlines field and plant quality control for these products, showing that such issues have been addressed by the industry and in Standard Specifications. The paper addresses concern that was expressed in the 1980’s regarding the long-term durability of epoxy-coated bars in marine structures and shows that these issues appear to be related to poor manufacturing and handling of the bars prior to placement into concrete and the use of poor quality concrete. Examples of good performance are presented, even in samples exposed to high chloride levels. It was concluded that epoxy-coated bars have been widely and successfully used to reduce deterioration of concrete structures for over 35 years.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Concrete structures
KW  - Corrosion resistance
KW  - Durability
KW  - Epoxy coatings
KW  - Performance
KW  - Reinforcing bars
UR  - https://trid.trb.org/view/925777
ER  - 

TY  - CONF
AN  - 01165333
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - AISC/PCI White Paper on Quality Systems in the Construction Industry
PY  - 2010
SP  - 3p
AB  - This white paper identifies 12 characteristics essential to any organization offering construction industry certification. Typically, these characteristics are found within the national not-for-profit technical institutes established to provide a consensus-driven forum for the development and continuous refinement of engineering, design, and quality standards and related certification programs. Owners and specifiers of both public and private facilities have depended on such organizations for conformity assessment and quality standards for more than 40 years.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Certification
KW  - Construction industry
KW  - Quality control
UR  - https://trid.trb.org/view/926012
ER  - 

TY  - CONF
AN  - 01165332
AU  - Padgett, Jamie E
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Sustainability as a Guide for Selecting and Prioritizing Seismic Retrofit
PY  - 2010
SP  - 14p
AB  - Insufficient physical performance of concrete bridges during natural hazards can have cascading social, environmental, and economic consequences. Such consequences are an indication of the inhibited sustainability of bridge infrastructure caused by hazards such as earthquake events. This paper frames the relationship between bridge performance in seismic events and metrics of sustainable performance, such as life-cycle cost, energy usage, or downtime. Overarching principles for sustainable bridges include evaluation of the three core pillars on sustainability (social, environmental, and economic impacts), consideration of lifetime performance, and integration of risk assessment principles. A risk-based approach is first presented in detail for evaluating retrofits for non-seismically designed bridges based on lifetime seismic life-cycle costs and cost-benefit analysis. A simple extension is provided for evaluating multiple sustainability metrics beyond economic impacts to prioritize bridges for seismic upgrade. This paper illustrates the critical link between mitigating seismic risks and promoting sustainable bridge infrastructure.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Concrete bridges
KW  - Earthquake resistant structures
KW  - Life cycle analysis
KW  - Retrofitting
KW  - Risk assessment
KW  - Sustainable development
UR  - https://trid.trb.org/view/925931
ER  - 

TY  - CONF
AN  - 01165330
AU  - Yermack, Eric D
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Sustainable Infrastructure Development: Evaluating Highway Bridges
PY  - 2010
SP  - 18p
AB  - In our current environment of budget shortfalls, global warming, congested transportation systems, and ever increasing demand for scarce resources, it is necessary to find better ways to evaluate transportation projects and determine their worth to society. We have traditionally looked at metrics related to public safety, system capacity, and the condition of physical assets to make these decisions. However, we should also question if a project contributes in a meaningful way to the sustainability of our transportation systems and hence to society. The United States Green Building Council and others have initiated the dialogue on sustainability. The transportation industry can build upon this work and develop a rating system that can be applied to different classifications of transportation projects. Highway bridges, which are of particular interest because of their high cost, visual prominence, symbolic value, and the vital function they serve, should be the focus of a new sustainability rating system. Our industry could then make better decisions at the local level about funding projects, setting design objectives, and certifying if a project can be considered sustainable or not.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Evaluation
KW  - Highway bridges
KW  - Ratings
KW  - Sustainable transportation
UR  - https://trid.trb.org/view/925905
ER  - 

TY  - CONF
AN  - 01165329
AU  - Buhler, Eckart R
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Recovered Mineral Component [Silica Fume] and Sustainable Concrete Bridge Construction
PY  - 2010
SP  - 9p
AB  - Important issues when designing Sustainable Concrete Bridges are: 1.) Longer Life Cycle, reducing future need for duplicate replacement materials. 2.) Utilization of Recovered Mineral Components (RMC) to reduce the Carbon Footprint of concrete and increase Life Cycle of the structure. 3.) A less voluminous concrete structure, which more efficiently utilizes concrete’s engineering potential, enabling a more pleasing, streamlined architectural design. Silica Fume has been utilized in U.S. ready-mixed concrete for a quarter century with a track record of increasing structural concrete durability and being integral for 100-Year Life Span design. Extending service life and substituting for Portland cement, it also has formidable potential in reducing the overall Carbon Footprint of concrete. The U.S. Environmental Protection Agency has designated Silica Fume, a very fine dust-like material generated during alloyed metal production, as a RMC that increases concrete Strength and Durability; utilization of it reduces the burden of otherwise designated waste material for landfills.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge design
KW  - Carbon footprint
KW  - Concrete bridges
KW  - Durability
KW  - Environmental protection
KW  - Life cycle analysis
KW  - Minerals
KW  - Silica fume
KW  - Strength of materials
UR  - https://trid.trb.org/view/925786
ER  - 

TY  - CONF
AN  - 01165328
AU  - Petro, Samer H
AU  - Leech, Thomas G
AU  - Ziegler, Michael
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Strengthening Three Concrete Bridges Using CFRP Composites
PY  - 2010
SP  - 14p
AB  - This paper describes the feasibility and efficiency of using Carbon Fiber Reinforced Polymer (CFRP) composites as a strengthening system to upgrade the load carrying capacity of three heavily travelled concrete short span bridges in the City of Phoenix, Arizona. Two of the structures span the canal system and given the relatively short canal dry-up period (weeks, not months), a fast-paced approach to strengthening and improving the load carrying capacity of the existing structures was required. The sustainable approach of using externally applied CFRP wraps and near surface mounted CFRP rebars raised the rating factors and associated load limits thereby eliminating the need to load post the structure(s) without major modifications to the superstructure. The design of the CFRP systems was carried out according to ACI 440.2R-08 "Guide for the Design and Construction of Externally Bonded FRP Systems for Strengthening Concrete Structures." To examine the short- and long-term performance of the CFRP systems, the bridges were instrumented with strain gages. Static truck load tests were conducted to obtain benchmark responses of the original structures without CFRP reinforcement and shortly after CFRP installation. Results from load testing two of the bridges indicate that concrete and existing reinforcement strain in the members decreased as the CFRP system contributed towards resisting the applied live loads and most importantly, debonding did not occur. Not only was the CFRP strengthening system cost effective when compared to total bridge(s) replacement, it proved to be environmentally responsible as it salvaged and recycled the original structures and did not cause traffic congestion or delays. This paper presents the procedures followed in the design, installation, and load testing of the bridges.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Carbon fibers
KW  - Composite materials
KW  - Concrete bridges
KW  - Fiber reinforced polymers
KW  - Maintenance
KW  - Rehabilitation (Maintenance)
KW  - Strengthening (Maintenance)
UR  - https://trid.trb.org/view/925899
ER  - 

TY  - CONF
AN  - 01165327
AU  - Reese, Gregg A
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Innovative Applications of Precast Concrete on Complex Long Span Bridge Projects in Colorado
PY  - 2010
SP  - 15p
AB  - A number of recent urban bridge projects with long spans and complex geometry have been designed and built using a variety of innovative applications of precast concrete girder and deck slab construction. Concrete U girders, cast in both curved and straight segments, are spliced and post tensioned to create a new alternative approach to complex bridge construction. The success of these projects, which are all currently in service, clearly demonstrates the advantages of using commercially precast concrete products to construct cost-effective, complex long span structures in high profile applications where aesthetics and urban geometrics are significant design consideration. This paper will review the development of design concepts and the project involved and will describe the design and construction challenges and the solutions that were successfully implemented.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge design
KW  - Colorado
KW  - Girders
KW  - Long span bridges
KW  - Precast concrete
KW  - Urban areas
UR  - https://trid.trb.org/view/925770
ER  - 

TY  - CONF
AN  - 01165325
AU  - Hendrix, Serena E
AU  - Kowalsky, Mervyn J
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Seismic Behavior of Lightweight Aggregate Concrete Columns
PY  - 2010
SP  - 20p
AB  - Described are a series of 16 large scale tests on lightweight aggregate concrete square columns subjected to reversed cyclic load conditions. Eight of the columns were normal-strength (4 ksi, 27.6 MPa) while 8 were high-strength (8 ksi, 55.2 MPa). Each set of 8 columns consisted of 2 each constructed from shale, clay, slate, and conventional normal weight aggregate. Each pair of tests contained one designed to fail in shear at low ductility, and one designed to be shear dominated (although not necessarily suffering shear failure) at high ductility. Results indicate that (1) there is only a small difference among the lightweight aggregate concretes with regard to strength of the concrete shear resisting mechanism, when compared to normal weight concrete specimens; (2) both normal strength and high-strength lightweight concrete can be designed for high levels of ductility under reversed cyclic loads thus calling into question the ACI code 5 ksi (34.5 MPa) limitation on compressive strength for seismic applications.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Columns
KW  - Concrete
KW  - Ductility
KW  - Earthquake resistant design
KW  - Lightweight aggregates
KW  - Shear properties
UR  - https://trid.trb.org/view/925956
ER  - 

TY  - CONF
AN  - 01165320
AU  - Saleem, Muhammad Azhar
AU  - Mirmiran, Amir
AU  - Xia, Jun
AU  - Mackie, Kevin
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Tube-Based Composite Deck System for Moveable Bridges
PY  - 2010
SP  - 14p
AB  - Open grid steel decks, commonly used on moveable bridges, have several disadvantages, including poor skid resistance, high maintenance costs and high noise levels, and susceptibility to vibration. It is therefore desirable to find alternative deck systems with solid surface. This research is focused on development of a steel free composite deck made of ultra high performance concrete (UHPC) and fiber reinforced polymer (FRP) tubes. It resembles a hollow core slab but without any metallic reinforcement. FRP tubes take the tension, while the UHPC takes the compression and also serves as the wearing surface. This composite deck is corrosion resistant as both materials used have very good corrosion resistance. A preliminary experimental testing program and analytical evaluation was undertaken to investigate the strength and serviceability of the deck system. Selected results from the ultimate load tests are presented in this paper. The findings indicate that the proposed system is a promising alternative to the open grid steel decks from both strength and serviceability standpoints.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bearing capacity
KW  - Bridge decks
KW  - Bridge design
KW  - Composite structures
KW  - Corrosion resistant materials
KW  - Fiber reinforced polymers
KW  - High performance concrete
KW  - Movable bridges
KW  - Tubing
UR  - https://trid.trb.org/view/925901
ER  - 

TY  - CONF
AN  - 01165317
AU  - Wall, Jody R
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Non-Traditional Lightweight Concrete for Bridges: A Lightweight Aggregate Manufacturers Review of Current Practice
PY  - 2010
SP  - 12p
AB  - This paper will discuss the latest developments in non-traditional lightweight concrete applications including lightweight self consolidating concrete, all lightweight concrete and high strength lightweight concrete. The paper will also discuss barriers to the implementation of lightweight concrete experienced within DOT aggregate approval systems.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridges
KW  - Lightweight aggregates
KW  - Lightweight concrete
KW  - Self compacting concrete
UR  - https://trid.trb.org/view/925994
ER  - 

TY  - CONF
AN  - 01165316
AU  - Escalante, Enrique
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Report on Sustainable Manufacturing
PY  - 2010
SP  - 26p
AB  - In 1999, the Portland Cement Association approved strategic plans for improving the cement industry’s environmental, energy and health & safety performance. To facilitate the plan objectives, the association subsequently adopted a series of voluntary long-term goals for select environment, energy, and heath & safety indicators and created annual award programs to reward superior accomplishments. Progress towards achieving the voluntary goals is tracked by the association through an annual survey of PCA member companies. This information-coupled with data collected in earlier industry surveys-was used to compile the industry performance trends described in the report.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Cement industry
KW  - Manufacturing
KW  - Performance
KW  - Strategic planning
KW  - Sustainable development
KW  - Trend (Statistics)
UR  - https://trid.trb.org/view/925996
ER  - 

TY  - CONF
AN  - 01165313
AU  - Fujiwara, David
AU  - Welker, Charles
AU  - Hamada, Harold
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Hawaii Transportation Department High Performance Bridge Deck Mix
PY  - 2010
SP  - 7p
AB  - This paper presents the description of the North-South Road grade separation structure. The emphasis will be placed on the novel deck topping concrete design mix, which limited bleeding, plastic shrinkage, drying shrinkage, creep and fatigue. The topping concrete was made with Type I/II cement, 3F Basalt rock, sand from British Columbia, and Dune sand. The concrete sand is manufactured from basalt rocks. The water cement ratio was 0.37. The following admixtures were employed 1) water reducer-Type A,B&D 2) High Range Water Reducer- Type A&F 3) Hydration Stabilizer-Type B&D 4) Viscosity Modifying Admixture- Type S 5) Shrinkage Reducing Admixture-(SRA) 6) Synthetic Air Entrainer- Miracon. Miracon is more stable than typical surfactant AEA’s, because it is formulated with polymers that are chemically inert. Fibers were employed to help in plastic shrinkage and fatigue. Visible deck cracks have not been observed to date (October 2009).
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Bridge decks
KW  - Hawaii
KW  - High performance concrete
KW  - Mix design
UR  - https://trid.trb.org/view/925787
ER  - 

TY  - CONF
AN  - 01165312
AU  - McLeod, Heather A K
AU  - Lindquist, Will D
AU  - Browning, JoAnn
AU  - Darwin, David
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Effects of Construction Procedures and Material Properties on Low-Cracking High-Performance Concrete (LC-HPC) Bridge Decks
PY  - 2010
SP  - 16p
AB  - Research dating to 1970 provides strong guidance on how to reduce cracking in bridge decks. This knowledge is being applied in a pooled-fund study with 19 state Departments of Transportation and the Federal Highway Administration to develop aggregate, concrete, and construction specifications for low-cracking high performance concrete (LC-HPC) bridge decks. In Phase I of the study, 20 bridge decks were constructed using a combination of best practices. Techniques to reduce cracking include a reduction in the cement paste content of the concrete while maintaining workability, finishability, and pumpability through the use of optimized aggregate gradations, limiting slump, maintaining adequate air content, deemphasizing the importance of high compressive strength and low concrete permeability, controlling the temperature of the concrete at the time of placement, minimizing evaporation during placement, improved curing, and reducing the rate of drying after curing is complete. The background and specifications are presented, along with a discussion of the effects of construction procedures and concrete properties on the level of cracking observed in 14 bridge decks constructed in Kansas. Crack densities are uniformly below densities observed in matching conventional bridge decks, and deck performance is clearly connected to the degree to which the LC-HPC specifications are met. Phase II of the study with the construction of 20 additional bridge decks is now underway.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge decks
KW  - Construction management
KW  - Cracking
KW  - High performance concrete
KW  - Properties of materials
UR  - https://trid.trb.org/view/925868
ER  - 

TY  - CONF
AN  - 01165310
AU  - Venugopalan, Siva
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Preservation of Prestressed Structures: Using Correct Tools to Save Costs
PY  - 2010
SP  - 12p
AB  - Corrosion of prestressed structures is an issue of increasing concern for state DOT’s across the nation. Prestressing is a good method for overcoming concrete’s natural weakness in tension. However, corrosion-related problems have been found to occur in less time than expected. Visual inspection, a regular part of the two-year NBIS cycle, cannot identify hidden deterioration and section losses in prestressed concrete structures. Without understanding the extent of corrosion problems, which are typically hidden, structural analysis is based on visual data which can be very misleading. Some of the most vital structural members may experience failures if we do not objectively quantify “how bad is bad?” As a viable alternative, in-depth analysis is available through Electrochemical and Non- Destructive Testing (NDT) to quantify corrosion. Remedial actions can then be planned and executed to maintain load carrying capacity and avoid further damage of structures by addressing corrosion issues. Corrosion control adds to the effectiveness of strengthening and enables engineers to sleep well at night, knowing that their structure is properly protected. The fundamentals of corrosion problems in prestressed structures are different when compared to other types of structures. It is vital to find the time-to-criticality of prestressed structures before sudden failure occurs. DOTs are increasingly interested in quantifying present - and future - corrosion in time to properly budget and plan for rehabilitation measures. This paper will discuss case studies concerning several prestressed structures.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Corrosion
KW  - Life cycle costing
KW  - Maintenance
KW  - Preservation
KW  - Prestressed concrete bridges
KW  - Rehabilitation (Maintenance)
KW  - Structural analysis
UR  - https://trid.trb.org/view/925790
ER  - 

TY  - CONF
AN  - 01165309
AU  - Yang, Yumin
AU  - Bakalovic, Sejla
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Bridge Substructure Point of Fixity and Horizontal Force Distribution
PY  - 2010
SP  - 8p
AB  - Bridge horizontal force distribution is very important for designing bridge bents properly and point of fixity is critical for bridge horizontal force distribution. In this paper a simplified program HFD-POF was developed to model the interaction between horizontal force distribution and point of fixity, considering bearing pad, columns, footing and drilled shaft under both internal and external forces. Horizontal force and point of fixity for each bent can be obtained by iteration and then used for bent design. An example was provided to demonstrate the concept and the results obtained through iteration. It was found that the point of fixity converges quickly after four iterations for the example. This process provides bridge engineers a practical method of determining point of fixity for substructure design, especially for multi-level interchange and bridges using single drilled shaft.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Bridge substructures
KW  - Horizontal force distribution
KW  - Point of fixity
UR  - https://trid.trb.org/view/925755
ER  - 

TY  - CONF
AN  - 01165308
AU  - Akhnoukh, Amin K
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - The Effect of Confinement on Transfer and Development Length of 0.7 Inch Prestressing Strands
PY  - 2010
SP  - 18p
AB  - The use of large 0.7 inch prestressing strands is advantageous in the production of bridge girders with superior capacity. The main objective of this research is to study the effect of confinement on transfer and development length of 0.7 inch strands in prestressed I-girders. Factors affecting transfer and development length are presented. Prestressed prismatic specimens were fabricated using different levels of confinement. Transfer length was measured using DEMEC points. A series of pull-out tests were conducted to investigate the strands development. The conclusions of this research were: 1) AASHTO LRFD specifications conservatively estimates the 0.7 inch strands transfer length. 2) Strand confinement reduces the strands development length. 3) Current AASHTO LRFD equations for development length could be applied when 0.7 in. strands are used.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Confined concrete
KW  - Girders
KW  - Prestressed concrete
KW  - Prestressing strands
KW  - Transfer length
UR  - https://trid.trb.org/view/925926
ER  - 

TY  - CONF
AN  - 01165305
AU  - Nowak, Andrzej S
AU  - Rakoczy, Anna M
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Statistical Parameters for Compressive Strength of Lightweight Concrete
PY  - 2010
SP  - 20p
AB  - The objective of the present study is to provide the results of statistical analysis for the compressive strength of lightweight concrete. The data base includes over 8000 samples, obtained from about 10 different sources, representing the nominal strength, fc’, from 3000 through 7000 psi (21 to 50 MPa). The cumulative distribution functions (CDF) for the compressive strength are plotted on the normal probability paper. This facilitates the interpretation of the results. The shape of the CDF is an indication of the type of distribution, and since the resulting CDF’s are close to straight lines, they can be considered as normal random variables. In addition, the statistical parameters are determined by fitting a straight line to the lower tail of the CDF. The most important parameters are the mean, bias factor and the coefficient of variation. Bias factor is the ratio of the mean-to-nominal. The comparison of the statistical parameters for lightweight concrete and ordinary concrete indicates that the bias factors are higher for lightweight concrete and the coefficients of variation are lower. This is an important finding as this can serve as a basis for determination of rational resistance factors for lightweight concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Compressive strength
KW  - Cumulative distribution functions
KW  - Lightweight concrete
KW  - Statistical analysis
UR  - https://trid.trb.org/view/925947
ER  - 

TY  - CONF
AN  - 01165304
AU  - Paterson, Duncan
AU  - Majdi, Said
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Moving Towards a Smart National Infrastructure System
PY  - 2010
SP  - 17p
AB  - The United States must be increasingly judicious with infrastructure investment and concrete bridges have a critical role in the transportation system, representing approximately half of the nation’s bridge inventory. Smart Bridge technology can provide accurate and real-time information regarding a bridge’s structural health, and can provide insight into bridge behavior. Existing technologies can offer various levels of information, from complex live load response such as truck loads or earthquake loads, to single trigger fail-safe warnings. Three distinct methods of Smart Bridge technology can be implemented. In the first arrangement, monitoring devices are applied to existing structures. In the second arrangement, new bridges incorporate Smart Bridge technology in to the design and construction. In the third arrangement, Smart Bridge technology leads to true vehicle-infrastructure integration (VII) for a safer, smarter and sustainable surface transportation system. Presented herein is a review of available bridge monitoring instruments, and introduction to Smart Transportation Systems, how these technologies can be utilized for concrete bridges, and how Smart Transportation has the potential to provide an overall reduction in the lifecycle cost of a bridge.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Concrete bridges
KW  - Inspection
KW  - Real time information
KW  - Smart bridges
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/925788
ER  - 

TY  - CONF
AN  - 01165302
AU  - Ibrahim, Amer M
AU  - Mubarak, Huda M
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Finite Element Modeling of Continuous Reinforced Concrete Beam with External Prestressing
PY  - 2010
SP  - 12p
AB  - This paper deals with the behavior of externally prestressed continuous concrete beams, subjected to symmetrically static loading. A numerical model based on the finite element method using computer program ANSYS (version 10.0). The behavior of the beam- tendon system is ruled by the nonlinearity of materials and by geometric nonlinear effects. The relevance of the geometric effects in evaluating the failure load of externally prestressed concrete continuous beams by considering the tendon eccentricity variation is shown. The comparison between the experimental tests from previous researches and numerical analyses is showing good agreement.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Beams
KW  - Continuous structures
KW  - Finite element method
KW  - Prestressing
KW  - Reinforced concrete
KW  - Static loads
UR  - https://trid.trb.org/view/925762
ER  - 

TY  - CONF
AN  - 01165296
AU  - Blanchard, Amber
AU  - Burgess, Chris
AU  - Stauffer, Jason
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - The New I-35W Bridge: A Safe, Smart, and Sustainable Concrete Bridge
PY  - 2010
SP  - 17p
AB  - The new I-35W Bridge in Minneapolis, Minnesota is a modern concrete bridge for the future. Designed and built in 11 months, more than three months ahead of schedule, this design/build bridge over the Mississippi River features elements such as sustainable eco-friendly materials, "smart bridge" technology, first use of LED's for major highway lighting, and concrete in the gateway sculptures that cleans the air. This segmental concrete bridge achieves the Minnesota Department of Transportation's vision for quality, safety, and innovation. Cantilever construction of the 120 precast concrete segments required for the 504' main span across the Mississippi River was completed in just 47 days, with the last segment placed on July 10th, 2008. The community selected aesthetic elements of the design, including the curved pier shape, white color and feature lighting. Community involvement also provided educational opportunities and helped to restore the public's confidence in infrastructure. The new concrete bridge was designed for Minnesota Department of Transportation by Figg Bridge Engineers, Inc. and constructed by Flatiron-Manson, J.V.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge design
KW  - Cantilever bridges
KW  - Concrete bridges
KW  - I35W St. Anthony Falls Bridge (Minneapolis, Minnesota)
KW  - Precast concrete
KW  - Public participation
KW  - Segmental construction
KW  - Smart bridges
KW  - Sustainable development
UR  - https://trid.trb.org/view/925898
ER  - 

TY  - CONF
AN  - 01165288
AU  - Pantelides, Chris P
AU  - Besser, Brandon
AU  - Liu, Ruifen
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - GFRP Reinforced Precast Lightweight Concrete Bridge Deck Panels
PY  - 2010
SP  - 11p
AB  - Glass Fiber Reinforced Polymer (GFRP) bars provide a viable alternative to steel as reinforcement of bridge decks; they are cost-competitive in environments where chloride-induced deterioration is an issue, as they are essentially immune to such corrosion. Precast lightweight concrete GFRP deck panels could be used for bridge decks in Accelerated Bridge Construction (ABC) since they would not require protective deck membranes. Precast lightweight concrete panels also have excellent durability characteristics. The reduced weight would be advantageous for lifting equipment and for the design of the substructure and foundations. There is a lack of data regarding the performance of GFRP bars in lightweight concrete decks. The new AASHTO LRFD document on GFRP bridge decks does not include lightweight concrete. Tests have been carried out to evaluate the performance of normal weight and lightweight concrete precast GFRP panels in one-way shear. Both the normal weight and lightweight concrete GFRP reinforced precast panels achieved at least 1.7 times the one-way shear capacity specified by the ACI 440.1R guidelines. When the reduction factor for shear and other actions is used for the lightweight concrete, then the GFRP reinforced panels achieve at least 2.0 times the one-way shear capacity specified by the ACI 440.1R guidelines.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Fiber reinforced polymers
KW  - Glass fibers
KW  - Lightweight concrete
KW  - Precast concrete
KW  - Reinforced concrete
UR  - https://trid.trb.org/view/925955
ER  - 

TY  - CONF
AN  - 01165287
AU  - Fallis, Garth
AU  - Ball, Chris
AU  - Peeler, Matt
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Non Destructive Detection of Fractures in Prestressed and Post-Tensioned Cables
PY  - 2010
SP  - 17p
AB  - The PT Cable Break Detection (CBD) System is an effective non-destructive method for locating fractures in prestressed cables and both ungrouted and grouted post-tensioned cables and bars. There are two systems available for detecting fractures on different types of structures, the Line Scan Method and the Rotating Scan Method. The Line Scan Method is used to evaluate one cable at a time while the Rotating Scan Method is used to evaluate several cables at one time. These systems proved effective in location fractures on a project on the Champlain Bridge in Montreal, Canada.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge cables
KW  - Bridges
KW  - Cracking
KW  - Maintenance
KW  - Nondestructive tests
KW  - Posttensioning
KW  - Prestressed concrete
UR  - https://trid.trb.org/view/925758
ER  - 

TY  - CONF
AN  - 01165286
AU  - Avendano, Alejandro R
AU  - Bayrak, Oguzhan
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Shear Design of Prestressed Concrete Beams: ACI 318 and AASHTO LRFD
PY  - 2010
SP  - 21p
AB  - AASHTO LRFD Bridge Design Specifications and ACI 318 Building Code Requirements include several methods for shear design of prestressed concrete girders. The different methods for shear design and provisions associated with those methods share one common goal: To ensure safe and serviceable behavior of prestressed concrete girders. Despite this common goal, there are substantial differences among these design provisions causing confusion in the bridge design community. The primary objective of this paper is to provide a comparative evaluation of current shear design provisions in light of a comprehensive database of shear tests. The University of Texas Prestressed Concrete Shear Database (UTPCSDB) includes results from more than 500 shear tests conducted over the past 55 years. The bias of various code provisions to variables such as the compressive strength of concrete, member depth, transverse reinforcement ratio, and shear span to depth ratio are evaluated. Among other results, it was found that the use of high amounts of transverse reinforcement for shear strength can yield unconservative results for several design provisions. The conservativeness and accuracy of different design provisions are also evaluated. In addition, recommendations to improve the accuracy of some of the design provisions without compromising their conservativeness are included.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Beams
KW  - Bridge design
KW  - Databases
KW  - Girders
KW  - Load and resistance factor design
KW  - Prestressed concrete
KW  - Shear strength
KW  - Shear tests
UR  - https://trid.trb.org/view/925929
ER  - 

TY  - CONF
AN  - 01165285
AU  - Khaleghi, Bijan
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Innovative Bridge Design and Construction in Washington State
PY  - 2010
SP  - 13p
AB  - Bridge construction with prefabrication of modular components offers an attractive alternative to conventional bridges. Prefabricated bridge components are in increasing demand for accelerated bridge construction. Prefabricating eliminates the need for forming, casting, and curing of concrete in the work zones, making bridge construction safer while improving quality and durability. Prefabricated bridges consisting of pretensioned girders, post-tensioned spliced girders, trapezoidal open box girders, and other types of superstructure members are often used for accelerated bridge construction; however, bridge engineers are concerned with the durability and performance of bridges made of prefabricated members in areas of high or moderate seismicity. This paper presents the latest Accelerated Bridge Construction (ABC) research in Washington and its implementation to a bridge construction project. The discussion expands to the ongoing Highways For Life (HFL) project benefitting the latest research data available for ABC implementation.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Accelerated construction
KW  - Bridge construction
KW  - Bridge design
KW  - Innovation
KW  - Modular structures
KW  - Prefabricated bridges
KW  - Washington (State)
UR  - https://trid.trb.org/view/925902
ER  - 

TY  - CONF
AN  - 01165282
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - 2010 Concrete Bridge Conference Proceedings: Achieving Safe, Smart & Sustainable Bridges
PY  - 2010
SP  - v.p.
AB  - The 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable Bridges, was held February 24-26, 2010 in Phoenix, Arizona.  These are the proceedings from the conference.  It contains 61 technical papers on the following topics: non-destructive evaluation of concrete bridge components; use of lightweight concrete in bridge; smart bridges; innovation in structural design and construction; sustainability; innovative and durable bridge decks; smart bridges; and ultra high performance concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge design
KW  - Conferences
KW  - Innovation
KW  - Maintenance
KW  - Sustainable development
UR  - https://trid.trb.org/view/925719
ER  - 

TY  - CONF
AN  - 01165279
AU  - Crawford, Kenneth C
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Sustaining Performance of Concrete Bridges Strengthened with FRP-Structural Systems
PY  - 2010
SP  - 22p
AB  - Sustaining performance of concrete bridges under an array of environmental and traffic loading conditions is a wide ranging issue confronting bridge owners. Applying fiber-reinforced-polymer(FRP) structural systems to concrete bridges is an effective method to repair and sustain concrete bridge loading performance. This paper presents results of a bridge project in the Republic of Macedonia where 19 concrete bridges were repaired and strengthened with FRP-structural systems to increase bridge loading capacity. Discussing project background, structural analysis, design, and FRP application, issues on sustaining the designed performance of the applied FRP composite material to the concrete bridges are presented. Recommendations for sustaining the performance of the FRP-concrete bridge structural system are made.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Concrete bridges
KW  - Fiber reinforced polymers
KW  - Maintenance
KW  - Performance
KW  - Repairing
KW  - Strengthening (Maintenance)
UR  - https://trid.trb.org/view/925897
ER  - 

TY  - CONF
AN  - 01165278
AU  - Meyer, Karl F
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Design Issues Involving Lightweight Concrete: A Current Perspective
PY  - 2010
SP  - 11p
AB  - The use of lightweight concrete for bridges and other structures has become more popular in recent years based on appealing characteristics of the product to include reduced density and improved durability. However, there are some challenges associated with the use of lightweight concrete from a design standpoint. This paper discusses some of the challenges that designers face in determining the appropriate concrete material properties and strength reduction factors when specifying lightweight concrete. A brief history of strength reduction factors is provided along with the current state of the practice according to the 2008 ACI 318 Structural Building Code. Significant focus is given to modulus of elasticity and the challenges faced in accurately predicting it for use in design. The desired result for the reader of this paper is to know how lightweight concrete is incorporated into the 318 Structural Building Code and to know what sections of The Code require special attention with regard to lightweight concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Building codes
KW  - Lightweight concrete
KW  - Modulus of elasticity
KW  - Properties of materials
KW  - Strength reduction factors
KW  - Structures
UR  - https://trid.trb.org/view/925946
ER  - 

TY  - CONF
AN  - 01165274
AU  - Floyd, Royce W
AU  - Hale, W Micah
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Review of Strand Bond Performance in Lightweight Concrete
PY  - 2010
SP  - 15p
AB  - This paper provides a comprehensive literature review of research performed on the bond characteristics of prestressing strand in lightweight aggregate concrete (LWC). Lightweight structural concrete has found many uses in the precast/prestressed concrete industry due to the possibility of reduced dead loads and transportation costs. Reduced dead loads can allow for longer span bridge girders for the same size section as well as helping to keep the transportation weights at manageable levels. The use of self-consolidating concrete (SCC) has also provided time, energy, and financial savings in precast/prestressed applications. Time and energy are not needed for vibration to ensure proper consolidation even in congested sections such as bridge girders. Savings are also realized in the reduction of skilled labor needed to place the concrete. It is only natural to combine the benefits of these two forms of high-performance concrete. While lightweight concrete behaves similarly to normal weight concrete, previous research has shown that its properties do differ. Numerous studies have been conducted on the bond between prestressing strand and normal weight concrete beginning with Jack R. Janney in the 1950s. Fewer research programs have focused on bond with lightweight concrete and fewer still on the bond properties of LWSCC. The effects of internal curing from water contained in lightweight aggregates and increased shrinkage and a lower modulus of elasticity, concerns for both lightweight concrete and SCC, are some of the properties that could affect bond in LWC and LWSCC. Results of previous research have shown bond behavior for lightweight concrete similar to that of normal weight concrete, however some show better bond and others poorer bond when using lightweight concrete. This paper documents the research that has been conducted in the past and highlights needs for future research.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bonding
KW  - Development length
KW  - High performance concrete
KW  - Lightweight concrete
KW  - Performance
KW  - Prestressing strands
KW  - Self compacting concrete
KW  - Transfer length
UR  - https://trid.trb.org/view/925936
ER  - 

TY  - CONF
AN  - 01165270
AU  - Barrios, Francisco
AU  - Ziehl, Paul
AU  - Rizos, Dimitris
AU  - Amado, Bener
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Investigation and Recommendations Related to Lightweight SCC for Prestressed Bridge Girders
PY  - 2010
SP  - 18p
AB  - This presentation covers the casting and testing of three full-scale AASHTO Type III lightweight concrete bridge girders. The girders were loaded according to the ACI CLT load test method. Two of the girders were of lightweight self-consolidating concrete (LWSCC) while the third was of lightweight high early strength concrete (HESLC). One of the LWSCC girders was tested in fatigue to 2 million cycles prior to loading the specimen statically to failure. As a general statement the girders exhibited good behavior in terms of both ultimate capacity and displacement capacity. Results related to girder performance include transfer length, camber, prestress losses, end slip, and ultimate capacity in flexure. Material properties including compressive strength, splitting tensile strength, and modulus of elasticity are also discussed.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Cyclic tests
KW  - Girders
KW  - High early strength concrete
KW  - Lightweight concrete
KW  - Load tests
KW  - Performance
KW  - Prestressed concrete bridges
KW  - Properties of materials
KW  - Self compacting concrete
UR  - https://trid.trb.org/view/925954
ER  - 

TY  - CONF
AN  - 01165268
AU  - Paczkowski, Piotr
AU  - Nowak, Andrzej S
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Reliability Models for Shear in Lightweight Reinforced Concrete Bridges
PY  - 2010
SP  - 15p
AB  - The objective of this paper is to present the development of the resistance factor for shear in reinforced concrete bridges made of lightweight concrete. The statistical model of resistance was based on the available limited experimental data. It was found that the current shear design procedures are about 15% less conservative for lightweight concrete when compared to normal weight concrete. The reliability analysis was performed and served as a basis for the selection of the resistance factor. The results indicate that a resistance factor equal to 0.8 can be applied for the shear design of lightweight concrete bridges.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Calibration
KW  - Lightweight concrete
KW  - Load and resistance factor design
KW  - Reinforced concrete bridges
KW  - Reliability (Statistics)
KW  - Shear strength
UR  - https://trid.trb.org/view/925951
ER  - 

TY  - CONF
AN  - 01165267
AU  - Patzlaff, Quinton
AU  - Morcous, George
AU  - Hanna, Kromel
AU  - Tadros, Maher K
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Bottom Flange Reinforcement of Precast-Prestressed Bridge I-Girders
PY  - 2010
SP  - 14p
AB  - According to the 1996 AASHTO Standard Specifications for Highway Bridges, nominal reinforcement shall be placed to enclose the prestressing steel in the bottom flange of I-girders for at least the distance d from the end of the girder, where d is the depth of the girder. Based on this requirement, different sizes and spacing of reinforcement have been adopted by the state departments of transportation (DOTs). According to the 2004 AASHTO LRFD Bridge Design Specifications, at least No. 3 deformed bars with spacing not exceeding 6.0 in. shall be placed to confine the prestressing steel in the bottom flange for the distance of 1.5d from the end of the girders. This bottom flange reinforcement is significantly higher than the reinforcement currently adopted by several state DOTs. This difference might affect the transfer and development of the prestressing strands and, consequently, the flexure and shear capacity of the girder. This paper presents the experimental investigation carried out to evaluate the effect of the amount and distribution of bottom flange confinement reinforcement on the transfer length and development length of prestressing strands. The outcome of this research will assist state bridge engineers in making the decision whether to modify their current standard detail and how to modify it if needed. It will also provide a rational justification for using the current detail if no modification is needed.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridges
KW  - Flanges
KW  - Girders
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Reinforcement (Engineering)
UR  - https://trid.trb.org/view/925780
ER  - 

TY  - CONF
AN  - 01165265
AU  - Yehia, Sherif
AU  - Host, Joshua T
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Conductive Concrete Overlay for Cathodic Protection
PY  - 2010
SP  - 8p
AB  - The significant damaged caused by corrosion poses an inherent danger for transportation infrastructure. Several mitigation techniques have been developed to preserve concrete structures exposed to corrosive environments. Cathodic protection is the only method proven to halt the corrosion of steel reinforcement. Two types of cathodic protection systems, galvanic and impressed current, have been installed on numerous bridge decks. The recent innovation of a conductive concrete overlay as a deicer has led research to consider the application for cathodic protection. A conductive concrete overlay was used in an impressed current cathodic protection system, following the recommended standards set by the National Association of Corrosion Engineers. Prepared test specimens showed that conductive concrete has the potential to be considered as an anode for cathodic protection.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Anodes
KW  - Bridge decks
KW  - Cathodic protection
KW  - Concrete bridges
KW  - Concrete overlays
KW  - Conductive concrete
KW  - Corrosion
UR  - https://trid.trb.org/view/925778
ER  - 

TY  - CONF
AN  - 01165263
AU  - Jaber, Tarif M
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Durable and Sustainable Approach to Designing Concrete Mixtures
PY  - 2010
SP  - 7p
AB  - This article presents a practical approach to designing concrete mixes for bridges for durability and sustainability. Examples of actual projects will be presented to demonstrate the feasibility and economical advantages of this approach.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Bridges
KW  - Durability
KW  - Mix design
KW  - Sustainable development
UR  - https://trid.trb.org/view/925772
ER  - 

TY  - CONF
AN  - 01165262
AU  - David V Jauregui
AU  - Carpenter, Brice A
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Pre-Retrofit and Post-Retrofit Behavior of a Reinforced Concrete Slab Bridge
PY  - 2010
SP  - 19p
AB  - In this study, a continuous reinforced concrete slab bridge carrying westbound traffic on Interstate I-10 near Lordsburg, New Mexico was evaluated. Due to a drawing oversight, the bridge was originally built in April 2006 with half the required steel in the positive moment regions; as a result, the bridge was retrofit with a CFRP laminate system in November 2006. Load tests were conducted before and immediately after the retrofit. Finite-element analysis was also performed to evaluate the slab behavior. Addition of the CFRP resulted in rating factors larger than one confirming the CFRP was effective in retrofitting the bridge for strength. Before retrofit, bending stresses exceeded the limits to control inelastic deformations and concrete cracking. After retrofit, the limits were satisfied but only by a small margin. Thus, serviceability of the bridge based on crack widths and steel yielding remains a concern due to the high stresses experienced before and after the retrofit.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Carbon fibers
KW  - Concrete bridges
KW  - Fiber reinforced polymers
KW  - Finite element method
KW  - Load tests
KW  - Reinforced concrete
KW  - Retrofitting
KW  - Stresses
UR  - https://trid.trb.org/view/925783
ER  - 

TY  - CONF
AN  - 01165261
AU  - Jalinoos, Frank
AU  - Arndt, Ralf
AU  - Huston, Dryver
AU  - Cui, Jianhong
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Periodic NDE for Preservation of Concrete Structures
PY  - 2010
SP  - 10p
AB  - Corrosion of steel reinforcement and prestressing strands is the main cause of deterioration and failure of concrete structures leading to considerable costs for inspection, maintenance, restoration, and replacement. This paper describes the concept of periodic nondestructive evaluation (NDE) as a tool for preventive maintenance and preservation of concrete structures. The paper showcases a collaborative benchmark project set up at FHWA NDE Center evaluating multi-sensor NDE techniques for monitoring deterioration of typical concrete structures such as a bridge deck. The objective is to devise a test protocol for monitoring corrosion and asset management of the concrete structures by performing periodic baseline NDE measurements.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Concrete bridges
KW  - Nondestructive tests
KW  - Preservation
KW  - Preventive maintenance
UR  - https://trid.trb.org/view/925999
ER  - 

TY  - RPRT
AN  - 01162022
AU  - Federal Highway Administration
TI  - Trans-Texas Corridor-35, Oklahoma-Mexico/Gulf Coast element : environmental impact statement
PY  - 2010///Volumes held: Draft(7v), Final(4v)
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/923006
ER  - 

TY  - RPRT
AN  - 01160569
AU  - Federal Highway Administration
TI  - Regional Climate Change Effects: Useful Information for Transportation Agencies
PY  - 2010
SP  - v.p.
AB  - The purpose of this report is to provide the transportation community (including highway engineers, planners, National Environmental Policy Act practitioners) with digestible, transparent, regional information on projected climate change effects that are most relevant to the U.S. highway system. This information is designed to inform assessments of the risks and vulnerabilities facing the current transportation system, and can inform planning and project development activities.
KW  - Climate change
KW  - Forecasting
KW  - Global warming
KW  - Highway planning
KW  - Project development
KW  - United States
UR  - http://www.fhwa.dot.gov/hep/climate/climate_effects/effects00.cfm
UR  - https://trid.trb.org/view/921363
ER  - 

TY  - CONF
AN  - 01158712
AU  - Yut, Iliya
AU  - Nener-Plante, Derek
AU  - Zofka, Adam
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Case Study on Perpetual Flexible Pavement in Connecticut
PY  - 2010
SP  - pp 519-532
AB  - Route 82 in Connecticut received a 2007 Perpetual Pavement Award from the Asphalt Pavement Alliance (APA). This paper presents a comprehensive look at this pavement, including the construction details from 1971, historical and current traffic volumes, up-to-date performance, and preservation activities applied since the original construction. Pavement performance is shown in terms of the annual trends for cracking collected by the Automatic Road Analyzer (ARAN). The historical trends in pavement deterioration are analyzed and compared with those of similar pavement sections in Connecticut (Route 9) to determine the major factor(s) that contributed the most to the long-lasting service of Route 82. Special emphasis is made on the pavement preservation techniques and their timing.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Benefit cost analysis
KW  - Case studies
KW  - Connecticut
KW  - Crack sealing
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Perpetual pavements
KW  - Service life
UR  - http://geotechpedia.com/Publication/Show/2530/CASE-STUDY-ON-PERPETUAL-FLEXIBLE-PAVEMENT-IN-CONNECTICUT
UR  - https://trid.trb.org/view/919244
ER  - 

TY  - CONF
AN  - 01158710
AU  - Tsai, Yichang (James)
AU  - Wu, Yiching
AU  - Guo, Dajin
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Integrating Pavement Preservation into a Web-based Chuning Highway Pavement
Management System
PY  - 2010
SP  - pp 133-148
AB  - This paper presents the Chuning Expressway Pavement Management System (Chuning PMS), a web-based PMS integrating the pavement life cycle activities (e.g. design, construction, condition survey, maintenance, etc.) that support pavement preservation strategy and life cycle cost analysis (LCCA). The integration allows the users to track the long-term pavement treatment performance and provide the results to the decision support system. In addition, the web-enabled system provides a common platform for different parties (e.g. pavement engineer, manager, condition evaluation contractor, maintenance contractor, etc.) to share the pavement inventory and efficiently participate in the decision making process. Opened to traffic in 2006, Chuning Expressway is an 84.5-km 4-lane strategic highway connecting the Anhui province and the Nanjing economic region in Jiangsu province in China. The expressway is a typical Private Public Partnership (PPP) project, owned and managed by a private company for 30 years before being transferred to the public. With investment return incentives, the company has supported the development of a PMS to integrate pavement life cycle activities, track pavement treatment methods and corresponding expenditures, perform treatment benefit- cost analysis, and identify the optimal pavement preservation for the system. The system now maintains design documents (plan and profile drawing, pavement structure design, typical section, etc.), pavement survey data (IRI, Falling Weight Deflectometer (FWD), and surface distress data), and detailed truck traffic data (e.g. number of axles and vehicle loads) for establishing a long-term pavement performance forecasting model. With the incorporation of web technology, the Chuning PMS enables engineers to perform a data driven pavement preservation decision-making process by accessing and integrating various data on a common location reference, and allows roadway maintenance to be performed promptly. This paper presents the benefits of developing such a web-based PMS and with a recommendation for future research.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Condition surveys
KW  - Decision support systems
KW  - Falling weight deflectometers
KW  - Jiangsu Sheng (China)
KW  - Life cycle costing
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Preservation
KW  - Service life
KW  - Surface treating
KW  - Websites (Information retrieval)
UR  - https://www.pavementpreservation.org/icpp/paper/43_2010.pdf
UR  - https://trid.trb.org/view/919024
ER  - 

TY  - CONF
AN  - 01158707
AU  - Brown, Norman R
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Extending Pavement Life by Forestalling Crack Reflection
PY  - 2010
SP  - pp 219-226
AB  - It is commonly accepted that cracks in aged asphalt pavement will reflect through seal coats and overlays. Pavement fabrics placed under overlays will slow this crack reflection, but not stop it. One contractor’s experience over 25 years of working with this same fabric under a double chip seal, using a modified technique developed through trial and experimentation, has added substantial pavement life at a reduced cost over typical methods of repair used in the industry. In addition, pavement deterioration due to oxidation and stripping has been eliminated due to the inability of air and water to penetrate the surface. This method reduces crack reflection by more than 90% over other alternate methods mainly due to the increased flexibility of the surface through the use of a higher percentage of oil in the total mix. The most surprising aspect of this process is its ability to repair alligatored pavement without removing and replacing the damaged pavement.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Alligator cracking
KW  - Asphalt pavements
KW  - Overlays (Pavements)
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Reflective cracking
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/24_2010.pdf
UR  - https://trid.trb.org/view/919034
ER  - 

TY  - CONF
AN  - 01158706
AU  - Rushing, John F
AU  - Falls, Anthony J
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Field Performance of Asphalt Surface Treatments on Airfields
PY  - 2010
SP  - pp 365-376
AB  - The U.S. Army Engineer Research and Development Center recently began a research project to evaluate pavement preservation techniques for asphalt pavements on airfields. Three field sites were selected for testing. Field sites represented the following three climatic regions: hot and wet, hot and dry, and cold. Each of the test sites was on a taxiway or parking apron pavement on an Army airfield. Commercially available products marketed for pavement preservation were placed at each site. Existing pavements were in good condition, and all exhibited only minor longitudinal or transverse cracking and limited weathering. Preliminary data were collected by evaluating pavement surface properties and by extracting pavement cores prior to placement of the surface treatment. Additional tests were performed after product placement. Annual evaluations will provide comparable data to quantify the benefit of the treatment based on its ability to reduce environmental distresses.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Air bases
KW  - Airport runways
KW  - Field tests
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Preservation
KW  - Seal coats
KW  - Slurry seals
KW  - Surface treating
UR  - https://www.pavementpreservation.org/icpp/paper/48_2010.pdf
UR  - https://trid.trb.org/view/919213
ER  - 

TY  - CONF
AN  - 01158705
AU  - le Bouteiller, Etienne
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Asphalt Emulsions for Sustainable Pavements
PY  - 2010
SP  - pp 627-640
AB  - Asphalt emulsions are mainly used for pavement maintenance, including both surface maintenance (e.g. surface dressing, micro surfacing) and structure maintenance (e.g. cold in-place recycling, gravel emulsion). Versatile and adaptable, asphalt emulsion techniques can be used in a wide variety of situations and are very attractive from an economic viewpoint. These techniques are well known and enjoy ongoing improvements through the use of new chemistry, new formulae and design, not to mention new manufacturing and laying equipment. Beyond pavement maintenance and sustainable pavements, asphalt emulsions contribute to sustainable development by reducing energy consumption and emissions of greenhouse gases. Models have been developed and assessed that show the positive impact of the use of asphalt emulsions on these parameters, fully in line with the “Declaration on Environment and Climate Change” adopted by the Group of 8 (G8) in June 2008.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt emulsions
KW  - Climate change
KW  - Energy consumption
KW  - Environmental impacts
KW  - Greenhouse gases
KW  - Pavement maintenance
KW  - Pollutants
KW  - Sustainable development
KW  - Sustainable pavements
KW  - Texture
UR  - https://www.pavementpreservation.org/icpp/paper/77_2010.pdf
UR  - https://trid.trb.org/view/919251
ER  - 

TY  - CONF
AN  - 01158704
AU  - Tsai, Yichang (James)
AU  - Purcell, Roger C
AU  - Li, Feng
AU  - Rabun, J T
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - How Long Will Asphalt Pavement Last?
PY  - 2010
SP  - 177-188
AB  - The Georgia Department of Transportation (GDOT) has applied low-cost, preventive maintenance, including resurfacing, to preserve its 18,000+ centerline-mile (33,354 km) pavement system since 1986. However, due to funding shortfalls, an increasing number of GDOT’s resurfacing projects have been delayed, which could shorten pavement life and require more expensive treatments in the future. Thus, there is a need to study the effectiveness of pavement preservation and to explore the extent of pavement preservation delay in the actual operations because these studies are essential for life-cycle cost analysis, for developing a reliable forecasting model, and for establishing the framework for a pavement preservation delay impact study in order for state departments of transportation (DOTs) to scientifically justify the necessary pavement preservation funding. In response to this need, GDOT has sponsored the Georgia Institute of Technology to study the state’s pavement performance, using 22 years of pavement performance data. The results show that the average life of resurfaced pavements is about 9.4 years, but the actual average resurfacing project occurs at 11.4 years, a two-year lag. More than 67 percent of resurfacing projects are being delayed by more than one year, which is a serious pavement maintenance problem. This study reveals GDOT pavements’ actual performance and suggests the research necessary for dealing with the pavement maintenance problem.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt pavements
KW  - Finance
KW  - Financial analysis
KW  - Georgia
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Resurfacing
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/42_2010.pdf
UR  - https://trid.trb.org/view/919030
ER  - 

TY  - CONF
AN  - 01158702
AU  - Sims, Tammy Booker
AU  - Zhang, Zhanmin
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Texas Pavement Performance and Maintenance Management System
PY  - 2010
SP  - pp 149-160
AB  - How we fund and plan the preservation of our transportation infrastructure is clearly at a crossroads. The needs of the system are rising yet our ability to adequately fund pavement preservation is in doubt. Over the past few years the US economy has faced numerous challenges such as inflation and rising oil and energy prices. The state of today’s economy is presenting new challenges for transportation agencies. Whether the challenges are the uncertainties about the short-run cyclical performance of the economy, or projected long-term budget constraints, it is of fundamental importance that the pavement asset be preserved. Solid and sustained pavement preservation is a necessary foundation for a sound infrastructure. Because of funding constraints, there has been increasing incentive to develop an effective budget allocation process for managing and preserving our pavements. Knowing when a pavement needs to be treated is one thing; carrying out a cost-effective treatment on time within a constrained budget is another matter. The Texas Department of Transportation and the University of Texas at Austin Center for Transportation Research are developing a program that performs multi-year, long-term pavement preservation and rehabilitation needs analysis subject to funding availability and performance requirements. The Pavement Performance and Maintenance Management System (PPMM) is a Web-based GIS application that uses existing data from a Pavement Management System database for the monitoring and analysis of current pavement performance as well as for the estimation of current and future maintenance and rehabilitation needs of the pavement. The system utilizes historical pavement performance data and allows the performance of scenario analysis on multi-year pavement needs. The Performance Monitoring component of the PPMM System allows the selection of highway sections or entire networks to visualize historic pavement performance parameters based on ride, distress and condition. The system will sort highway sections into one of three different attention categories based on a user defined network classification matrix. The Maintenance Management component allows the user to specify the pavement network of interest and a budget to determine the best way to spend funds by a ranking method and an allocation algorithm which relies on a user-controlled policy matrix. The ranking method assigns priority to sections with small ride score values, small distress score values, and large annual average daily traffic values. The Budget Planning Tool within the Maintenance Management component helps to predict the necessary budget for the future predicted performance of a pavement to equal an acceptable overall target condition level over an extended planning period. It also uses a user-controlled policy matrix with associated costs, a user-controlled improvement matrix for sections receiving treatment, and a family of pavement deterioration models for system deterioration at the end of each planning year. Preserving a pavement system at an acceptable level of service with constrained budgets is always a challenge for every transportation agency. A pavement preservation and rehabilitation needs analysis system provides a valuable tool for achieving cost effective management of network pavement preservation and performance.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Annual average daily traffic
KW  - Finance
KW  - Financial analysis
KW  - Maintenance management
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - State departments of transportation
KW  - Texas
UR  - https://www.pavementpreservation.org/icpp/paper/13_2010.pdf
UR  - https://trid.trb.org/view/919025
ER  - 

TY  - CONF
AN  - 01158699
AU  - Hein, David K
AU  - Rao, Shreenath
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Rational Procedures for Evaluating the Effectiveness of Pavement Preservation Treatments
PY  - 2010
SP  - pp 117-130
AB  - This paper outlines procedures that can be used to evaluate the cost-effectiveness of various preventive maintenance (PM) treatments for extending the life of flexible and composite (overlaid) pavements. Pavement history and condition data collected between 1985 and 2007 were analyzed to develop performance models for different PM treatments. The performance models and pavement condition rating thresholds for applying PM treatments and hot-mix asphalt (HMA) overlays were used to estimate treatment and overlay service life and evaluate their cost-effectiveness for different pavement types, traffic levels and pavement condition prior to treatment or overlay. Life-cycle cost and cost-benefit analyses were conducted using a 35-year analysis period and a range of discount rates. The performance regression models show that thin overlays last longer than chip seal and microsurfacing. In general, PM treatments on pavements in good condition last 1 to 2 years longer than PM treatments on pavements in fair condition. PM treatments for pavements with lower traffic last 0.5 to 1.5 years longer than PM treatments for pavements with high traffic. In most cases, PM treatment on flexible pavements last 0.5 to 1.5 years longer than PM treatments on composite pavements. The cost analyses show that many PM treatments are cost-effective compared to HMA overlays, particularly if performed when the pavement condition prior to treatment is fair.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Benefit cost analysis
KW  - Composite pavements
KW  - Cost effectiveness
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Life cycle costing
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Preservation
KW  - Preventive maintenance
UR  - https://www.pavementpreservation.org/icpp/paper/28_2010.pdf
UR  - https://trid.trb.org/view/919023
ER  - 

TY  - CONF
AN  - 01158698
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Compendium of Papers from the First International Conference on Pavement Preservation
PY  - 2010
SP  - 641p
AB  - This conference brought together researchers and experts working in the field of pavement preservation to exchange ideas, share best practices, and discuss critical issues and concerns impacting the implementation and success of pavement preservation theory and practice. International experts presented on more than 40 topics, including case studies describing pavement preservation projects from transportation agencies, industry, and international organizations. An exhibit hall was open during the conference.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Asset management
KW  - Chip seals
KW  - Flexible pavements
KW  - Greenhouse gases
KW  - Long-Term Pavement Performance Program
KW  - Maintenance management
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavement preservation
KW  - Performance based maintenance contracting
KW  - Resource allocation
KW  - Service life
KW  - Surface treating
KW  - Texture
UR  - http://www.gbv.de/dms/tib-ub-hannover/657850209.pdf
UR  - https://trid.trb.org/view/919010
ER  - 

TY  - CONF
AN  - 01158697
AU  - Shirazi, Hamid
AU  - Carvalho, Regis L
AU  - Ayres, Manuel
AU  - Selezneva, Olga I
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Statistical Analysis of LTPP SPS-3 Experiment on Preventive Maintenance of Flexible Pavements
PY  - 2010
SP  - pp 533-546
AB  - This paper describes the evaluation of preventive treatments in mitigating the rate of distress propagation in flexible pavements. The analysis was based on data from preventive maintenance treatments data collected in the Long Term Pavement Performance (LTPP) program. Data were obtained from 81 sites across the United States and Canada that was part of the specific pavement experiments (SPS-3). SPS-3 was designed to monitor the performance of four treatments: thin overlay, chip seal, crack seal and slurry seal under different design conditions. Design conditions considered were precipitation, temperature, traffic, subgrade materials and pavement condition prior to applying preventive treatment. Fatigue cracking, rutting and longitudinal roughness data collected during the LTPP program were used to compare the overall performance of different treatments. A weighted average index was defined to represent the overall performance of the sections over the years. Statistical techniques were used to compare the effectiveness of each treatment in relation to others and the control section, which did not receive any treatment. Conclusions from the analyses indicated that thin overlay and chip seal are effective treatment options for most design conditions with respect to fatigue cracking. Thin overlay outperforms other treatments in most design conditions with respect to rutting and in some cases with respect to roughness. The difference between the performance of crack seal, slurry seal and control section was not found to be statistically significant with respect to any distress type and design factor.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Chip seals
KW  - Crack sealing
KW  - Data collection
KW  - Flexible pavements
KW  - Long-Term Pavement Performance Program
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Preventive maintenance
KW  - Rutting
KW  - Slurry seals
KW  - Statistical analysis
KW  - Subgrade (Pavements)
UR  - https://www.pavementpreservation.org/icpp/paper/110_2010.pdf
UR  - https://trid.trb.org/view/919245
ER  - 

TY  - CONF
AN  - 01158689
AU  - Hein, David K
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Guidelines for the Implementation of a Pavement Preservation Program for Municipal Pavements in Canada
PY  - 2010
SP  - pp 579-592
AB  - Preserving municipal pavement infrastructure is paramount to insuring viable transportation of people and goods. It requires increasing investments because of the increasing size of roadway networks and increasing commercial vehicle loading. Preventive pavement maintenance is important for preserving municipal road infrastructure. Preventive maintenance treatments prevent premature deterioration of the pavement, retard the progression of pavement defects, and cost-effectively extend the life of the pavement. A preventive maintenance treatment is not determined by the type of treatment, but by the reason the treatment is performed. For cost-effective preventive maintenance it is necessary to apply the right treatment to the right pavement at the right time. The objective is to identify the pavement sections that would benefit most from preventive maintenance, make the identification in a timely manner and select the most beneficial treatment. The development and implementation of a preventive maintenance program often requires substantial management and technical changes. It should be done in a collaborative manner and should be supported by training and educational activities. To succeed, a preventive maintenance program requires a long-term commitment, ongoing improvements and the documentation and reporting of program benefits. This paper outlines eight basic steps involved in developing and implementing a pavement preservation program for a municipal agency to apply and evaluate the success of pavement preservation treatments.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Canada
KW  - Cost effectiveness
KW  - Heavy duty vehicles
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Preservation
KW  - Preventive maintenance
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/29_2010.pdf
UR  - https://trid.trb.org/view/919248
ER  - 

TY  - CONF
AN  - 01158685
AU  - Shimazaki, Masaru
AU  - Konno, Michito
AU  - Takahashi, Mitsuhiko
AU  - Kasahara, Atsushi
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Development of High Performance Asphalt for Prevention of Reflective Cracking
PY  - 2010
SP  - pp 227-245
AB  - Many methods for prevention of reflective cracking by use of sheets, grids or stress absorbing membranes have been applied for the existing concrete slab pavements or asphalt pavements with severe cracks. Stone Mastic Asphalt (SMA) with high performance asphalt is developed for prevention of reflective cracking. The asphalt is 177 in penetration and 84 degree Celsius in softening point (TR&B). It is modified asphalt with a high-content SBS and a small amount of newly developed additive. The m-value by BBR test of the asphalt is twice that of conventional SBS-modified asphalt. The SMA with the developed asphalt is high in stress absorbing capacity and flexibility as well as in rutting resistance. The number of load cycles to rupture by flexural fatigue test of the SMA with this asphalt is over 200 times as great as that of the SMA with a conventional modified asphalt. Two test pavement sections were built in August 2003 on a national highway in Niigata Prefecture. The objective of the test was to observe asphalt overlays on concrete slab pavements. The thickness of concrete pavement was designed for 1,000 heavy vehicles per day. One of the test sections consisted of a 6-cm thick SMA and the other consisted of a 3-cm thick dense graded asphalt concrete plus a 3-cm thick stress absorbing membrane interlayer (SAMI) on the concrete slab. Four years after overlaying, an inspection of reflective cracking was performed. The percentage of reflective cracking was 0.1% in the SMA section and 10.2% in the SAMI section. From these observations, it could be concluded that the SMA with the developed high performance Asphalt might be useful for overlays to prevent reflective cracking on concrete pavements.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete
KW  - Concrete pavements
KW  - High performance concrete
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Reflective cracking
KW  - Rutting
KW  - Stone matrix asphalt
UR  - https://www.pavementpreservation.org/icpp/paper/71_2010.pdf
UR  - https://trid.trb.org/view/919036
ER  - 

TY  - CONF
AN  - 01158684
AU  - Christensen, Julie
AU  - Skinner, Mike
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Communicating Budget Funding Solutions with Top Level and Elected Officials to Maintain
Pavement Preservation Programs
PY  - 2010
SP  - pp 63-72
AB  - The value of implementing a pavement preservation program for municipal infrastructure systems is well documented. From a roadway supervisor for a rural county to the Chief Engineer of a State Department of Transportation, all agree that pavement preservation activities are the most effective use of limited budgetary dollars to maintain roadway serviceability. However, top level decision makers are generally not well informed of the extreme benefits of preservation programs. In times of government fiscal crisis and revenue shortfalls, these programs funds can be significantly reduced, temporarily suspended or reallocated. Pavement Preservation Program Managers need to inform the top level decision makers of the key importance of these programs and offer realistic solutions to their fiscal/budget crisis. One funding solution available is a program prioritization analysis. Input is gathered from municipal staff, leaders, and most importantly, the citizens, to rank government programs in order of importance and then split into Priority Tiers (e.g., top 25%, next 25%, etc.). Program budgets can then be realistically addressed. Instead of across the board budget cuts to all programs, lower Tier programs should be impacted before Tier 1 and 2 programs (Transportation services are typically listed in Tier 1). This paper will highlight a case study of how Jefferson County, Colorado, performed a county-wide Program Prioritization analysis in 2008 and addressed their projected budget shortfall with respect to their transportation needs and spending.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Budgeting
KW  - Decision making
KW  - Elected officials
KW  - Finance
KW  - Financial analysis
KW  - Highway maintenance
KW  - Jefferson County (Colorado)
KW  - Pavement maintenance
KW  - Pavement preservation
UR  - http://www.co-asphalt.com/documents/Webinar/Funding%208-5-10/Communicating%20Budget%20Funding%20Solutions%20Paper.pdf
UR  - https://trid.trb.org/view/919018
ER  - 

TY  - CONF
AN  - 01158681
AU  - Shuler, Scott
AU  - Lord, Anthony
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Determining Time to Uncontrolled Trafficking After Chip Seal Construction
PY  - 2010
SP  - pp 189-201
AB  - Predicting the strength of the emulsion residue in a chip seal is directly related to when the chip seal can be opened to traffic after construction. This strength is usually judged subjectively during construction by experienced personnel. Unfortunately, this experience is often gained through the empirical process that often leads to vehicle damage when residues that have not gained sufficient strength release chips under traffic loads. This research was conducted to help eliminate the subjectivity involved in determining when a chip seal can be safely opened to traffic without undue chip loss. The study began with the hypothesis that the moisture content of the emulsion-aggregate system was directly related to residue strength. To test this theory a revised version of ASTM D7000 was developed to measure chip loss for four different aggregate sources and five asphalt emulsions using a full-factorial experiment design. Results indicate the amount of water remaining in the emulsion is directly related to residue strength, as expected. Therefore, by establishing the relationship between water content and chip loss in the revised sweep test the time required in the field before traffic is allowed on the fresh chip seal may be estimated in advance. Other results indicate little correlation between emulsion particle charge and aggregate type at the higher moisture loss level tested, but a possible correlation at the lower moisture loss level tested.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Aggregates
KW  - Asphalt emulsions
KW  - Chip seals
KW  - Highway operations
KW  - Road construction
KW  - Sweepers
KW  - Water control
KW  - Windshields
UR  - https://www.pavementpreservation.org/icpp/paper/5_2010.pdf
UR  - https://trid.trb.org/view/919031
ER  - 

TY  - CONF
AN  - 01158680
AU  - Wang, Zhaohua
AU  - Tsai, Yichang
AU  - Pitts, Eric C
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Pavement Preservation: Pay Now or Pay Big Later
PY  - 2010
SP  - pp 85-101
AB  - The Georgia Department of Transportation (GDOT) is one of the leading state departments of transportation (DOTs) that has been performing pavement preservation since the 1980’s. Because of the current funding shortfall, many of GDOT’s pavement maintenance and preservation projects have been delayed or canceled, which will severely impact meeting long-term pavement condition and preservation needs. To effectively communicate with top management and stakeholders about the impacts of funding shortfalls, a Markov-process-based pavement management system was developed to forecast the network-level, long-term pavement conditions and the annual budget need. Historical pavement condition data were used to establish the pavement transition probabilities, which has been calibrated and verified. The ten-year pavement condition forecast showed that the current budget level is insufficient and can extend the pavement condition for only three more years. Even though the current funding allocation is reasonable and comparable to an optimal method, the need analysis showed that the 85-10% requirements for desirable pavement conditions are hard to achieve because of a budget shortfall—$426.4 million—in FY 2008, which is two times more than the current budget (if the total available budget is $185.1 million). Considering the escalation rate of construction costs (assumed to be 18.1%), $1.668 billion will be needed in FY 2017. The methodology proposed in this paper can be used by DOTs to communicate with top management and stakeholders as they seek to secure necessary pavement preservation budgets. Recommendations on future research were also discussed.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Condition surveys
KW  - Finance
KW  - Financial analysis
KW  - Georgia
KW  - Markov processes
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Preservation
UR  - https://www.pavementpreservation.org/icpp/paper/41_2010.pdf
UR  - https://trid.trb.org/view/919020
ER  - 

TY  - CONF
AN  - 01158678
AU  - Luhr, David R
AU  - Kinne, Chuck
AU  - Uhlmeyer, Jeffrey S
AU  - Mahoney, Joe  P.
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - What We Don’t Know About Pavement Preservation
PY  - 2010
SP  - pp 611-625
AB  - Any economical extension of pavement service life has a significant benefit for long-term life-cycle costs. Preventive maintenance activities can substantially extend the pavement service life (or keep it from prematurely failing). The simple concept of higher costs for deferred maintenance becomes more difficult when the objective is quantifying the cost tradeoffs, and selecting among maintenance alternatives. The focus of this paper is to examine why this task is difficult, and to evaluate what we need to learn in order to improve the procedures for analyzing maintenance tradeoffs. The paper will be limited to asphalt concrete pavements (ACP), but the concepts are very similar for portland cement concrete pavements (PCCP). Current budget constraints in Washington State necessitate the development of new strategies with regard to preventive maintenance. Even if the optimum long-term rehabilitation plan for a particular section of roadway calls for a capital construction rehabilitation project, there may not be funds available to complete the construction. This situation has resulted in the development of preventive maintenance strategies for the purpose of delaying or avoiding capital construction spending. These strategies include: (1) addressing early distress, (2) correcting short distressed sections, (3) maintaining and “holding” sections that are currently due for rehabilitation, and (4) integrating preventive maintenance with rehabilitation strategies.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Asphalt pavements
KW  - Life cycle costing
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Preservation
KW  - Preventive maintenance
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/22_2010.pdf
UR  - https://trid.trb.org/view/919250
ER  - 

TY  - CONF
AN  - 01158676
AU  - Henderson, Vimy
AU  - Tighe, Susan Louise
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Developing Sustainable Design, Construction, and Maintenance Techniques for Cold Climate Pervious Concrete Pavements
PY  - 2010
SP  - pp 427-446
AB  - Pervious concrete is a low impact, environmentally friendly and sustainable paving option for low volume, low speed applications. Pervious concrete has been in use in warm climates for decades however use in freeze-thaw climates such as Canada has been limited. The Center for Pavement and Transportation Technology (CPATT) at the University of Waterloo, the Cement Association of Canada and industry members have partnered together to advance and better understand the performance of pervious concrete in Canada. The project includes laboratory and field testing at locations across Canada. The ability to produce a material that will continue to perform in the future is the goal and is being evaluated from the material selection stage through to rehabilitation methods. Material choices and construction methods are being analyzed in current placements to determine what techniques produce sustainable pervious concrete. Performance in the field and accelerated testing in the laboratory is ongoing to assess the effects of freeze-thaw cycles, various loading and winter maintenance. Permeability rehabilitation techniques are being carried out on the field test areas and the results will be essential in planning future maintenance programs. The permeability of the test sites is presented in this paper including rehabilitation methods used to increase the permeability rates. The methods evaluated to date are simple and practical for personal use to larger scale applications. Rinsing of the surface using a low pressure water source proved to be effective in renewing permeability without damaging the surface. Sweeping of the surface alone or in conjunction with other rehabilitation methods was effective as well. The sites included in this project are performing well with no distresses developing due to freeze-thaw cycling at this time. Distress development appears to be a function of mix design characteristics and construction practices, which are both providing valuable information for the future use of pervious concrete pavement in Canada. The objective of this project is to develop a sustainable pervious concrete that is suitable for the Canadian freeze-thaw climate.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Canada
KW  - Freeze thaw durability
KW  - Frigid regions
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Permeability
KW  - Porous pavements
KW  - Winter maintenance
UR  - https://www.pavementpreservation.org/icpp/paper/36_2010.pdf
UR  - https://trid.trb.org/view/919236
ER  - 

TY  - CONF
AN  - 01158675
AU  - Gransberg, Douglas D
AU  - Scheepbouwer, Eric
AU  - Tighe, Susan Louise
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Performance-Specified Maintenance Contracting: The New Zealand Approach to
Pavement Preservation
PY  - 2010
SP  - pp 103-116
AB  - Performance-specified maintenance contracting (PSMC) for pavement preservation it is used routinely by international roading agencies with much success. PSMC changes the definition of pavement preservation and maintenance success from “minimize cost” to “maximize value.” This paper reviews the PSMC experience found in New Zealand and compares it to the US experience. It finds that the US is handicapped by the federal funding delineation between construction and maintenance versus New Zealand’s holistic approach to pavement preservation that does not differentiate between the two. The paper details two variations to the New Zealand PSMC and finds that the hybrid PSMC model is very similar to Construction Manager/General Contractor project delivery in the US and might to furnish an attractive structure to pilot a US project that bridges the construction and maintenance line.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Alternatives analysis
KW  - New Zealand
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Performance based maintenance contracting
KW  - Preservation
KW  - Project delivery
KW  - United States
UR  - https://www.pavementpreservation.org/icpp/paper/123_2010.pdf
UR  - https://trid.trb.org/view/919021
ER  - 

TY  - CONF
AN  - 01158672
AU  - Liu, Litao
AU  - Manepalli, Vikranth S
AU  - Gedafa, Daba S
AU  - Hossain, Mustaque
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Cost Effectiveness of Ultrathin Bonded Bituminous Surface and Modified Slurry Seal
PY  - 2010
SP  - pp 317-329
AB  - Thin surfacing has been touted as one of the most cost-effective measures that can extend the life of existing pavements. Thin surfacing like ultrathin bonded bituminous surface (UBBS) and modified slurry seal (MSS) are being increasingly used by many states. However, the cost-effectiveness of these treatments is not precisely known. Performance data for UBBS and MSS from 1992 to 2007 was obtained from the Pavement Management Information System (PMIS) maintained by the Kansas Department of Transportation (KDOT). Roughness, rutting, fatigue, and transverse cracking are the various distresses that were considered in this study. Service lives of MSS and other thin surface treatments, such as thin overlays, have been determined. The average service life of MSS on the Kansas State highway system is 4.7 years. The service life of UBBS could not be determined since no action has been taken since its initial application. There is a significant reduction in roughness, rut depth, fatigue and transverse cracking due to UBBS and MSS initially after treatment. A sharp drop-off in effectiveness is observed after a couple of years in service. Sometimes thin overlays perform equally, if not better, than both. However, modified slurry seal costs as much as two-inch overlays in terms of equivalent uniform annual cost.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Aggregates by shape and surface texture
KW  - Bituminous pavements
KW  - Cracking
KW  - Microsurfacing (Surface treating)
KW  - NovaChip
KW  - Pavement management systems
KW  - Service life
KW  - Slurry seals
KW  - Texture
KW  - Ultrathin bonded wearing course
UR  - https://www.pavementpreservation.org/icpp/paper/69_2010.pdf
UR  - https://trid.trb.org/view/919210
ER  - 

TY  - CONF
AN  - 01158669
AU  - Yildirim, Yetkin
AU  - Yurttas, Yusuf
AU  - Boz, Ilker
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Service Life of Crack Sealants
PY  - 2010
SP  - pp 377-392
AB  - Crack sealing is vital for the preservation of a pavement and has long been regarded as a necessary annual procedure. However, with limited maintenance budgets and increasing labor and material costs, it is essential that pavement preservation agencies make the most efficient treatment decisions. Road agencies must consider the service life for the crack sealant material that is to be applied if the cost-saving potential of this treatment is to be fully realized. Evaluating the service life of potential crack sealant materials gives these local agencies the ability to choose the most cost-effective preservation treatment for their particular roadway. A study conducted by the Texas Pavement Preservation Center at the University of Texas at Austin measured the service life of hot pour and cold pour crack sealants which are the most commonly used ones by the Texas Department of Transportation (TxDOT). Over the course of three years, the study tested seven different types of sealants: three cold pour sealants and four hot pour sealants, on 33 test sections. The treatment effectiveness of these sealants was measured with regard to the percent failure of the sealed crack. If the treatment effectiveness fell below 80%, the sealant had “failed” and reached the end of its service life. The cold-poured crack sealants used in this study showed a service life of 10 – 16 months, while the hot-poured crack-sealants used in this study demonstrated a service life of 26 – 42 months based on an 80% effectiveness threshold.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Cost effectiveness
KW  - Crack sealants
KW  - Pavement maintenance
KW  - Pouring
KW  - Preservation
KW  - Sealing compounds
KW  - Service life
KW  - Texas
UR  - https://www.pavementpreservation.org/icpp/paper/19_2010.pdf
UR  - https://trid.trb.org/view/919218
ER  - 

TY  - CONF
AN  - 01158666
AU  - Miner, John
AU  - Davis, Lita
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - “Going Green” with Textile Interlayers: How to Apply with Pavement Preservation
PY  - 2010
SP  - pp 277-295
AB  - The ultimate responsibility of public agencies is to recognize they are the trustee of the taxpayers’ money and are required to use sound engineering judgment in determining what is best, in the short term and long term, for preserving the public road system. The current demand is to go “going green”; some practitioners address this need by recycling materials whenever possible - in some cases this may be the best solution. Other practitioners are considering other ways to preserve the existing pavement, including material and natural resources, as another and possibly better alternative. In either case, practitioners realize the need to “go green” and are considering numerous alternatives to identify sound engineering judgments in their effort to preserve roadways. Textile interlayers (paving fabrics) have existed since the mid-1960s and private industry has introduced a “green paving fabric” to meet the current demand facing public agencies. Textile interlayers are recognized as a viable product and AASHTO and State DOTs have developed guidelines to assist agencies, at all levels, in its proper use and selection. This paper will help public agencies evaluate how the use of paving fabrics (conventional and green) can be used as a pavement preservation strategy because of its ability to address distresses in a pavement surface, and also preserve the structural integrity of a roadway. The reader will also learn how the use of paving fabrics are environmentally sensitive from manufacturing to placement, preserve material and natural resources, and are a recyclable product as well.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Environmental impacts
KW  - Fabrics
KW  - Green
KW  - Greenhouse effect
KW  - Pavement layers
KW  - Structural analysis
KW  - Textiles
UR  - http://s3.amazonaws.com/zanran_storage/www.techtransfer.berkeley.edu/ContentPages/107656701.pdf
UR  - https://trid.trb.org/view/919040
ER  - 

TY  - CONF
AN  - 01158665
AU  - Chehovits, Jim
AU  - Galehouse, Larry
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Energy Usage and Greenhouse Gas Emissions of Pavement Preservation Processes for
Asphalt Concrete Pavements
PY  - 2010
SP  - pp 27-42
AB  - Use of pavement preservation treatments extends the remaining service life of asphalt concrete pavements. These treatments typically include spray applied surface seals, thin overlays, crack treatments, chip seals, slurry seal/micro surfacing, surface recycling and others. Each preservation treatment reduces damaging effects of aging and deterioration of the pavement surface layer and helps protect the integrity of the underlying pavement structure. If proactive preservation treatments are not used, pavements deteriorate more rapidly and require major rehabilitation with structural overlays or reconstruction much earlier. Every type of pavement strategy requires a series of energy using processes that impacts greenhouse gas emissions. Pavement rehabilitation and reconstruction require large amounts of energy to obtain and process raw materials, transport, mix and apply the final product, while pavement preservation processes require much less energy to apply the final product to the road surface. This paper presents information on energy usage per unit area by comparing pavement life extensions of pavement preservation treatments to typical design lives of reconstruction and rehabilitation techniques. Results show that pavement preservation treatments have significantly reduced energy use and greenhouse gas emissions compared to traditional rehabilitation and reconstruction strategies.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Chip seals
KW  - Energy consumption
KW  - Greenhouse gases
KW  - Overlays (Pavements)
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Service life
KW  - Slurry seals
KW  - Sustainable development
UR  - https://www.pavementpreservation.org/icpp/paper/65_2010.pdf
UR  - https://trid.trb.org/view/919015
ER  - 

TY  - CONF
AN  - 01158663
AU  - Zulakmal, Sufian
AU  - Nafisah, A Aziz
AU  - Najib, Abdullah Mohd
AU  - Zin, Hussain Mat
AU  - Yazip, Matori Mohd
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Construction and Performance of Recycled Roller Compacted Concrete Pavement
(RCCP) in Malaysia
PY  - 2010
SP  - pp 481-492
AB  - Roller Compacted Concrete Pavement (RCCP) forms part of the road network linking dwellers in major oil palm plantation. These roads carry low traffic volume of less than 1000 vehicle per day which includes heavy vehicles carrying palm fruits and timber logs. These heavy vehicles have high axle loads of up to 16 tons. The design life of RCCP is normally up to 40 years. It is common practice in Malaysia to rehabilitate failed RCCP either by granular overlay or reconstruction. However, recycling technique has recently been introduced to treat failed RCCP as part of a comprehensive study on full depth Cold In-Place Recycling (CIPR). This paper presents the findings of a study on RCCP which was rehabilitated using the CIPR and conventional technique of granular overlay. Various stabilizing agents namely foamed bitumen, emulsion, cement and hydrated lime were used in the CIPR technique. This paper also highlights the tests involved in pavement evaluation carried out before and after construction, structural and mix design, as well as construction of the rehabilitated pavement. It was observed that minor and isolated cracks appeared as early as 12 months after construction on the foamed bitumen and emulsion treated sections. Whereas, for the cement and hydrated lime treated sections, similar degree of cracks appeared only after 36 months. The control section has not exhibited any crack. No rutting was observed on all sections. The International Roughness Index (IRI) measured 6 months after construction ranged between 2.0-2.5 m/km. After 36 months the IRI values had increased to between 2.5-3.5 m/km, with the cement treated section being the highest and the foamed bitumen section being the lowest. Based on the Falling Weight Deflectometer (FWD) test carried out 6 months after the construction, it was found that all treatments had reduced the pre-construction central deflection values of between 400-800 μm (microns) to between 250-380 μm. From 6 to 24 month period, the central deflections reduced further before they started to increase. After 36 month the control section had the highest central deflection while the foamed bitumen treated section had the lowest value. The monitored performance up to 36 months indicated that in general all sections performed similarly. Therefore, it could be concluded that the recycling technique provide a viable and cost effective option to rehabilitate RCCP.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Axle loads
KW  - Cast in place concrete
KW  - Cold in-place recycling
KW  - Falling weight deflectometers
KW  - Heavy duty vehicles
KW  - International Roughness Index
KW  - Low volume roads
KW  - Malaysia
KW  - Overlays (Pavements)
KW  - Recycled materials
KW  - Roller compacted concrete pavements
KW  - Roughness
UR  - https://www.pavementpreservation.org/icpp/paper/57_2010.pdf
UR  - https://trid.trb.org/view/919241
ER  - 

TY  - CONF
AN  - 01158662
AU  - Parkison, R Lowell
AU  - Chehovits, Jim
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Innovations and Successes of Hot Applied Mastic Patching Materials for Asphalt and
Portland Cement Concrete Pavements
PY  - 2010
SP  - pp 203-
AB  - Voids in the form of potholes, depressions, fractures and saw cuts are present in pavements. These voids must be patched or otherwise repaired to maintain a smooth and safe pavement. Many times these voids occur at or over moving joints or cracks. The joints or cracks involved in the voids have temperature induced horizontal movements, or traffic induced, load related vertical movements. These movements cause subsequent failure of the traditional more rigid materials used most often in large repairs. Standard sealant products cannot be used if these voids are larger than 1 ½ inches because of the sealants lack of load carrying capability. Hot applied mastic patching materials are flowable, aggregate filled, flexible binder materials which are applied as a voidless mass in the repair areas to restore the pavement ride. The mastic materials are designed with flexible binders to handle movements which occur because of the underlying crack or joint. The binder can be varied in stiffness and extension capabilities for the various temperatures and movements necessary and the aggregate can be varied in size and percentage for thickness and stability requirements. This paper will review some of the innovations in the formulations of these materials and the novel uses. It will also cover the documented successes of Hot applied mastic patching materials.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Cracking of asphalt concrete pavements
KW  - Hot mix asphalt
KW  - Patching
KW  - Pavement maintenance
KW  - Portland cement concrete
KW  - Ride quality
KW  - Texture
KW  - Traffic loads
UR  - https://www.pavementpreservation.org/icpp/paper/126_2010.pdf
UR  - https://trid.trb.org/view/919033
ER  - 

TY  - CONF
AN  - 01158661
AU  - Riemer, Caleb
AU  - Gransberg, Douglas D
AU  - Zaman, Musharraf M
AU  - Pittenger, Dominique
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Comparative Field Testing of Asphalt and Concrete Pavement Preservation Treatments in Oklahoma
PY  - 2010
SP  - pp 447-460
AB  - This paper reviews and discusses the interim results from the first year of a three-year pavement preservation research project. The project builds on research done in Australia and New Zealand by conducting a long-term study of 23 methods to restore pavement skid resistance by retexturing the existing surface with either a surface treatment, chemical treatment, or a mechanical process and furnish the Oklahoma Department of Transportation (ODOT) with the technical engineering data for each treatment coupled with an economic analysis of the costs and benefits associated with each treatment. The project is designed to furnish ODOT pavement managers the required information to make rational engineering decisions based on both physical and financial data for the use of potential pavement preservation tools, evaluated in the field under identical traffic and environmental conditions, over the same period by an impartial investigator. The paper concludes that the combination of skid resistance, macrotexture, and financial data provide a powerful tool to assist pavement preservation engineers in selecting the appropriate treatment for a given road.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Australia
KW  - Benefit cost analysis
KW  - Field tests
KW  - New Zealand
KW  - Oklahoma
KW  - Pavement maintenance
KW  - Preservation
KW  - Skid resistance
KW  - Surface treating
KW  - Texture
UR  - https://www.pavementpreservation.org/icpp/paper/124_2010.pdf
UR  - https://trid.trb.org/view/919238
ER  - 

TY  - CONF
AN  - 01158660
AU  - Kumar, Praveen
AU  - Gupta, Ankit
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Case Studies on Failure of Bituminous Pavements
PY  - 2010
SP  - pp 505-518
AB  - Pavement failure is defined in terms of decreasing serviceability caused by the development of cracks and ruts. Before going into the maintenance strategies, we must look into the causes of failure of bituminous pavements. Failures of bituminous pavements are caused due to many reasons or combination of reasons. Application of correction in the existing surface will enhance the life of maintenance works as well as that of strengthening layer. It has been seen that only 3 parameters i.e. unevenness index, pavement cracking and rutting are considered while other distresses have been omitted while going for maintenance operations. Along with the maintenance techniques there are various methods for pavement preservation which will help in enhancing the life of pavement and delaying of its failure. The purpose of this study was to evaluate the possible causes of pavement distresses, and to recommend remedies to minimize distress of the pavement. The paper describes lessons learnt from pavement failures and problems experienced during the last few years on a number of projects in India. Based on the past experiences various pavement preservation techniques and measures are also discussed which will be helpful in increasing the serviceable life of pavement.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Bituminous pavements
KW  - Case studies
KW  - Failure
KW  - Pavement cracking
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Preservation
KW  - Ruts (Pavements)
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/52_2010.pdf
UR  - https://trid.trb.org/view/919243
ER  - 

TY  - CONF
AN  - 01158659
AU  - Romell, Theresa
AU  - Tan, Sui
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Regional Asset Management Efforts and a Performance-Based Approach to Local Streets and Roads Funding Allocation
PY  - 2010
SP  - pp 45-61
AB  - Often when allocating funds to local agencies for street maintenance and rehabilitation, a metropolitan planning agency (MPO) will employ a “fix-the-worst-street-first” approach or will allocate funds based solely on which agency has the worst roads and thereby the greatest financial need. If alternatively, a pavement preservation approach can be adopted, the cost savings for the region can be substantial. The objective of this paper is to describe the process the Metropolitan Transportation Commission (MTC) successfully uses to practice asset management at the regional level and include preventive maintenance practices as a performance measure for allocating federal funds to local agencies. Having all 109 jurisdictions in the San Francisco Bay Area region using one common pavement management software – StreetSaver®, has made it possible to gauge the conditions and funding needs of the region’s local streets and roads easy. It also allows for the setting of performance targets and the measuring of progress towards those targets. Further, the use of a common pavement management system by all Bay Area local jurisdictions allows MTC to monitor maintenance activities and credit local agencies that employ positive preventive maintenance strategies. This paper will discuss the asset management program that MTC has in place for the region’s streets and roads and will provide a detailed description of how MTC has incorporated performance into its funding policies. The intent of this paper is to increase the understanding of how an MPO can use asset management and a performance based funding approach to help preserve local streets and roads.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asset management
KW  - Finance
KW  - Financial analysis
KW  - Metropolitan planning organizations
KW  - Pavement management systems
KW  - Regional planning
KW  - Resource allocation
KW  - San Francisco Bay Area
KW  - Software
UR  - https://www.pavementpreservation.org/icpp/paper/70_2010.pdf
UR  - https://trid.trb.org/view/919016
ER  - 

TY  - CONF
AN  - 01158658
AU  - Brownbridge, Jim
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - The Role of an Asphalt Rejuvenator in Pavement Preservation: Use and Need for Asphalt Rejuvenation
PY  - 2010
SP  - pp 351-364
AB  - An asphalt rejuvenator was introduced in 1960 by the Golden Bear Oil Company. That product was Reclamite®. It has a history of use spanning 50 years. In an era of moderately low price asphalt products, the rejuvenator was ahead of its time. Thousands of laboratory tests and field trials have been performed to determine the best possible formula and procedures for applying an asphalt rejuvenator. There are many methods of surface treatments entailing use of asphalted emulsions with the predominant focus on gluing and binding the aggregate. Rejuvenators are derived from very specific crude stocks and are not as generic in their manufacture, thus on a national level, product availability as well as manufacturer/refiner marketing has impacted limited expansion and use of the products. But…asphalt rejuvenators have been one of the most field tested applications there are. This paper presents the technical components of an asphalt rejuvenator and how they differentiate from generic asphalt emulsions. Discussion is focused on fog seal use of rejuvenators. Long term test results are presented as well as a visual perspective showing the appearance of before and after treatments. Conclusive history shows that a properly formulated asphalt rejuvenator meets stipulated requirements and is a proven method to extend pavement life at a low cost.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt emulsions
KW  - Asphalt pavements
KW  - Pavement performance
KW  - Pavement rejuvenators
KW  - Preservation
KW  - Reclaimed asphalt pavements
KW  - Reclamite
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/47_2010.pdf
UR  - https://trid.trb.org/view/919212
ER  - 

TY  - CONF
AN  - 01158656
AU  - Pierce, Linda M
AU  - Mahoney, Joe  P.
AU  - Muench, Stephen T
AU  - Li, Jianhua
AU  - Uhlmeyer, Jeffrey S
AU  - Willoughby, Kim A
AU  - Luhr, David R
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Utilization of Bituminous Surface Treatments for Maintaining Asphalt Concrete Pavements
Due to Restricted Budgetary Constraints in Washington State
PY  - 2010
SP  - pp 73-84
AB  - The Washington State Department of Transportation (WSDOT) has had success with bituminous surface treatments (BST), also known as a seal coat or chip seal, applications for both low volume roads and as a surface treatment for asphalt concrete pavements (ACP). A BST is composed of an application of asphalt binder material (typically an asphalt emulsion) followed by an application of cover aggregate. In recent years, WSDOT, like many state highway agencies, is experiencing budgetary constraints that require maintaining the highway network with fewer available dollars. One option that WSDOT has investigated is the application of BSTs for extending the pavement life of roadways that are routinely surfaced with ACP. Certainly placing a BST over an ACP pavement is by no means unique, however, what will be explained in this paper are the processes used to obtain buy-in from both WSDOT and the hot mix asphalt paving industry, impacts to the overall pavement condition of the highway network, and the anticipated cost savings by appropriately applying BSTs to ACP pavements.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Asphalt emulsions
KW  - Bituminous materials
KW  - Budgeting
KW  - Condition surveys
KW  - Hot mix asphalt
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Surface treating
KW  - Washington (State)
UR  - https://www.pavementpreservation.org/icpp/paper/34_2010.pdf
UR  - https://trid.trb.org/view/919019
ER  - 

TY  - CONF
AN  - 01158655
AU  - Stein, B
AU  - Kramer, B
AU  - Kumar, T
AU  - Pyle, T
AU  - Shatnawi, Shakir
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Rapid Strength Concrete for Rehabilitation and Improvement of Pavements
PY  - 2010
SP  - pp 411-426
AB  - During the past decade rapid strength concrete (RSC) has been extensively used for rehabilitation and improvement of highways, city streets, and airfields. The authors, who were involved in the development and implementation of RSC, construction methods, and testing procedures and techniques, summarize laboratory and field mix design experience, and illustrate recommended approaches with examples of projects built in California. These examples explain principles of proportioning of RSC with respect to project requirements, site and ambient conditions, and provide field and laboratory test data demonstrating the actual performance of the different types of mixes. The paper contains an overview of factors influencing workability and strength gain of RSC, and provides practical recommendations on controlling these two most important performance characteristics that enable the replacement of pavements within short-time partial closures of roadways. The paper also deals with other aspects of RSC performance, defining quality of pavements. In conclusion, the authors provide their view of the needs of future research and development in the field of RSC and construction practices of pavement rehabilitation and improvements within short-time closures.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - California
KW  - Concrete
KW  - High strength concrete
KW  - Mix design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Rapid payment systems
KW  - Rehabilitation (Maintenance)
KW  - Road closures
KW  - Test procedures
UR  - https://www.pavementpreservation.org/icpp/paper/32_2010.pdf
UR  - https://trid.trb.org/view/919235
ER  - 

TY  - CONF
AN  - 01158649
AU  - King, Gayle Nathaniel
AU  - King, Helen
AU  - Galehouse, Larry
AU  - Voth, Michael D
AU  - Lewandowski, Laurand H
AU  - Lubbers, Chris
AU  - Morris, Paul
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Field Validation of Performance-Based Polymer-Modified Emulsion Residue Tests: The FLH Study
PY  - 2010
SP  - pp 247-267
AB  - While Superpave’s performance-based test methods and specifications revolutionized the characterization of hot mix asphalts, they are not directly applicable for emulsion-based pavement preservation applications. The Federal Lands Highway (FLH) division of FHWA initiated this study to evaluate polymer emulsion residue recovery and physical characterization specifications that correlate with field performance. Several laboratories tested newly proposed methods on field samples from chip seal and micro surfacing FLH field projects constructed in 2008. The labs used low temperature forced draft oven methods to recover emulsion residue to better simulate field curing. To determine resistance to rutting and bleeding, G* and sin δ were obtained from dynamic shear rheometer (DSR) frequency sweeps on the residues using standard Superpave protocols. Creep compliance and percent residue recovery were determined via multiple stress creep recovery (MSCR) testing. Rheological tests were run to measure resistance to low temperature cracking, with Bending Beam Rheometry (BBR) as well as DSR frequency sweeps at intermediate temperature with associated low temperature modeling. For resistance to aggregate loss on original and PAV-aged residue, participants ran strain sweep tests at 25oC and measured loss in G*. The investigators ran sweep tests (ASTM D 7000) using project aggregates and emulsions to determine chip seal curing time. To validate the test procedures and determine failure limits, FLH will track field performance for a minimum of three years. The results presented are the first entries into a database needed for development of performance-based specifications for asphalt emulsions.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt emulsions
KW  - Bleeding (Pavements)
KW  - Field tests
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Performance based specifications
KW  - Polymer modified binders
KW  - Rutting
KW  - Shear modulus
KW  - Superpave
KW  - Viscous flow
UR  - https://www.pavementpreservation.org/icpp/paper/26_2010.pdf
UR  - https://trid.trb.org/view/919038
ER  - 

TY  - CONF
AN  - 01158646
AU  - Cossens, Ian
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - “A Stitch in Time” Pavement Strategy Over 15 Years
PY  - 2010
SP  - pp 3-25
AB  - In 1994 VicRoads adopted its “A Stitch in Time” pavement strategy. The essential elements of the strategy were to carry out: (1) Routine maintenance (day-to-day maintenance) where the strategic aim was to minimize the deterioration of the pavement and provide safe and acceptable road conditions at least overall cost to the community. (2) Periodic maintenance (cyclically planned maintenance) where the strategic aim was to provide a safe riding surface, and reduce the need for more expensive rehabilitation or excessive routine maintenance by waterproofing the pavement. (3) Rehabilitation Maintenance to progressively achieve road conditions that meet the standards in the “A Stitch in Time” strategy, by using the most cost-effective treatments in terms of life-cycle costs. These components were strongly targeted and helped change the culture of VicRoads by recognizing essential works and providing the direction for maintenance works. VicRoads still uses the “A Stitch in Time” policy for road maintenance however continual review of what was being achieved, and what could be done better; has resulted in the changes and a better understanding of our network. This paper discusses the: (1) Original development of “A Stitch in Time”, (2) The guidelines for works which stand behind the “A Stitch in Time” policy, (3) Some of the investigations that reviewed what “A Stitch in Time” was achieving, its successes and issues still facing the policy. (4) Existing and new performance indicators of the condition of the VicRoads network. VicRoads is the State Road Authority that manages approximately 23,000 carriageway kilometers (14,400 mile) of arterial roads of the 130,000 kilometer (81,000 mile) network in Victoria, Australia. It manages two types of network, an asphalt (bituminous concrete) surfaced network comprising approximately 25% of the network and a sprayed seal (chip seal) network comprising approximately 75% of the network
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Deterioration
KW  - Highway maintenance
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Policy making
KW  - Rehabilitation (Maintenance)
KW  - Strategic planning
UR  - https://www.pavementpreservation.org/icpp/paper/83_2010.pdf
UR  - https://trid.trb.org/view/919012
ER  - 

TY  - CONF
AN  - 01158643
AU  - Krauss, Paul D
AU  - Wyman, Ransome
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Rapid Curing Polymers Reduce Repair Time and Improve Pavement Performance
PY  - 2010
SP  - pp 493-501
AB  - Rapid-setting urethane resins have been developed by Roklin Systems Incorporated for the repair of pavements and bridge decks. The main advantages are that the resins are very rapid setting and usually no surface preparation is needed. Damaged concrete often remains in place, speeding the repairs and reducing pavement debris and disposal. Repairs can be performed in cold weather, and repairs have proven to be durable and effective for both portland cement concrete and asphalt concrete pavements. Two types of resin are used to repair third stage pavement distress where pavement slabs are broken. The repair resins include 1) Welder, a primer and crack filler and 2) FlexSet that is mixed with sand and aggregates for filling cracks, spalls and for leveling the riding surface. Depending on the repair need, one or both resins can be used. The system is well-suited for emergency response and includes elements that improve worker safety by minimizing the time required for repairs and reducing the number of workers and equipment needed, compared to conventional repairs. Reduced congestion results from these extremely fast, maintenance-based and emergency repairs. The polymer concrete repair materials bond extremely well to both portland cement concrete and asphaltic concrete. Caltrans has evaluated and used these materials for more than 20 years with good success.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Bridge decks
KW  - Concrete curing
KW  - Crack filling and sealing
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Repair time standards
KW  - Resins
KW  - Spalling
UR  - https://www.pavementpreservation.org/icpp/paper/53_2010.pdf
UR  - https://trid.trb.org/view/919242
ER  - 

TY  - CONF
AN  - 01158642
AU  - Davis, Lita
AU  - Miner, John
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Chip Sealing Over Paving Fabric in Various Climatic Conditions
PY  - 2010
SP  - pp 331-350
AB  - Pavement preservation toolboxes typically consist of several surface treatments that can be considered to preserve or extend the life of a pavement—possible surface treatments include chip sealing or thin lift overlays. Although paving fabrics are normally used with asphalt concrete overlays, paving fabrics are also found to be cost-effective when used in conjunction with a chip seal. Documented cost analyses found that paving fabrics can extend the life of a chip seal by an additional 50 to 75 percent in the warm climate areas of California and Texas. The paving fabric industry has been challenged by the Federal Highway Administration and other pavement preservation practitioners to develop a reasonable approach for chip sealing over paving fabric in various climatic conditions throughout the United States, in addition to those successfully done in warm climates. Respecting this challenge, 33 projects were installed in seven temperature zones throughout the United States including Colorado, Illinois, Michigan, Minnesota and Washington DC, and other parts of California and Texas. Field experiments were placed in cooperation with cities, counties, state and federal highway transportation departments, with contributions from chip seal contractors, fabric installers and fabric manufacturers. The objective of this paper is to quantify the climatic areas where chip sealing over paving fabric can be done successfully and provide a cost-effective contribution to pavement maintenance and preservation. In addition, information will also be provided on its economic and environmental benefits, and construction materials application depending on climatic condition.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete
KW  - Chip seals
KW  - Fabrics
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Service life
KW  - Weather and climate
KW  - Weather conditions
UR  - https://www.pavementpreservation.org/icpp/paper/21_2010.pdf
UR  - https://trid.trb.org/view/919211
ER  - 

TY  - CONF
AN  - 01158640
AU  - Rouen, Larry
AU  - Hicks, R Gary
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - The Caltrans Maintenance Technical Advisory Guides
PY  - 2010
SP  - pp 269-276
AB  - The California Department of Transportation (Caltrans) has created a pavement preservation reference document call the Maintenance Technical Advisory Guide or MTAG. The document is divided into two volumes. Volume I covers flexible pavement preservation and Volume II covers rigid pavement preservation. Each volume provides information about the purpose of pavement preservation, the various materials and the types of distress specific to the particular type of pavement. Each volume also contains chapters for each of the various treatment techniques currently utilized by Caltrans. Volume I chapters include: crack treatment; patching; fog/rejuvenator seals; chip seals; slurry seals/micro-surfacing; thin overlays; bonded wearing course; interlayers, and in-place recycling. Volume II chapters include: joint resealing and crack sealing; diamond grinding and grooving; dowel bar retrofit; partial depth concrete repair; and full depth concrete repair. Each treatment chapter is divided into sections for introduction, design and specification, construction and troubleshooting. The guide is widely used in California and has been a great aid in increasing the use of pavement preservation treatments in the state.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - California
KW  - Chip seals
KW  - Flexible pavements
KW  - Guidelines
KW  - Overlays (Pavements)
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Pavement preservation
KW  - Preservation
KW  - Surface treating
UR  - https://www.pavementpreservation.org/icpp/paper/93_2010.pdf
UR  - https://trid.trb.org/view/919039
ER  - 

TY  - CONF
AN  - 01158639
AU  - Collings, David Coppin
AU  - Jenkins, Kim J
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Whole-of-Life Analyses of Different Pavements: The Real Picture
PY  - 2010
SP  - pp 161-175
AB  - This paper is concerned with the costs incurred over the full life of different pavement types and the energy consumed in the provision of such pavement structures. To keep context, four different solutions for rehabilitating a specific distressed pavement are considered: (1) Patch the distressed areas of the existing pavement and apply a nominal asphalt overlay. (2) Mill off and remove the existing distressed asphalt layers, repair defects in the underlying granular base layer and replace the asphalt pavement. (3) Recycle the upper portion of the existing pavement with a cementitious stabilizing agent, construct a new crushed stone base layer and surface with an asphalt wearing course. (4) Recycle the upper portion of the existing pavement with a bituminous stabilizing agent and apply an asphalt wearing course. Using appropriate pavements models, layer thicknesses are selected to provide a comparable structural capacity for each solution. In addition, the distress mechanism / deterioration time-line for a 20-year service life is defined. The different construction requirements for each solution are quantified and costed, based on average unit rates applicable to the South African contracting industry in the third quarter of 2009. A similar exercise is carried out on interventions required for each option to maintain the same level of serviceability over the life of the pavement. The salvage value of each solution is then considered in terms of the cost of rehabilitating the type of failure that was assumed to define the end of the service life. Present day costs are used, allowing a comparison of the full life-cycle costs of each solution without discount rate speculation. Different discount rates are then applied to determine the Present Worth of Costs for each pavement. Environmental consequences are considered in the light of energy consumption. The energy consumed in the relevant construction activities is used to evaluate the total impact of each pavement. The total-life cost of construction and rehabilitation is then combined with energy consumption to produce an index. Weighting factors relevant to the importance of cost and energy are then used to evaluate the appropriateness of alternative rehabilitation solutions for a particular project.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Level of service
KW  - Overlays (Pavements)
KW  - Pavement distress
KW  - Pavement layers
KW  - Pavement maintenance
KW  - Service life
KW  - Thickness
KW  - Wearing course (Pavements)
UR  - https://www.pavementpreservation.org/icpp/paper/49_2010.pdf
UR  - https://trid.trb.org/view/919026
ER  - 

TY  - CONF
AN  - 01158636
AU  - Watson, Mark J
AU  - Marasteanu, Mihai
AU  - Turos, Mugurel
AU  - Velasquez, Raul
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Effect of Surface Treatment Timing on Low Temperature Properties of Asphalt Binders and Mixtures
PY  - 2010
SP  - pp 393-407
AB  - Empirical evidence has shown that timely application of preventive maintenance treatments, such as surface treatments, can improve certain functional characteristics of the pavement and extend service life. Most agencies that have a preventive maintenance program select the surface treatment application time based on the existing surface condition of the pavement, a pre-determined treatment schedule, or other historical agency practice. These practices cannot guarantee that the optimal pavement preservation benefits are received from the treatment. This paper presents an attempt to identify an optimal time for surface treatment application by conducting a statistical analysis on the change in low temperature properties of asphalt pavement sections treated at various ages. The study used the Bending Beam Rheometer (BBR) to test mixture specimens cut from cores and extracted binder specimens to obtain low temperature creep stiffness and m-value. The analyses of the experimental asphalt mixture and asphalt binder data indicated that construction practice had the most significant effect on the low temperature properties, second only to temperature. The timing of the surface treatment, with respect to pavement age, was not consistently significant in the statistical analysis due to the necessary modification of the seal coat design with pavement age. Other factors, including the location within the pavement structure, were found to be statistically significant, but due to the high degrees of freedom in the statistical models, the differences were too small to be practically significant.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt mixtures
KW  - Binders
KW  - Condition surveys
KW  - Low temperature
KW  - Maintenance practices
KW  - Pavement maintenance
KW  - Preventive maintenance
KW  - Rheometers
KW  - Service life
KW  - Surface treating
UR  - https://www.pavementpreservation.org/icpp/paper/33_2010.pdf
UR  - https://trid.trb.org/view/919234
ER  - 

TY  - CONF
AN  - 01158630
AU  - Scofield, Larry
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Safe, Smooth, and Quiet Concrete Pavement
PY  - 2010
SP  - pp 461-480
AB  - The concrete industry has been conducting research since 2005 to evaluate new and innovative textures in regards to tire-pavement noise generation and has developed a new pavement surface for testing and evaluation. The new surface, called the Next Generation Concrete Surface (e.g. NGCS) was developed through research at Purdue University using their Tire Pavement Test Apparatus (e.g. TPTA). To date, seven test sections have been constructed in five states in the United States. The NGCS test pavements have proven to be quieter than conventional diamond grinding (e.g. CDG) at the time of construction and may offer a slight advantage regarding acoustic durability. Since this is a recently developed product, the costs are higher than for CDG and the cost-effectiveness is still being evaluated. This paper presents the findings of the research focused on the development of the NGCS and the NGCS LITE. The NGCS LITE texture, constructed in the fall of 2008, is a diamond ground technique to impart additional micro-texture to the lands of an existing NGCS texture. This process provides an economical means for re-establishing micro-texture should it become necessary. It essentially allows construction of a perpetual surface texture (e.g. PST). This paper reports on the development process and the field trials that have been constructed and monitored since 2007. In addition, the paper presents a historical perspective on the development of diamond grinding/grooving in California.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - California
KW  - Concrete pavements
KW  - Diamond grinding
KW  - Next generation design
KW  - Pavement grooving
KW  - Portland cement concrete
KW  - Quiet pavements
KW  - Surface friction (Geophysics)
KW  - Texture
KW  - Tire/pavement noise
UR  - https://www.pavementpreservation.org/icpp/paper/78_2010.pdf
UR  - https://trid.trb.org/view/919239
ER  - 

TY  - CONF
AN  - 01158628
AU  - Liu, Litao
AU  - Hossain, Mustaque
AU  - Miller, Richard
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Life of Chip Seal on Kansas Highways
PY  - 2010
SP  - pp 297-313
AB  - Chip seal has been widely used as a preventative maintenance treatment in Kansas. This study evaluated performance of chip seals applied on Kansas highways from 1992 to 2006. Performance data, extracted from the Pavement Management Information System (PMIS) database as outputs of the annual pavement condition surveys, consists of roughness, rutting, cracking. Detailed pavement maintenance/rehabilitation information on Kansas highways during past decades is also available from PMIS. The analysis shows that the average service life of chip seals in Kansas is about four years which is very close to that of thin overlays of 1, 1.5 or 2 inch thickness. The maximum service life of chip seals is nine years, which is much higher than that for thin overlays. Before and after (BAA) comparison was conducted to examine the effectiveness of chip sealing for mitigating important distresses on existing pavements. It was found that transverse and fatigue cracking significantly decreased after chip seal applications. Rutting condition on the non-interstate routes improved after chip sealing. However, the effectiveness of chip seal in mitigating roughness on all highway classes and mitigating rutting on the interstate highways was not obvious.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Chip seals
KW  - Kansas
KW  - Pavement distress
KW  - Pavement management systems
KW  - Pavement performance
KW  - Preventive maintenance
KW  - Roughness
KW  - Rutting
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/39_2010.pdf
UR  - https://trid.trb.org/view/919209
ER  - 

TY  - CONF
AN  - 01158626
AU  - Duanyi, Wang
AU  - Chaoxu, Lei
AU  - Galehouse, Larry
AU  - Jingkun, Xin
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Developing an Asphalt Pavement Preventive Maintenance Program for the
Yangjang-Maoming Expressway
PY  - 2010
SP  - pp 547-577
AB  - Yangjiang-Maoming Expressway is located in Guangdong Province, and is part of Tongjiang-Sanya highway, which serves as the main trunk highway from north to south China. This expressway was completed and opened to traffic near the end of 2004. After four years of use, the general condition of the pavement is good. However, some cracking was observed. Meanwhile, some potholes and rutting were also found in some pavement sections. As a result of the surface deterioration, a pavement preventive maintenance program was considered necessary to avert structural damage. The agency of Yangjiang-Maoming Expressway partnered with South China University of Technology, in Guangzhou, to design a preventive maintenance program for asphalt pavements. This paper will summarize the process of creating a preventive maintenance program for asphalt pavement in the following sequence: (1) Survey and evaluation of asphalt pavement performance. Four indices, including pavement condition index (PCI), riding quality index (RQI), pavement structure strength index (PSSI) and slip resistance index (SRI) were measured and evaluated. A pavement condition database was obtained based on field survey and historical data review of a 1000 m (3,280 feet) long pavement section as the basic evaluating element. The result of the analysis showed that transverse cracking and skid resistance were the most severe problems. (2) Grouping of candidate sections and selection of treatment. For a pavement maintenance project, it was expected that the candidate sections to be treated, were as long as possible to avoid frequent mobilizations of paving equipment. Thus, it was necessary to group sections with similar features and like treatments. To this end, the cluster analysis method of gathering statistics was used. Three pavement condition groups exhibiting different distress types and severities were obtained, corresponding to different maintenance treatments respectively. In addition, multivariate analysis of pavement distress indices indicated that transverse cracking and rutting significantly influence PCI, and there appeared to be a correlation between the two indexes. (3) HMA pavement performance modeling. According to existing research, the deterioration of pavement performance conforms to the S-shaped curves. The regression method is used to create deterioration models. The errors of prediction results versus actual data are less than 0.05%, which indicates that these models have good applicability and stability. (4) Pavement asset management. The concept of asset management was introduced to determine the minimum annual program cost and treatment costs to keep the asphalt pavement in good condition and extend the design service life. In this research project, the preventive maintenance program is recommended, based on the distress patterns of asphalt pavement with semi-rigid base and deterioration of the pavement structure. Considering that more than 80 percent of HMA pavements are constructed on a semi-rigid base in China, this project is of great significance in improving existing pavement performance and extending pavement service life by using cost effective methods.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt pavements
KW  - Asset management
KW  - Base course (Pavements)
KW  - Guangdong Province (China)
KW  - Pavement cracking
KW  - Pavement performance
KW  - Preventive maintenance
KW  - Ride quality
KW  - Rutting
KW  - Slip resistance
UR  - http://geotechpedia.com/Publication/Show/2532/DEVELOPING-AN-ASPHALT-PAVEMENT-PREVENTIVE-MAINTENANCE-PROGRAM-FOR-THE-YANGJANG-MAOMING-EXPRESSWAY
UR  - https://trid.trb.org/view/919247
ER  - 

TY  - CONF
AN  - 01158623
AU  - El Halim, Amir Abd
AU  - Dalziel, Andy
AU  - Whiteley-Lagace, Leanne
AU  - Moore, Gary
AU  - Andoga, Richard
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Development of a Decision-Making Matrix for Upgrading Surface-Treated Pavements to Asphalt Concrete Pavements in the City of Hamilton
PY  - 2010
SP  - pp 593-608
AB  - As part of the City of Hamilton’s ongoing strategic plan, asset management rationalization has been an expressed concern of their City Council, as well as Asset Managers. In order to assist in the management of their right of way assets, a matrix for upgrading surface-treated pavements to an asphalt concrete pavement was developed, in order to reduce ongoing maintenance cost, in addition to increasing service levels. In 2008, The City initiated a study to develop a strategy or decision making framework to assist in determining which surface-treated roads should be maintained as surface-treated 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 surface-treated (SRFT) sections for further testing and potential upgrade. This was based on a number of parameters including traffic in terms of the Annual Average Daily Traffic (AADT), proximity to asphalt concrete pavements, existing granular thickness, and subgrade strength based upon the subgrade resilient modulus (MR). 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 (LCCA) to identify the most cost effective strategies for each case. The third phase consisted of pavement evaluation which included Falling Weight Deflectometer (FWD) testing, Ground Penetrating Radar (GPR) surveys, and coring/boring on the candidate sections and performing pavement analysis and design. This study provided the City with a decision making tool based on cost effectiveness and sound engineering principles which can be used to assist in selecting candidate surface-treated roads for upgrade.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Asset management
KW  - Decision making
KW  - Falling weight deflectometers
KW  - Geographic information systems
KW  - Hamilton (Canada)
KW  - Life cycle analysis
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Service life
KW  - Surface treating
KW  - Traffic loads
UR  - https://www.pavementpreservation.org/icpp/paper/46_2010.pdf
UR  - https://trid.trb.org/view/919249
ER  - 

TY  - SER
AN  - 01158468
JO  - HSIS Summary Report
PB  - Federal Highway Administration
TI  - Development of a Speeding-Related Crash Typology
PY  - 2010
SP  - 8p
AB  - The United States Department of Transportation has instituted the Speed Management Strategic Initiative, seeking more effective ways to manage the crash-related effects of speeding. In support of this initiative, this study examined recent crash data through the development of a speeding-related (SR) crash typology. Such a typology can help define the crash, vehicle, and driver characteristics that seem to result in a higher probability of SR crashes. Thus, the goal of this study was to determine the “what,” “where,” “when,” and “who” descriptors of SR crashes in order to provide guidance to the future development of new treatments and to better target new and existing treatments to subgroups of drivers and types of roadways (e.g., two-lane rural) or roadway locations (e.g., unsignalized intersections). This summary report briefly discusses the findings as reported in the main report (FHWA-HRT-10-024).
KW  - Crash data
KW  - Crash typology
KW  - Drivers
KW  - Speed control
KW  - Speeding
KW  - Types of roads
UR  - http://www.hsisinfo.org//pdf/10-039.pdf
UR  - https://trid.trb.org/view/919314
ER  - 

TY  - RPRT
AN  - 01157632
AU  - Federal Highway Administration
TI  - Road Safety Audit (RSA) Toolkit CD: Making Your Roads Safer
PY  - 2010
SP  - v.p.
AB  - The Federal Highway Administration (FHWA) has created a user-friendly CD that houses all of the assorted materials created under the Road Safety Audit (RSA) Program.  Users simply click on the different section headings to access the materials or to navigate to the main screen.  The Toolkit includes the following sections:  RSA videos; Guidelines; Case Studies; Program Contacts; Sample Reports; Program Web Links; RSA Training Information; and RSA Peer-to-Peer Program Information.
KW  - Case studies
KW  - Guidelines
KW  - Highway safety
KW  - Road Safety Audit Program (Federal Highway Administration)
KW  - Safety audits
KW  - Toolkits
UR  - https://trid.trb.org/view/918544
ER  - 

TY  - RPRT
AN  - 01157045
AU  - Schneider, W H
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Statistical Validation of Speeds and Travel Times Provided by a Data Services Vendor
PY  - 2010
SP  - 4p
AB  - The provision of real-time traffic and travel time information is becoming increasingly important in urban areas as well as in freight-significant intercity corridors. However, the high cost to install and maintain roadway-based traffic sensors has prevented widespread availability of real-time traffic information in these areas. A market for real-time traffic information is emerging in the United States and several private companies are gathering and distributing traffic information independently of public sector transportation agencies. In this study floating car, probe data, and newly developed Bluetooth device matching methods are developed and used to collect travel times and speeds for 103 centerline miles located in Dayton, Ohio. This reference data are then statistically evaluated with a data service vendors reported travel times and speeds for 36 travel time segments.
KW  - Bluetooth technology
KW  - Data collection
KW  - Floating car data
KW  - Private enterprise
KW  - Probe vehicles
KW  - Real time information
KW  - Traffic speed
KW  - Travel time
KW  - Validation
UR  - https://trid.trb.org/view/916557
ER  - 

TY  - RPRT
AN  - 01156647
AU  - Federal Highway Administration
TI  - Highway Statistics 2008
PY  - 2010
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/2008/
UR  - https://trid.trb.org/view/917666
ER  - 

TY  - RPRT
AN  - 01155063
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
AU  - American Council of Engineering Companies
TI  - Uniform Audit & Accounting Guide
PY  - 2010///2010 Edition
SP  - v.p.
AB  - This guide is intended to aid readers in comprehending auditing procedures, terminology, techniques and policies.  This volume is an update of the 2007 Guide.  The update ensures that the Guide is consistent with the latest auditing procedures and standards, federal regulations, and accounting principles.
KW  - Accounting
KW  - Auditing
KW  - Guidelines
KW  - Procedures
KW  - Regulations
KW  - Standards
UR  - https://trid.trb.org/view/916022
ER  - 

TY  - SER
AN  - 01155052
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Chang, George K
AU  - Xu, Qinwu
TI  - Intelligent Compaction for Asphalt Materials
PY  - 2010
SP  - 6p
AB  - Intelligent compaction (IC) is a construction method relatively new to the USA that uses modern vibratory rollers equipped with IC components and technologies. Though used for decades in the rest of the world, IC technology is less mature for its application in asphalt compaction than its counterpart for soils and subbase compaction. Under the on-going FHWA/TPF IC studies, a tremendous amount of knowledge has been gained on hot mix asphalt (HMA) IC.  This TechBrief summarizes current information on IC for asphalt materials and concludes with several recommendations.
KW  - Asphalt mixtures
KW  - Hot mix asphalt
KW  - Intelligent compaction
KW  - Recommendations
UR  - http://www.fhwa.dot.gov/pavement/ic/techbriefs/ic_hma.pdf
UR  - https://trid.trb.org/view/916078
ER  - 

TY  - SER
AN  - 01155046
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Chang, George K
AU  - Xu, Qinwu
TI  - Intelligent Compaction for Soils and Subbase Materials
PY  - 2010
SP  - 8p
AB  - Intelligent compaction (IC) is a construction method relatively new to the USA that uses modern vibratory rollers equipped with IC components and technologies. The IC technology and IC-related quality assurance (QA) specifications on earthwork have existed in Europe for more than 20 years. Under the on-going FHWA/TPF IC studies, various single drum IC rollers from manufacturers around the world have been demonstrated at full scale projects targeting cohesive/noncohesive soils, granular subbase, and stabilized base . This TechBrief summarizes the current information on IC for soils and subbase materials and concludes with several recommendations.
KW  - Cohesive soils
KW  - Granular soils
KW  - Intelligent compaction
KW  - Recommendations
KW  - Soil compaction
KW  - Stabilized materials
KW  - Subbase materials
UR  - http://www.fhwa.dot.gov/pavement/ic/techbriefs/ic_soils.pdf
UR  - https://trid.trb.org/view/916080
ER  - 

TY  - RPRT
AN  - 01152811
AU  - Federal Highway Administration
TI  - Security and Emergency Management: An Information Briefing for Executives and Senior Leaders of State Departments of Transportation
PY  - 2010
SP  - 66p
AB  - This briefing is intended to introduce executives and senior leaders to plans, concepts, and terminology used by the security and emergency management community. It can also serve as a checklist for use in determining the organizational structure, degree of preparedness, and response capabilities of an organization. Topics covered are:  Emergency Management;  Emergency Operations Plans;  National Response Framework;  Emergency Support Function 1, Transportation;  National Incident Management System;  Incident Command System;  Operations Centers;  Obtaining Resources;  Organizing a State Emergency Management Program;  Leadership; and,  Resource Materials.
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Leadership
KW  - Security
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/security/emergencymgmt/profcapacitybldg/docs/hsemexecsrrleaders/hsem_srexecs.pdf
UR  - https://trid.trb.org/view/914222
ER  - 

TY  - RPRT
AN  - 01149542
AU  - Environmental Protection Agency
AU  - Federal Highway Administration
TI  - Multisector Asset Management Case Studies
PY  - 2010
SP  - 88p
AB  - North America’s infrastructure is integral to our economic, environmental, and cultural vitality. Federal, state, and local entities have been successfully building and operating assets for generations. Across several sectors, our built assets are aging! Some roadway, water, and wastewater systems are more than 100 years old. To meet the renewal challenges and at the same time address the essential expansion and upgrade of our infrastructure, calls for exploring new processes, practices and skills crucial for the long-term sustainable management of assets. New, internationally tested asset management (AM) principles and practices appropriate across multiple sectors are surfacing in the United States (U.S.) and Canada. These innovative AM methods offer established approaches for communities; in systems monitoring capabilities, information handling, and advanced decision support systems that can function across service sectors (e.g., water, wastewater, highways, airports, mass transit). This paper presents five case studies, which provide insight into the issues surrounding public sector management in communities that range from (1) a very large metropolitan city to (2) a suburban residential city to (3) a small city. Although the scale of the challenges facing each of the jurisdictions varies, the primary issue remains the same – how to keep the level of service equal to or better than what exists today in the face of dramatically rising costs. Public assets, regardless of their current condition, will eventually become public liabilities that every agency must manage. There are a number of lessons represented in the case studies that apply to virtually all public sector organizations.
KW  - Asset management
KW  - Case studies
KW  - Infrastructure
KW  - Level of service
KW  - Sustainable development
KW  - Urban areas
UR  - http://water.epa.gov/aboutow/owm/upload/2009_05_07_assetmanages_msamcs_final.pdf
UR  - https://trid.trb.org/view/908854
ER  -