TY  - RPRT
AN  - 01554382
AU  - Papayannoulis, Vassilis
AU  - Kary, Brian
AU  - Deeter, Dean
AU  - Chiu, Yi-Chang
AU  - Sallman, Douglas
AU  - Wunderlich, Karl
AU  - Alexiadis, Vassili
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management I-394 Minneapolis, Minnesota – Analysis Plan
PY  - 2010/20//Final Report
SP  - 71p
AB  - This analysis modeling simulation (AMS) Analysis Plan for the Interstate 394 (I-394) Pioneer Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools to the corridor in support of a benefit/cost assessment of the proposed strategies. The report provides a brief description of the Pioneer Corridor in Minneapolis, Minnesota, and the methodology used for the AMS. It lays out ICM strategies that will be tested, and provides a list of the AMS scenarios. This report then defines performance measures that will be utilized in the analysis of the ICM strategies on the Pioneer Corridor and sets out the simulation model validation requirements and the data needs for this calibration. Finally, the last two sections of this report present an overview of the Pioneer Corridor AMS document that will be developed to summarize the results of the AMS effort and provides a schedule and a resource guide for the AMS tasks.
KW  - Analysis
KW  - Calibration
KW  - Integrated corridor management
KW  - Methodology
KW  - Minneapolis (Minnesota)
KW  - Performance measurement
KW  - Simulation
KW  - Transportation corridors
KW  - Validation
UR  - http://ntl.bts.gov/lib/54000/54300/54344/I-394_Minneapolis_ICMS_Analysis_Plan__FHWA-JPO-10-037_.pdf
UR  - https://trid.trb.org/view/1342207
ER  - 

TY  - RPRT
AN  - 01472482
AU  - Friesz, Terry L
AU  - Yao, Tao
AU  - Mid-Atlantic Universities Transportation Center
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Dynamic, Stochastic Models for Congestion Pricing and Congestion Securities
PY  - 2010/12/31/Final Report
SP  - 13p
AB  - This research considers congestion pricing under demand uncertainty. In particular, a robust optimization (RO) approach is applied to optimal congestion pricing problems under user equilibrium. A mathematical model is developed and an analysis performed to consider robust, dynamic user equilibrium, optimal tolls based on the second-best problem known as the dynamic optimal toll problem with equilibrium constraints, or DOTPEC. Finally, numerical experiments and qualitative analyses are conducted to investigate the performance and robustness of the solutions obtained.
KW  - Congestion pricing
KW  - Mathematical models
KW  - Optimization
KW  - Stochastic processes
KW  - Tolls
KW  - Travel demand
UR  - http://www.mautc.psu.edu/docs/PSU-2009-01.pdf
UR  - https://trid.trb.org/view/1243635
ER  - 

TY  - RPRT
AN  - 01340434
AU  - Doyle, Jesse D
AU  - Howard, Isaac L
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory Investigation of High RAP Content Pavement Surface Layers
PY  - 2010/12/31/Final Report
SP  - 326p
AB  - A laboratory study was undertaken to investigate the feasibility of using high (25% or more) reclaimed asphalt pavement (RAP) content warm mix asphalt (WMA) mixtures to construct the surface of highways managed by the Mississippi Department of Transportation (MDOT). The focus of the research was high RAP, with secondary emphasis on warm mix technologies used in conjunction with RAP. Three RAP sources and two warm mix technologies (Sasobit® and Evotherm 3G™) were tested. The study used all asphalt mix designs performed in the past several years by MDOT alongside field produced surface mixes as the reference for comparison/investigation of high RAP-WMA properties. The investigation included durability, cracking, rutting, and moisture damage testing as its primary components. The study developed regression equations to estimate the amount of absorbed asphalt present in a given RAP source using the MDOT mix design database. It was shown that traditional methods of determining asphalt absorption of RAP are questionable in many situations. Durability was measured on the dense graded mixtures by the Cantabaro test, which is not a typical use of the test. Results did not indicate significant durability problems of the high RAP-WMA mixes, though they were shown to be less durable in some conditions. Mixture stiffness measured by the Bending Beam Rheometer (BBR) was used as a comparer to control mixes to evaluate crack resistance and produced varying results with test temperature, though no major problems were identified with the high RAP-WMA. Rutting was shown to be on par with PG 76-22 control mixes in some instances. Moisture damage was found to be a potential problem using loaded wheel testing under water. Overall, the study concluded that 25% RAP WMA was feasible and that 50% RAP WMA may be feasible for use in surface layers.
KW  - Asphalt mixtures
KW  - Laboratory studies
KW  - Mix design
KW  - Paving
KW  - Reclaimed asphalt pavements
KW  - Surface course (Pavements)
KW  - Warm mix paving mixtures
UR  - http://ntl.bts.gov/lib/37000/37900/37902/SS_212_Final_Report.pdf
UR  - https://trid.trb.org/view/1101718
ER  - 

TY  - RPRT
AN  - 01332478
AU  - Palomino, Angelica M
AU  - Tang, Xiaochao
AU  - Stoffels, Shelley M
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
AU  - Mid-Atlantic Universities Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Determination of Structural Benefits of PennDOT Approved Geogrids in Pavement Design
PY  - 2010/12/31/Final Report
SP  - 171p
AB  - This research was undertaken to evaluate and determine structural benefits of three Pennsylvania Department of Transportation approved geogrids for reinforcing weak pavement subgrade.  A mechanistic-empirical approach was adopted to develop subgrade permanent deformation models for geogrid-reinforced flexible pavements.  Multi-scale tests were conducted for the three geogrids.  Mechanical and index properties of the geogrids were tested before the geogrids were subjected to bench-scale testing, namely pullout and direct shear tests.  Two sets of accelerated pavement tests (APTs) were carried out to investigate the effectiveness of geogrids in improving pavement performance.  For each APT, four pavement sections were constructed in a pit with concrete walls, among which one was control and the others were reinforced with different geogrids.  Two different types of soil were involved for the subgrade construction through the two sets of accelerated testing.  Various instruments were installed in the pavement system to measure both static and dynamic response of the pavements.  Finite element models were created to simulate the pavement sections in the pit.  Subgrade permanent deformation models were developed for pavement sections on the basis of the model adopted by the "Mechanistic-Empirical Pavement Design Guide" (MEPDG).  The MEPDG model was modified to accommodate the test conditions in this study.  Calibration of the model was conducted using the measurements from the instrumented APT I while the measurements from the instrumented APT II were used to verify the model.
KW  - Accelerated tests
KW  - Finite element method
KW  - Flexible pavements
KW  - Geogrids
KW  - Mathematical models
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pennsylvania
KW  - Rutting
KW  - Subgrade (Pavements)
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Determination%20of%20Structural%20Benefits%20of%20Geogrids%20in%20Pavement%20Design.pdf
UR  - https://trid.trb.org/view/1096613
ER  - 

TY  - RPRT
AN  - 01332485
AU  - Deitrick, Sabina
AU  - Briem, Christopher
AU  - Beach, Scott
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Impacts of Vanpooling in Pennsylvania and Future Opportunities
PY  - 2010/12/30/Final Report
SP  - 154p
AB  - This study conducted a state survey to assess the feasibility of expanded vanpool operations in Pennsylvania and financing models available. An overview of current commuting patterns and vanpool operations in Pennsylvania is presented and an employer-based survey of attitudes toward vanpool programs was conducted among five firm-based organizations in South Central Pennsylvania in 2010. In addition, a cost-benefit analysis of vanpool programs and options for financing increased statewide vanpool programs was studied.
KW  - Attitudes
KW  - Benefit cost analysis
KW  - Commuting
KW  - Employers
KW  - Financing
KW  - Pennsylvania
KW  - Surveys
KW  - Vanpools
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Impacts%20of%20Vanpooling.pdf
UR  - https://trid.trb.org/view/1096616
ER  - 

TY  - ABST
AN  - 01548318
TI  - Accelerating the Rate of Innovation Among State DOTs. Research on Innovation Networks--Domestic Scans
AB  - National Cooperative Highway Research Program (NCHRP) Project 20-68A U. S. Domestic Scan Program is intended to facilitate technology transfer and innovation among state departments of transportation (DOTs) and others through personal contact.  A "scan" approach typically entails field visits to observe promising new practices, identify pertinent development and application issues, and assess appropriate technology transfer opportunities and methods. The scan visit focuses on face-to-face discussion of current experience, providing opportunities for a uniquely rich exchange of information that is difficult or impossible to replicate through written materials, telephone conversations, and e-mail correspondence.  The scan visits themselves are a productive means for spreading information and innovation, but scan projects typically include efforts to encourage scan-team members to expand the circle of information exchange through preparation and dissemination of a report of each scan, publications in trade and professional journals, and participation in conferences and other peer-to-peer forums.  Efforts must be made to assess the effectiveness of scans and post-scan dissemination activities as means for disseminating new concepts and practices and encouraging innovation. Research has shown that assessing the effectiveness of information flows within interpersonal and inter-organizational networks can yield valuable insights for understanding and accelerating technological innovation.  This research has been conducted predominantly in the private sector.  The objectives of the current project are to explore applications of the tools of social network analysis to the NCHRP's Domestic Scan Program and to DOTs more generally, to demonstrate measures of scan effectiveness, and to investigate the factors that contribute to the effectiveness of individuals acting as agents of technology transfer and innovation. This initial exploratory work entailed tracing the transmission of ideas from early-adopter scan-tem host agencies through scan-team members to recipient agencies and then onward through various channels to other users.  The underlying hypothesis tested was that the scan mechanism facilitates and accelerates the diffusion of innovation, producing substantial benefits for recipient agencies. A detailed survey of maintenance personnel was conducted to assess the ways information about new technologies were disseminated.
KW  - Evaluation and assessment
KW  - Information dissemination
KW  - Innovation
KW  - Social factors
KW  - Social networking
KW  - State departments of transportation
KW  - Technology transfer
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3068
UR  - https://trid.trb.org/view/1336180
ER  - 

TY  - ABST
AN  - 01485860
TI  - Improved Planning Process/ Process Management
AB  - Transportation planning recognizes critical links between transportation and other societal goals. This research will improve the transportation planning process by focusing on specific concepts that can affect change such as asset management performance measures certification review tools and data/modeling. This effort could support improved tools for required transportation management area Federal certification reviews.
KW  - Asset management
KW  - Certification
KW  - Management
KW  - Social factors
KW  - Transportation planning
UR  - https://trid.trb.org/view/1255085
ER  - 

TY  - RPRT
AN  - 01330472
AU  - Putjenter, Joseph G
AU  - Rosenbaugh, Scott K
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Reid, John D
AU  - Sicking, Dean L
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Performance Evaluation of Brass Breakaway Couplings
PY  - 2010/12/22/Final Report
SP  - 259p
AB  - Existing breakaway couplings have several disadvantages, including proprietary in nature, prohibitively expensive, inconsistent energy absorption due to temperature effects, and variable fatigue strength due to corrosion. Thus, the Illinois Department of Transportation (ILDOT) developed a free-cutting, brass breakaway coupling for use on luminaire or support poles. The free-cutting, brass breakaway couplings in combination with luminaire poles were evaluated according to the Test Level-3 (TL-3) safety performance criteria found in NCHRP Report No. 350. A total of 7 tests were conducted at the Valmont/UNL-MwRSF pendulum testing facility in compliance with the impact criteria corresponding to test designation no. 3-60. The results of these tests were then used to predict the high-speed test results, test designation no. 3-61, using the FHWA-approved extrapolation equation. Luminaire poles used were selected to provide one of two worst-case impact scenarios: (1) a tall massive pole that requires the most energy to rotate the pole, or (2) the lightest and weakest pole that may bend, fracture, or crush before the couplings break away. Successful tests of these two scenarios then provided a range of pole sizes that could be used in combination with the brass couplings. Upon completion of the physical testing and extrapolation analysis, aluminum luminaire poles with nominal heights between 30 ft (9.1 m) and 55 ft (16.8 m) and weights less than 755 lb (343 kg) were found to satisfy the TL-3 safety performance criteria when evaluated with the brass couplings. However, the selected and tested heavy steel poles failed to satisfy the change in velocity limit for the high-speed test. Therefore, an analytical analysis was conducted to identify the largest steel poles that are compatible with the brass couplings.
KW  - Brass
KW  - Breakaway supports
KW  - Couplings
KW  - Highway safety
KW  - Luminaires
KW  - Pendulum tests
KW  - Performance
KW  - Poles (Supports)
UR  - http://books.google.com/books/about/Performance_Evaluation_of_Brass_Breakawa.html?id=K0SyZwEACAAJ
UR  - https://trid.trb.org/view/1091072
ER  - 

TY  - RPRT
AN  - 01329748
AU  - Rosenbaugh, Scott K
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Bielenberg, Robert W
AU  - Reid, John D
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development of the MGS Approach Guardrail Transition Using Standardized Steel Posts
PY  - 2010/12/21/Final Report
SP  - 291p
AB  - A W-beam to thrie beam stiffness transition was developed to connect the Midwest Guardrail System (MGS) to a previously-approved thrie beam approach guardrail transition to bridge rail. This new stiffness transition was configured with standard steel posts commonly used by State Departments of Transportation. The system was crash tested and evaluated according to the Test Level 3 (TL-3) safety performance criteria specified in the Manual for Assessing Safety Hardware (MASH). BARRIER VII computer simulation modeling, in combination with post-in-soil bogie tests, was used to evaluate multiple transition configurations. The optimal configuration was the shortest design to successfully eliminate excessive pocketing and wheel snag. The approach guardrail transition was attached to Missouri’s thrie beam and channel bridge railing system. Three full-scale crash tests were conducted. During the first test, the upstream terminal anchor post failed prematurely, thus causing a loss of rail tension which ultimately led to vehicle pocketing. After inspection, the upstream anchor post was found to have a large knot located on its tension face at groundline that led to the wood fracture and failure of the test. The test was rerun given careful attention to the quality of the BCT anchor posts to ensure that the system design strength could be met. Following the successful containment and redirection of both the ½-ton Quad Cab pickup truck (2270P) and the small car (1100C) test vehicles, the safety performance of the stiffness transition between the MGS and a thrie beam approach guardrail transition system, including an asymmetrical guardrail element, was determined to be acceptable according to the TL-3 evaluation criteria specified in MASH.
KW  - Bridge approaches
KW  - Guardrail transition sections
KW  - Highway safety
KW  - Impact tests
KW  - Midwest Guardrail System
KW  - Posts
KW  - Steel
KW  - Thrie beams
KW  - W beams
UR  - http://ne-ltap.unl.edu/Documents/NDOR/dev_of_MGS_approach.pdf
UR  - https://trid.trb.org/view/1090859
ER  - 

TY  - RPRT
AN  - 01343218
AU  - Ooi, Phillip S K
AU  - Archilla, A R
AU  - Song, Y
AU  - Sagario, M L Q
AU  - University of Hawaii, Manoa
AU  - Hawaii Department of Transportation
AU  - Federal Highway Administration
TI  - Application of Recycled Materials in Highway Projects
PY  - 2010/12/17/Final Report
SP  - 390p
AB  - The impetus and pressure for pavement and geotechnical engineers to incorporate sustainability in engineering projects has led to a rise in the reuse of materials such as recycled concrete aggregate (RCA), reclaimed asphalt pavement (RAP) and recycled glass (RG) as fill and in pavement sub-layers.  Consequently, an understanding of their behavior and characteristics are necessary prior to use in practice.  Tests to characterize the materials, to assess their compactability and to address the vulnerability of RCA to tufa formation and aluminum corrosion were performed.  It was found that RCA from a mechanical viewpoint has superior strength and stiffness.  However, when exposed to water, it has a tendency to hydrate.  Initially, the hydration leads to a gain in strength and stiffness.  Subsequently, the material is prone to shrinkage cracking.  Nevertheless, the RCA stiffness and strength are still quite appreciable compared to the pre-cracked value.  RCA made with Hawaiian basaltic aggregate was found to not produce tufa in significant quantities as compared to dolomitic-based RCA when subjected to an accelerated leaching experiment.  However, corrosion of aluminum in the presence of RCA was found to cause significant swell pressures and as such, RCA should not be used in close proximity with any aluminum infrastructure or should not be contaminated with aluminum.  RAP on the other hand is more inert.  However, the mechanical properties are less desirable than those of virgin aggregate and RCA.  While the resilient modulus of RAP is quite appreciable, it suffered significant permanent deformation or rutting and its use should be contained by limiting its percent content.  The RG obtained in this study was crushed to a very fine gradation.  The large quantities of fines make working with RG hazardous as it can cause skin irritation.  Finally, changes to the State of Hawaii Standard Specifications are proposed to incorporate the use of these three recycled materials as a fill or as an unbound layer in pavements.  Two new sections (for RAP and RCA) are also proposed as additions to the current standard specifications.
KW  - Aluminum
KW  - Concrete aggregates
KW  - Corrosion
KW  - Deformation
KW  - Glass
KW  - Modulus of resilience
KW  - Pavements
KW  - Reclaimed asphalt pavements
KW  - Recycled materials
KW  - Tufa
UR  - https://trid.trb.org/view/1104513
ER  - 

TY  - RPRT
AN  - 01330463
AU  - McGhee, Mary D
AU  - Lechtenberg, Karla A
AU  - Bielenberg, Robert W
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Reid, John D
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Dynamic Impact Testing of Wood Posts for the Midwest Guardrail System (MGS) Placed Adjacent to a 2H:1V Fill Slope
PY  - 2010/12/16/Final Report
SP  - 82p
AB  - A stiffened version of the Midwest Guardrail System (MGS) with steel posts has been developed for use adjacent to 2H:1V roadside slopes. However, many members of the Midwest States Pooled Fund Program utilize wood posts. Therefore, it was requested to determine a wood post alternative to the steel posts utilized in the MGS adjacent to a 2H:1V slope. Dynamic impact testing was conducted on 6-in. x 8-in. (152-mm x 203-mm) wood posts and W6x9 (W152x13.4) steel posts with varying lengths and embedment depths when installed at the slope breakpoint of a 2H:1V slope. A total of seven bogie tests were performed - five tests on wood posts and two tests on steel posts. The posts were embedded in strong soil conforming to AASHTO Grade B for all tests. For each bogie test, acceleration data was used to determine the force vs. deflection and energy vs. deflection characteristics of the various post installations. Post-soil interaction forces and energy dissipation characteristics of the wood posts were compared to those for the steel posts used in the original design of the MGS adjacent to a 2H:1V slope. From these comparisons, a recommended post length was selected for the wood post alternative to the steel post in the MGS adjacent to a steep slope. A 7.5-ft (2.3- m) long, 6-in. x 8-in. (152-mm x 203-mm) wood post with a 58-in. (1,473-mm) embedment depth was found to provide the best possible performance and the closest correlation with the 9-ft (2.7-m) long, steel post. As such, this wood post was recommended as an alternative for the 9-ft (2.7-m) long, W6x9 (W152x13.4) steel post utilized in the MGS placed adjacent to a 2H:1V slope.
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Midwest Guardrail System
KW  - Posts
KW  - Slopes
KW  - Wood
UR  - http://books.google.com/books/about/Dynamic_Impact_Testing_of_Wood_Posts_for.html?id=zMqTZwEACAAJ
UR  - https://trid.trb.org/view/1091071
ER  - 

TY  - RPRT
AN  - 01330446
AU  - Schmidt, Jennifer D
AU  - Sicking, Dean L
AU  - Faller, Ronald K
AU  - Reid, John D
AU  - Bielenberg, Robert W
AU  - Lechtenberg, Karla A
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Investigating the Use of a New Universal Breakaway Steel Post – Phase 3
PY  - 2010/12/16/Final Report
SP  - 150p
AB  - A new fracturing-bolt, Universal Breakaway Steel Post (UBSP) was developed and evaluated for use as a replacement for the wood controlled release terminal (CRT) post currently used in the thrie beam bullnose system. The breakaway steel post was implemented into the thrie beam bullnose barrier system and subjected to two full-scale vehicle crash tests according to the Test Level 3(TL-3) guidelines provided in NCHRP Report No. 350. Test no. USPBN-3 (test designation no. 3-30) demonstrated that the breakaway steel post performed in a satisfactory manner in the bullnose system as the passenger car was captured and safely brought to a controlled stop. Test no. USPBN-4 (test designation no. 3-31) demonstrated that the breakaway steel post also performed in a satisfactory manner in the bullnose system as the pickup truck was captured and safely brought to a controlled stop. With the successful completion of these two full-scale crash tests along with other prior successful testing, it is recommended that the universal breakaway steel post be considered a safe alternative to the CRT posts in the original thrie beam bullnose median barrier system.
KW  - Breakaway supports
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Median barriers
KW  - Posts
KW  - Steel
UR  - http://ne-ltap.unl.edu/ndor-research-reports
UR  - https://trid.trb.org/view/1091144
ER  - 

TY  - RPRT
AN  - 01343113
AU  - Hummer, Joseph E
AU  - Rasdorf, William J
AU  - Findley, Daniel J
AU  - Zegeer, Charles V
AU  - Sundstrom, Carl A
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Procedure for Curve Warning Signing, Delineation, and Advisory Speeds for Horizontal Curves
PY  - 2010/12/15/Final Report
SP  - 150p
AB  - Horizontal curves are relatively dangerous features, with collision rates at least 1.5 times that of comparable tangent sections on average. To help make these segments safer, this research developed consistent study methods with which field personnel could examine curves. This research included an examination of curve crash characteristics, the development of a manual field investigation procedure, the development of calibration factors for the relevant collision prediction equations in the Highway Safety Manual, and geographic information system (GIS) methods for finding key curve parameters. Based on this work, the research team recommends a systematic approach for identifying, investigating, analyzing, and evaluating horizontal curves. This systematic approach can lead to the selection and evaluation of promising curves, assessment of funding sources, and a recommendation of appropriate countermeasures. The approach should sometimes include a statistical analysis of horizontal curve collisions taking into account various road, crash, weather, and temporal attributes to help identify any unique circumstances that create an overrepresentation of certain types or characteristics of collisions. The research team found a calibration factor of 1.33 for the collision prediction equation for two-lane roads in the Highway Safety Manual. The research team also recommends several methodologies to identify and measure the key characteristics of horizontal curves using data already stored in GIS files.
KW  - Advisory speeds
KW  - Countermeasures
KW  - Crash characteristics
KW  - Crash rates
KW  - Geographic information systems
KW  - Highway curves
KW  - Highway Safety Manual
KW  - Road markings
KW  - Statistical analysis
KW  - Traffic control devices
KW  - Two lane highways
KW  - Warning signs
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-07finalreport.pdf
UR  - https://trid.trb.org/view/1104900
ER  - 

TY  - ABST
AN  - 01465787
TI  - PEER Exchanges Group Discussions & Informational Gathering
AB  - The objective of this project is to organize and facilitate up to six 1.5 day peer exchanges over the course of this period; three on the topic of climate change adaption and three on climate change mitigation. For each peer exchange, the Federal Highway Administration (FHWA) will invite representatives of 7-10 State Departments of Transportation (DOTs), Metropolitan Planning Organizations (MPOs), FHWA Division Offices and relevant stakeholder organizations to provide input in the major subject areas to be included in each peer exchange.
KW  - Climate change
KW  - Climate change mitigation
KW  - Information dissemination
KW  - Metropolitan planning organizations
KW  - Peer exchange
KW  - State departments of transportation
UR  - https://trid.trb.org/view/1234021
ER  - 

TY  - ABST
AN  - 01486026
TI  - Innovative Data Analysis and Visualization (SI-09-37)
AB  - This project will create a Federal Highway Administration (FHWA)-wide team with representative from all the appropriate offices to conduct: inventory on the use of innovative data analysis and visualization with FHWA determining the types of existing databases and future databases and research results that could utilize innovative data analysis and visualization (i.e. SHRP2 naturalistic driving or congestion mitigation data) in order to assess appropriate and innovative methods that decision-makers can use to better understand complex data to conduct a synthesis of currently available methods software tools that could meet FHWA needs and identify pilot applications for appropriate methods.
KW  - Analysis
KW  - Congestion management systems
KW  - Data collection
KW  - Databases
KW  - Decision making
KW  - Technological innovations
KW  - Traffic congestion
KW  - Visualization
UR  - https://trid.trb.org/view/1255647
ER  - 

TY  - ABST
AN  - 01463462
TI  - Relating Ride Quality and Structural Adequacy for Pavement Rehabilitation/Design Decisions
AB  - Ride quality and structural adequacy are key pavement performance indicators. The relationship between these two indicators has been a topic of frequent and continuing discussion in the pavement community, but to date an accepted and widely used relationship has not been identified. The objective of this project was to identify and verify the relationship between these two performance indicators, if any, using the Long-Term Pavement Performance (LTPP) and other pavement performance data sources. This was done in an effort to improve the evaluation and use of pavement condition data in pavement rehabilitation and design decisions. More specifically, the project was intended to develop and document a mechanism to include both ride and structural adequacy values within the context of current network-level pavement management system (PMS) practices for highway agency implementation to ensure smooth pavements that are also structurally adequate. Towards the accomplishment of the project objective, two major activities were carried out: (1) a literature search to gather, review and synthesize available information on relating ride quality and structural adequacy, and (2) a review and assessment of data from the LTPP program to determine if such relationship existed.
KW  - Condition surveys
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Ride quality
KW  - Smoothness
UR  - http://www.fhwa.dot.gov/research/tfhrc/programs/infrastructure/pavements/ltpp/prelim.cfm
UR  - https://trid.trb.org/view/1231688
ER  - 

TY  - RPRT
AN  - 01376065
AU  - Baxter, Christopher D P
AU  - University of Rhode Island, Narragansett
AU  - University of Rhode Island, Narragansett
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Cyclic Resistance of Providence Silts Using
Mini-Cone Penetration and Standard Penetration Tests
PY  - 2010/12/01/Final Report
SP  - 31p
AB  - Most areas of coastal Rhode Island are underlain by thick layers of non-plastic silt and it is important to know if the existing standard-of-practice liquefaction potential evaluations (e.g. Robertson and Wride (1998) or Seed et al. (1985)) are accurate. The objective of this research was to critically evaluate the applicability of cone penetration test (CPT) and standard penetration test (SPT) based approaches to Providence silts. This was accomplished through a laboratory testing program involving the University of Rhode Island (URI) mini-cone calibration chamber and cyclic triaxial tests to develop a new relationship between cyclic resistance ratio and tip resistance for Providence silt. The new relationship was compared to the standard-of practice liquefaction potential evaluation methods from the literature. There was good agreement between the approaches which shows that the existing field-based CPT methods are applicable to Rhode Island silts. This is consistent with previous Rhode Island Department of Transportation (RIDOT) funded research on the liquefaction potential evaluation of silts in Rhode Island (Bradshaw et al. 2007; 2007a; Baxter et al. 2008). An attempt was also made to evaluate SPT-based approaches in silt using the mini-cone and laboratory cyclic data. A correlation between SPT blow counts and CPT tip resistance (qc/N60) was evaluated from two loose silt sites in Rhode Island where SPT and CPTs were performed adjacent to each other. The agreement between blow counts and tip resistance was very poor, most likely due to the small number of tests and small range of in situ densities. Because of the poor agreement, it was not possible to directly evaluate the SPT-based liquefaction evaluation approaches in the study.
KW  - Cone tip resistance
KW  - Cyclic resistance ratios
KW  - Laboratory tests
KW  - Liquefaction
KW  - Providence (Rhode Island)
KW  - Silts
KW  - Soil penetration test
UR  - http://www.dot.ri.gov/documents/about/research/Cyclic_Resistance_of_Providence%20Silts_(10-1)_2292.pdf
UR  - https://trid.trb.org/view/1142353
ER  - 

TY  - RPRT
AN  - 01551444
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Project Management Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project
PY  - 2010/12//Final Report
SP  - 74p
AB  - The Dallas Integrated Corridor Management (ICM) System Demonstration Project is a multi-agency, de-centralized operation which will utilize a set of regional systems to integrate the operations of the corridor. The purpose of the Dallas ICM System is to implement a multi-modal operations decision support tool enabled by real-time data pertaining to the operation of freeways, arterials, and public transit. The system will be shared between information systems and people involved in transportation operations and emergency response in the US-75 Corridor. The Dallas ICM System is intended to provide improved integration of operation procedures, including procedures that take advantage of the data sharing capabilities of the Dallas ICM System and facilitate improved emergency response, and traveler information. The purpose of the Project Plan is to assist the Dallas ICM Team by defining a procedural framework for management and control of the US-75 Integrated Corridor Management Demonstration Project, and development and deployment of the ICM System. The Project Plan serves as a reference for information regarding project structure and procedures throughout the project life cycle. As such it is a living document and will be updated at least twice in each year of the project.
KW  - Arterial highways
KW  - Dallas (Texas)
KW  - Data sharing
KW  - Decision support systems
KW  - Disasters and emergency operations
KW  - Freeways
KW  - Integrated corridor management
KW  - Project management
KW  - Public transit
KW  - Real time information
KW  - Transportation corridors
KW  - Traveler information and communication systems
UR  - http://ntl.bts.gov/lib/54000/54100/54129/Project_Management_Plan_-_Dallas_ICM_FINAL_Formatted.pdf
UR  - https://trid.trb.org/view/1340038
ER  - 

TY  - RPRT
AN  - 01551439
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - US-75 ICM System Requirements – Dallas Integrated Corridor Management (ICM)
Demonstration Project
PY  - 2010/12//Final Report
SP  - 125p
AB  - This document is intended as a listing and discussion of the Requirements for the US-75 Integrated Corridor Management System (ICMS) Demonstration Project in Dallas. This document describes what the system is to do (the functional requirements), how well it is to perform (the performance requirements), and under what conditions (non-functional and performance requirements). This document does not define how the system is to be built; that is the providence of the design document. This document pulls together requirements from a number of sources including but not limited to the Concept of Operations, the initial Systems Requirements Document and constraints identified by the agencies. This document sets the technical scope of the system to be built for the Demonstration Project. It is the basis for verifying the system and sub-systems when delivered via the Verification Plan.
KW  - Dallas (Texas)
KW  - Demonstration projects
KW  - Integrated corridor management
KW  - Performance measurement
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/54000/54100/54136/US-75_ICMS_Requirements_-_Demonstration_Phase_FINAL_Formatted.pdf
UR  - https://trid.trb.org/view/1340049
ER  - 

TY  - RPRT
AN  - 01551337
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Systems Engineering Management Plan: Dallas Integrated Corridor Management (ICM) Demonstration Project
PY  - 2010/12//Final Report
SP  - 61p
AB  - The purpose of the Dallas Integrated Corridor Management (ICM) System is to implement a multi-modal operations decision support tool enabled by real-time data pertaining to the operation of freeways, arterials, and public transit. The system will be shared between information systems and people involved in transportation operations and emergency response in the US-75 Corridor. The Dallas ICM System is intended to provide improved integration of operation procedures, including procedures that take advantage of the data sharing capabilities of the Dallas ICM System and facilitate improved emergency response, and traveler information. This Systems Engineering Management Plan is designed to assist the Dallas ICM Team by defining a procedural framework for management and control of the systems engineering components provided in the US-75 Integrated Corridor Management Demonstration Project contract. The Project Management Plan serves as a reference for information regarding project structure and procedures throughout the project life cycle. As such both are living documents and will be reviewed at least twice in each year of the contract and updated as appropriate.
KW  - Arterial highways
KW  - Dallas (Texas)
KW  - Data sharing
KW  - Decision support systems
KW  - Disasters and emergency operations
KW  - Freeways
KW  - Integrated corridor management
KW  - Public transit
KW  - Real time information
KW  - Systems engineering
KW  - Transportation corridors
KW  - Traveler information and communication systems
UR  - http://ntl.bts.gov/lib/54000/54100/54135/Systems_Engineering_Management_Plan_-_Dallas_ICM_FINAL_Formatted.pdf
UR  - https://trid.trb.org/view/1340043
ER  - 

TY  - RPRT
AN  - 01502024
AU  - Hansen, Will
AU  - Kang, Youngjae
AU  - University of Michigan, Ann Arbor
AU  - Michigan Department of Transportation
AU  - Federal Highway Administration
TI  - Durability Study of the US-23 Aggregate Test Road and Recent JPCP Projects with Premature Joint Deterioration
PY  - 2010/12//Final Report
SP  - 48p
AB  - Materials related distress (MRD) characterized by “starburst” type corner spalling at the longitudinal centerline joint, and occasional transverse joint spalling have developed at a rapid rate in a number of jointed plain concrete pavement (JPCP) projects constructed since 1999. The main objective for this project was to isolate the major cause(s) for suspected freeze-thaw deterioration, and to provide recommendations for improved materials specifications in order to ensure long-term freeze-thaw resistance to severe surface exposure conditions (i.e. surface contact with either water or 3% sodium chloride (NaCl)) during repeated freezing and thawing. Four younger (<10 years) field projects with this type of MRD and four older field projects without MRD were selected for laboratory freeze-thaw testing for two different exposure conditions (water and 3% NaCl) during cyclic freeze-thaw. Rapid surface deterioration developed due to deicer salt exposure within a few freeze-thaw cycles for the concrete with MRD problems. The concrete without MRD had significantly improved deicer scaling resistance. Microscopic examination of the scaled surfaces demonstrated that excessive expansion and cracking had developed within the Portland cement paste consistent with inadequate air-void system. ASTM C457 test method was used to evaluate the air-void system in the hardened concrete. The four concrete projects which had not developed freeze-thaw problems at the joints also had higher air contents (>5.5%) while the concretes with low air had severe deterioration. A substantial improvement in deicer scaling resistance was obtained for Michigan Department of Transportation's (MDOT’s) low-cement concrete containing slag cement (328 lbs Type I, and 162 lbs slag cement). The improvement was attributed to a better quality paste-coarse aggregate interface (i.e. without air-void clustering) and air-void system (smaller sized bubbles), and lower paste permeability (i.e. lower water uptake rate).
KW  - Air content
KW  - Concrete pavements
KW  - Deicing chemicals
KW  - Deterioration
KW  - Freeze thaw durability
KW  - Freeze thaw tests
KW  - Michigan
KW  - Pavement distress
KW  - Pavement joints
KW  - Scaling (Concrete)
KW  - Spalling
KW  - Specifications
UR  - http://www.michigan.gov/documents/mdot/MDOT_Research_Report_RC1534_342655_7.pdf
UR  - https://trid.trb.org/view/1279657
ER  - 

TY  - RPRT
AN  - 01487009
AU  - Henrie, Morgan
AU  - Ronchetti, Mike
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Feasibility Study of RFID Technology For Construction Load Tracking
PY  - 2010/12//Final Report
SP  - 41p
AB  - Alaska Department of Transportation and Public Facilities (ADOT&PF) is seeking more efficient business practices and processes to increase its speed in delivering supplies to work sites, optimize the workforce, and minimize costs. The current tracking process uses a computer-generated ticket carried by the truck driver to the dump point. The truck driver initially receives a cargo ticket while  loading. The load weight is recorded on the ticket at a plant weigh scale. At the dump point, the ticket is handed to a ticket taker on the grade. The ticket taker records additional information on the ticket such as the time and the station of the dump point. At least four people handle this cargo tracking ticket: a truck driver, scale person, ticker taker, and an office person. A driver must maintain possession of the ticket at all times during cargo or load transportation, by state and federal regulations. A scale  person updates this ticket. A ticket taker at the end records the final data. An office person tallies the day’s tickets to create an account payable item (payment) to the carrier or driver. These tracking tickets must be physically stored for three years after project date of completion. Technologies such as radio frequency identification (RFID) and global positioning system (GPS) can be used to track or record the same data. This study is exploring using new technologies to improve this process. These changes could also improve new project planning, management, and tracking of transportation operational data. In the past year, the research team has completed a literature review, purchased the necessary test RFID equipment, installed the new system in the field, and begun data collection.
KW  - Alaska
KW  - Feasibility analysis
KW  - Literature reviews
KW  - Materials management
KW  - Radio frequency identification
KW  - Technological innovations
KW  - Tracking systems
UR  - http://ine.uaf.edu/autc/files/2013/04/RFID-Final-DW.pdf
UR  - https://trid.trb.org/view/1256388
ER  - 

TY  - RPRT
AN  - 01458086
AU  - Li, Shuo
AU  - Noureldin, Samy
AU  - Zhu, Karen
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Safety Enhancement of the INDOT Network Pavement Friction Testing Program: Macrotexture and Microtexture Testing Using Laser Sensors
PY  - 2010/12//Final Report
SP  - 49p
AB  - The Indiana Department of Transportation has conducted annual network inventory friction testing using the locked wheel trailer to reduce wet pavement crashes. However, issues have arisen concerning the data credibility and field operation safety on high-speed highway facilities. Some researchers have investigated the evaluation of pavement friction using macrotexture measurements and found the relationship between friction and macrotexture is extremely weak. Currently, macrotexture can be readily measured at highway speeds, but microtexture is evaluated using friction at low speeds from a surrogate device. Microtexture plays an important role in friction force. The evaluation of pavement friction from texture measurements will be undermined without considering microtexture. This pilot study was conducted by the authors to examine the use of laser-based sensors in measuring pavement texture, in particular microtexture. The requirement for laser sampling frequency was established for choosing lasers during testing at highway speeds. Microtexture testing was conducted on cores taken from pavements. It was found that the Microtexture MPD, RMS and SV increased as the baseline length increased, regardless of the type of pavement, but tended to remain constant after the baseline length exceeded 12.75 mm. It was recommended that the microtexture MPD, RMS and SV should be computed in terms of a baseline length used for computing macrotexture. When estimating friction from microtexture measurements, the use of SV was as effective as the use of RMS. It is not necessary to include both SV and RMS when estimating friction from microtexture. Correlation analysis indicated that wet pavement friction had a positive relationship with macrotexture MPD, microtexture MPD, and microtexture SV. The microtexture SV may play a more important role in wet pavement friction than the microtexture MPD. Dry pavement friction is not as sensitive to macrotexture as to microtexture. Regression analysis indicated that pavement friction is related to both macrotexture and microtexture, not to macrotexture only. In addition, when pavement is wet, its surface friction is more sensitive to the slope variance than to the mean profile depth of the microtexture profile. It was recommended that more research effort is needed to investigate the characterization of microtexture and examine the effect of macrotexture slope variance. Research work is also needed to examine the image processing technology for measuring microtexture, and to confirm the hypothesis that pavement friction is probably related to microtextures with wavelengths greater than a certain value.
KW  - Friction
KW  - Friction tests
KW  - Lasers
KW  - Macrotexture
KW  - Microtexture
KW  - Pavements
KW  - Sensors
KW  - Surface texture tests
UR  - http://dx.doi.org/10.5703/1288284314248
UR  - https://trid.trb.org/view/1218714
ER  - 

TY  - RPRT
AN  - 01458082
AU  - Li, Shuo
AU  - Du, Yingzi (Eliza)
AU  - Jiang, Yi
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Site Verification of Weigh-in-Motion Traffic and TIRTL Classification Data
PY  - 2010/12//Final Report
SP  - 72p
AB  - Quality weigh-in-motion (WIM) traffic data is essential not only in general transportation applications, but also in pavement design. The new AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) for New and Rehabilitated Pavement Structures requires information on the detailed truck traffic, such as truck traffic volume, truck traffic monthly and hourly variations, vehicle class distribution, axle load, and axle load distributions, instead of the traditional ESALs. In addition, the Indiana Department of Transportation (INDOT) needs to collect traffic data frequently so as to timely provide accurate traffic information for planning, program development, operations, and pavement management. Currently, INDOT is using the pneumatic road traffic counters in traffic data collection, such as particular short-term or temporary traffic data collections. However, the pneumatic road traffic counter requires installation of rubber tubes on the pavement surface. As a result, the installation of rubber tubes usually creates safety issues to workers and is time consuming and labor intensive. Therefore, there is an urgent need for INDOT to utilize new devices to enhance the safety of field traffic data collection without compromising data quality. This study consists of two parts. The first part is to verify the accuracy of WIM vehicle classification and develop models for vehicle classification corrections using image processing technologies. The second part is to install and then evaluate a traffic surveillance system, i.e., the Transportable Infra-Red Traffic Logger (TIRTL). In the first part, the investigators collected video and WIM traffic data at WIM sites statewide. A digital image based vehicle monitoring and classification system was developed for verifying weigh-in-station data, in particular the vehicle classification counts. Based on the real world WIM and video traffic classification data, allocation factors were determined for correcting the unclassified vehicle counts associated with the WIM traffic data. In the second part of this study, a TIRTL system was installed to collect traffic data near a WIM site. Hourly traffic data was first gathered manually and by video cameras to verify the potential errors associated with the TIRTL vehicle counts. A large amount of daily WIM traffic data was also utilized as baseline data to evaluate the field performance of TIRTL and assess the impact of various weather conditions, such as fog, rain and snow, and thunderstorm on TIRTL’s performance. The evaluation was based on the FHWA Scheme F Vehicle Classification and solely a data-driven process.
KW  - Digital images
KW  - Traffic data
KW  - Traffic surveillance
KW  - Vehicle classification
KW  - Vehicle detectors
KW  - Weather conditions
KW  - Weigh in motion
UR  - http://dx.doi.org/10.5703/1288284314247
UR  - https://trid.trb.org/view/1218713
ER  - 

TY  - RPRT
AN  - 01458009
AU  - Bham, Ghulam H
AU  - Leu, Ming C
AU  - Mathur, Durga Raj
AU  - Vallati, Manoj
AU  - Missouri University of Science and Technology, Rolla
AU  - Mid-America Transportation Center
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Improving Work Zone Safety for Freight Vehicles: Effective Design Patterns for Vehicle Mounted Attenuators
PY  - 2010/12//Final Report
SP  - 56p
AB  - This report presents a study of driver perceptions using a driving simulator carried out on the effectiveness of four markings which vary in striping patterns and color combinations used at the rear of vehicle mounted attenuators (VMAs) in work zones during daytime, dusk and nighttime. One hundred and twenty participants from different age groups took part in the evaluation of VMA markings by driving through virtual highway work zones. During this experiment, driver reaction to VMA markings was determined based on their lane change distance (LCD). Additionally, the drivers were surveyed using a detailed subjective survey. Analysis of variance (ANOVA) was performed to determine the significant variables affecting the LCD. For each time of day, a pair wise least-square means test was conducted to calculate the difference in LCD between the markings. A Kolmogorov-Smirnov test was carried out to evaluate the significance of differences between the LCD frequency distributions of the markings. For the subjective evaluation, the markings were ranked by participants indicating their preferences using four different criteria for each time of day. The participants were also surveyed on the features of the individual markings and for the most preferred marking. The results of the objective and subjective evaluations indicated that, overall, the red and white checkerboard pattern was most effective.
KW  - Behavior
KW  - Design
KW  - Drivers
KW  - Driving simulators
KW  - Periods of the day
KW  - Road markings
KW  - Truck mounted attenuators
KW  - Trucking safety
KW  - Work zone safety
UR  - http://ntl.bts.gov/lib/46000/46600/46645/Bham_117_Improving_Work_Zone_Safety_Combined.pdf
UR  - https://trid.trb.org/view/1225556
ER  - 

TY  - RPRT
AN  - 01455843
AU  - Federal Highway Administration
AU  - Virginia Department of Transportation
AU  - Department of Agriculture
TI  - Virginia Forest Highway Long Range Transportation Plan: A Data-Driven Tool for Prioritizing Investments Based on Need
PY  - 2010/12
SP  - 48p
AB  - This 20-year transportation plan describes the Virginia Forest Highway (FH) Program and identifies the long-range goals for the program. This plan also describes the process for coordinated planning and decision-making among the partner agencies involved in the Virginia FH Program. This long-range plan is intended to help the Tri-Agency partners make better informed investment decisions for planning, safety management, preservation, and construction on FHs in Virginia. Because funds are limited, it is essential to assess needs, set priorities, and efficiently manage and leverage funds from a variety of sources to meet transportation needs. The other primary purpose of this document is to help transportation planners, transportation professionals, forest professionals, community representatives, and citizens who have an interest in improving FHs understand the FH Program, thereby helping them understand the types of projects eligible for program funding as well as how to participate in the planning and decision-making processes.
KW  - Decision making
KW  - Forest roads
KW  - Highway planning
KW  - Investments
KW  - Long range planning
KW  - National Forest System
KW  - Needs assessment
KW  - Partnerships
KW  - Strategic planning
KW  - Virginia
UR  - http://www.efl.fhwa.dot.gov/files/programs/lrtp/VA/VA-FH-LRTP-Final.pdf
UR  - https://trid.trb.org/view/1222886
ER  - 

TY  - RPRT
AN  - 01451105
AU  - United States Federal Highway Administration
TI  - Gaston East-West Connector, I-85 to I-485 and NC 160, Gaston and Mecklenburg counties : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Final(2v)
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1219649
ER  - 

TY  - RPRT
AN  - 01451104
AU  - United States Federal Highway Administration
TI  - I-70 first tier : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/1219648
ER  - 

TY  - RPRT
AN  - 01451103
AU  - United States Federal Highway Administration
TI  - SR 520 pontoon construction project : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Draft Appendix,Dsum, Final,Fsum
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1219647
ER  - 

TY  - RPRT
AN  - 01451006
AU  - United States Federal Highway Administration
TI  - Rex Whitton Expressway, Jefferson City, Cole County : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Draft Appendix, Draft AppendixB, Final, Final Appendix, Final AppendixB
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/1219550
ER  - 

TY  - RPRT
AN  - 01451003
AU  - United States Federal Highway Administration
TI  - Sunrise Corridor Highway 212/224 from I-205 to US 26, Clackamas County : environmental impact statement
PY  - 2010/12//Volumes held: Draft, Supplement to the draft, Final, Technical reports B1
KW  - Environmental impact statements
KW  - Oregon
UR  - https://trid.trb.org/view/1219547
ER  - 

TY  - RPRT
AN  - 01446055
AU  - Kay, Michael
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Ridesharing Options Analysis and Practitioners’ Toolkit
PY  - 2010/12
SP  - 38p
AB  - This report serves as both an analysis of current trends in ridesharing and a toolkit for public agencies, large and small, to create ridesharing programs tailored to meet the needs of their respective constituencies. Best practices from around the United States are illustrated in a series of case studies, and the report also contains a step-by-step “how to” guide for implementation. The report concludes with a comprehensive database of both public and private sector entities already engaged in ridesharing around the world.
KW  - Best practices
KW  - Carpools
KW  - Implementation
KW  - Recommendations
KW  - Ridesharing
KW  - United States
KW  - Vanpools
UR  - http://www.planning.dot.gov/documents/RidesharingOptions_Toolkit.pdf
UR  - https://trid.trb.org/view/1212536
ER  - 

TY  - RPRT
AN  - 01379848
AU  - Federal Highway Administration
TI  - Bridge Management Questionnaire Report
PY  - 2010/12
SP  - 46p
AB  - On January 12, 2009, the Office of Inspector General (OIG) of the U. S. Department of Transportation (DOT) provided the results of its audit of the National Bridge Inspection Program (NBIP). The report evaluated the Federal Highway Administration’s (FHWA's) efforts to promote State use of bridge management systems (BMS). The OIG recommended that the FHWA: a) initiate a program to collect data regularly on the States’ use of BMS, b) evaluate the data to identify States needing help in implementing an effective BMS, and c) provide technical assistance and training resources to them. To fulfill recommendation (a) a questionnaire was developed to assist with responding and was completed by the FHWA Division Office Bridge Engineers in coordination with their State DOT counterparts. Using the BMS questionnaire responses this report has been compiled and comments summarized. This report fulfills recommendation (b), however, FHWA plans to repeat the questionnaire process biennially.
KW  - Bridge management systems
KW  - Implementation
KW  - Questionnaires
KW  - States
UR  - https://www.fhwa.dot.gov/bridge/management/bms.pdf
UR  - https://trid.trb.org/view/1147564
ER  - 

TY  - RPRT
AN  - 01359836
AU  - Meade, Bobby W
AU  - Palle, Sudhir
AU  - Hopwood, Theodore
AU  - Younce, Rick
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Effects of Chloride Contamination on Coatings Performance
PY  - 2010/12//Final Report
SP  - 38p
AB  - Research indicates that chloride concentration as determined by currently available field test methods does not reliably predict protective coating performance on KYTC bridges. Laboratory testing of chloride charged panels also failed to relate chloride concentration to coating performance. The coatings industry provides recommendations for acceptable chloride levels for various exposure conditions but bridges are different than other structural steel and the exposure conditions for bridges are not adequately addressed. Effective chloride remediation strategies and protective coatings that perform best in the presence of chlorides need to be identified.
KW  - Anticorrosion coatings
KW  - Bridges
KW  - Chlorides
KW  - Contaminants
KW  - Corrosion protection
KW  - Deicing chemicals
KW  - Kentucky
KW  - Painting
KW  - Protective coating
KW  - Winter maintenance
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_10_SPR_366_08_1F.pdf
UR  - https://trid.trb.org/view/1125642
ER  - 

TY  - RPRT
AN  - 01359683
AU  - Crossfield, John
AU  - O'Connell, Lenahan
AU  - Wallace, Candice
AU  - Walton, Jennifer R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Local Evaluation for the Cumberland Gap Tunnel Regional ITS Deployment
PY  - 2010/12//Final Report
SP  - 51p
AB  - This report is the local evaluation of an Intelligent Transportation System deployment for the Cumberland Gap Tunnel and U.S. 25E corridor in Tennessee and Kentucky. This report examines the planning for the deployment and the systems and components used to achieve the goals of the deployment. The goals and expectations of the ITS deployment were to provide updated travel information to drivers in the vicinity of the Cumberland Gap Tunnel and along the U.S. 25E corridor; to improve the integration of the tunnel systems; to improve incident detection, verification, and response times along the U.S. 25E corridor; and to develop, use, and maintain a Regional ITS Architecture. A Regional ITS Architecture, a Strategic Plan, and an ITS Integration Plan were developed and used as the basis to upgrade and expand existing systems, to deploy regional signage, and to enhance communication. The report includes discussions of institutional involvement and the use of a project champion, along with lessons learned from the deployment.
KW  - Advanced traveler information systems
KW  - Cumberland Gap Tunnel (Kentucky)
KW  - Deployment
KW  - Evaluation
KW  - Incident detection
KW  - Institutional issues
KW  - Intelligent transportation systems
KW  - Lessons learned
KW  - Strategic planning
KW  - System architecture
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_21_RSF28_09_1F.pdf
UR  - https://trid.trb.org/view/1125596
ER  - 

TY  - RPRT
AN  - 01357899
AU  - Osborn, David A
AU  - Gulsby, William D
AU  - Stull, Daniel W
AU  - Cohen, Bradley S
AU  - Warren, Robert J
AU  - Miller, Karl V
AU  - Gallagher, George R
AU  - University of Georgia, Athens
AU  - Berry College
AU  - Georgia Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Evaluation of Devices Designed to Minimize Deer-Vehicle Collisions (Phase II)
PY  - 2010/12//Final Report
SP  - 169p
AB  - The authors evaluated behavioral responses of captive white-tailed deer to visual and physical barriers designed to minimize deer-vehicle collisions, determined effects of exclusion fencing on movements of free-ranging deer, and further tested the visual capabilities of deer, as related to potential mitigation strategies. They tested the efficacy of several fencing designs and that of a layer of rip-rap rock for restricting movements of captive deer. Woven-wire fences <1.8 m tall, similar heights of opaque fencing, and rip-rap rock were ineffective. Both 1.8-m and 2.4-m woven-wire fences were relatively more effective. Woven-wire fences >2.1-m tall and 1.2-m woven-wire fences with a top-mounted outrigger were most effective. The authors studied movements of free-ranging deer before and after construction of 1.6-km of 2.4-m woven-wire and 1.6-km of 1.2-m woven-wire with a top-mounted outrigger. Fencing did not affect deer home range size, and deer often circumvented fence ends. Daily deer movements in response to fencing were reduced by 98% and 90% for the 2.4-m and outrigger designs, respectively. The outrigger design has potential for reducing collisions because of its relative affordability and ability to function as a 1-way barrier. To further test deer vision, as related to deterrents to roadway crossing, the authors developed an automated system for training deer to associate a white-light stimulus with a food reward. Each of six captive deer correctly identified the positive reward in >75% of trials by Day 19. This system will be used to further characterize the visual thresholds of deer, and to test innovative roadside mitigation strategies.
KW  - Animal vehicle collisions
KW  - Barriers (Roads)
KW  - Before and after studies
KW  - Countermeasures
KW  - Crashes
KW  - Deer
KW  - Deer-vehicle collisions
KW  - Fences
KW  - Height
KW  - Visual threshold
KW  - White light
KW  - Wildlife fencing
UR  - http://ntl.bts.gov/lib/42000/42900/42989/07-02_Phase_II.pdf
UR  - https://trid.trb.org/view/1123389
ER  - 

TY  - RPRT
AN  - 01345011
AU  - Holmes, Jonathan F
AU  - Holcombe, Wiley
AU  - Daley, Wayne
AU  - Usher, Colin
AU  - Robertson, Steven
AU  - Georgia Institute of Technology, Atlanta
AU  - Georgia Department of Transportation
AU  - Federal Highway Administration
TI  - Development of an Automated Pavement Crack Sealing System
PY  - 2010/12//Final Report
SP  - 125p
AB  - Pavement crack sealing operations remain predominantly manual due to the challenges associated with automation. The research performed by the Georgia Tech Research Institute in conjunction with the Georgia Department of Transportation has proved in many ways that a commercial-scale automated crack sealing system is viable. Solutions related to the high-speed firing of nozzles, automated crack detection, and navigation in a real-time system have been demonstrated on a limited-scale system. Additional work remains on the testing of longitudinal crack sealing solutions, and fine tuning of crack detection algorithms. Once these issues have been properly addressed, the remaining tasks will primarily be associated with scaling the system from 12" of width to a full-lane width. The future of automated crack sealing operations is promising as this research has demonstrated that the technical barriers to commercialization have been addressed, thus opening the door for increases in productivity and worker safety.
KW  - Automation
KW  - Crack sealing
KW  - Pavement cracking
KW  - Pavement maintenance
KW  - Sealing (Technology)
UR  - http://www.dot.ga.gov/BuildSmart/research/Documents/2047.pdf
UR  - https://trid.trb.org/view/1106013
ER  - 

TY  - SER
AN  - 01343613
JO  - NHTS Brief
PB  - Federal Highway Administration
TI  - National Household Travel Survey: Active Travel
PY  - 2010/12
SP  - 2p
AB  - Policies aimed at improving the health of Americans are focusing on the public infrastructure to ensure safe and convenient opportunities for physically active transport such as walking and biking.  The National Household Travel Survey (NHTS) conducted from April 2008 through April 2009 found that nearly 37% of Americans reported no walk trips at all in the previous week.  This concerns transportation planners and policy makers because walking contributes to health, reduces emissions, and adds to the quality of life in a community.  About 25% of children reported taking no walks or bike rides outside for any reason in the previous week.  Nearly one-third of younger people (16-65 years old) and almost half of older Americans (65 and older) reported taking no walks outside for any purpose in the previous week.  Additional statistics on this topic are reported in this NHTS Brief.
KW  - Adults
KW  - Aged
KW  - Bicycling
KW  - Children
KW  - Health
KW  - National Household Travel Survey
KW  - Physical activity
KW  - Policy making
KW  - Quality of life
KW  - Surveys
KW  - Transportation planning
KW  - United States
KW  - Walking
KW  - Young adults
UR  - http://nhts.ornl.gov/briefs/ActiveTravel.pdf
UR  - https://trid.trb.org/view/1105737
ER  - 

TY  - RPRT
AN  - 01343111
AU  - Park, Byungkyu (Brian)
AU  - Jones, Theresa K
AU  - Griffin, Stephen O
AU  - Science Applications International Corporation
AU  - University of Virginia, Charlottesville
AU  - Federal Highway Administration
TI  - Traffic Analysis Toolbox Volume XI: Weather and Traffic Analysis, Modeling and Simulation
PY  - 2010/12
SP  - 87p
AB  - This document presents a weather module for the traffic analysis tools program. It provides traffic engineers, transportation modelers and decision makers with a guide that can incorporate weather impacts into transportation system analysis and modeling. The module describes how users can implement weather analysis using mesoscopic or microscopic traffic simulation modeling tools. It also includes weather and traffic data sources and discusses various weather responsive traffic operations and management strategies.
KW  - Highway traffic control
KW  - Mesoscopic traffic flow
KW  - Microscopic traffic flow
KW  - Traffic analysis tools
KW  - Traffic models
KW  - Traffic simulation
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/37000/37800/37841/TAT%20Vol%20XI%20-%20508%20Files/tat_xi.pdf
UR  - https://trid.trb.org/view/1104942
ER  - 

TY  - RPRT
AN  - 01342263
AU  - Ley, Tyler
AU  - Rotithor, Hari
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Ultra-Thin Whitetopping (UTW) in Oklahoma
PY  - 2010/12//Final Report
SP  - 72p
AB  - With the current level of deterioration of pavements in Oklahoma and the United States, a satisfactory repair technique that is economical and can be applied rapidly while resisting a significant volume of traffic is becoming important.  Thin concrete overlays have been used in increasing numbers over hot-mix asphalt (HMA) pavements and at intersections as a rapid and economical method of repair.  These repairs have shown outstanding service in the state of Oklahoma with service lives over 10 years when used in areas with moderate truck traffic.  These overlays are commonly referred to as white toppings as the overlay material is much lighter than the asphalt it is overlaying.  This report is organized in three major sections.  In section 2 the current condition of whitetoping projects is reviewed in Oklahoma.  The inspection of these projects was primarily done with visual inspection, but some work was done with cores from the projects and also with Falling Weight Deflectometer measurements.  In section 3 a review of the different whitetopping design methodologies is presented.  In section 4 specific unanswered questions over whitetoppings are covered that the Oklahoma DOT felt were important to address from the existing literature.
KW  - Concrete overlays
KW  - Oklahoma
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Repairing
KW  - Ultra-thin whitetopping
KW  - Whitetopping
UR  - http://ntl.bts.gov/lib/42000/42400/42429/FY10_2222_Ley_FinalRpt.pdf
UR  - https://trid.trb.org/view/1104056
ER  - 

TY  - RPRT
AN  - 01342259
AU  - Jackson, Eric D
AU  - Mahoney, James M
AU  - Oliveira, Dionysia F
AU  - Sime, James M
AU  - University of Connecticut, Storrs
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Connecticut Product Evaluation Database Application - Phase 1B
PY  - 2010/12//Final Report
SP  - 45p
AB  - The Federal Highway Administration (FHWA), the American Association of State Highway  Transportation Officials (AASHTO) and the Transportation Research Board (TRB), a division of the National Research Council (NRC), maintain databases to store national transportation data that cover many aspects of the transportation system and its operation. Much of these data are collected by the state transportation agencies. In many instances, the state-level database management systems and/or information tracking systems do not automatically generate output appropriate for direct submission to FHWA, AASHTO or TRB. Therefore, there was a need to develop a digital protocol and database management system to streamline tracking and reporting of transportation proprietary product evaluation information for internal use and submittal to the national databases. Increasing the efficiency of this reporting process will allow ConnDOT, and potentially other DOTs, to more efficiently conduct this business function and with greater detail and accuracy. The first phase of this research developed the application. The second phase of this research developed the protocol and local-area-network connectivity necessary to provide wider access to the database.
KW  - Connecticut Department of Transportation
KW  - Connectivity
KW  - Database management systems
KW  - Databases
KW  - Local area networks
KW  - Product evaluation
UR  - http://ntl.bts.gov/lib/37000/37800/37842/CT-2239-F-09-7.pdf
UR  - https://trid.trb.org/view/1104422
ER  - 

TY  - RPRT
AN  - 01341164
AU  - Zimmerman, Kathryn A
AU  - Pierce, Linda M
AU  - Krstulovich, James
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Pavement Management Roadmap – Executive Summary
PY  - 2010/12//Final Report Executive Summary
SP  - 18p
AB  - The Federal Highway Administration (FHWA) sponsored the development of a Pavement Management Roadmap to help identify the steps needed to address current gaps in pavement management and to establish research and development initiatives and priorities. This is the executive summary of the final report entitled "Pavement Management Roadmap" (FHWA-HIF-11-011). This document presents an overview of the 10-year Pavement Management Roadmap, which can be used to guide new research, development, and technology transfer opportunities that will lead to improved approaches to pavement management. The roadmap was intended from the beginning to be a collaborative process that would involve representatives from each of the various stakeholder groups that either use pavement management data, support the use of pavement management concepts, or provide technical assistance or training to current or future pavement management practitioners. The contents of this roadmap were derived from a series of stakeholder workshops in which representatives from state and local agencies, academia, private industry (including data collection and software vendors), FHWA, and others met to discuss and prioritize the needs of pavement management professionals. The resulting needs were organized and grouped into one of the following four themes that emerged from the process: Theme 1: Use of Existing Tools and Technology; Theme 2: Institutional and Organizational Issues; Theme 3: The Broad Role of Pavement Management; and Theme 4: New Tools, Methodologies, and Technology.
KW  - Asset management
KW  - Institutional issues
KW  - Needs assessment
KW  - Pavement management systems
KW  - Research management
KW  - Stakeholders
KW  - Technology
KW  - Technology transfer
UR  - http://www.fhwa.dot.gov/asset/hif11014/hif11014.pdf
UR  - https://trid.trb.org/view/1103127
ER  - 

TY  - RPRT
AN  - 01341163
AU  - Zimmerman, Kathryn A
AU  - Pierce, Linda M
AU  - Krstulovich, James
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Pavement Management Roadmap
PY  - 2010/12//Final Report
SP  - 131p
AB  - The Federal Highway Administration (FHWA) sponsored the development of a Pavement Management Roadmap to help identify the steps needed to address current gaps in pavement management and to establish research and development initiatives and priorities. This document presents an overview of the 10-year Pavement Management Roadmap, which can be used to guide new research, development, and technology transfer opportunities that will lead to improved approaches to pavement management. The roadmap was intended from the beginning to be a collaborative process that would involve representatives from each of the various stakeholder groups that either use pavement management data, support the use of pavement management concepts, or provide technical assistance or training to current or future pavement management practitioners. The contents of this roadmap were derived from a series of stakeholder workshops in which representatives from state and local agencies, academia, private industry (including data collection and software vendors), FHWA, and others met to discuss and prioritize the needs of pavement management professionals. The resulting needs were organized and grouped into one of the following four themes that emerged from the process: Theme 1: Use of Existing Tools and Technology; Theme 2: Institutional and Organizational Issues; Theme 3: The Broad Role of Pavement Management; and Theme 4: New Tools, Methodologies, and Technology. The executive summary to this report is published as a stand alone document, entitled "Pavement Management Roadmap – Executive Summary" (FHWA-HIF-11-014).
KW  - Asset management
KW  - Institutional issues
KW  - Needs assessment
KW  - Pavement management systems
KW  - Research management
KW  - Stakeholders
KW  - Technology
KW  - Technology transfer
UR  - http://www.fhwa.dot.gov/asset/hif11011/hif11011.pdf
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif09015/hif09015.pdf
UR  - https://trid.trb.org/view/1103129
ER  - 

TY  - RPRT
AN  - 01340392
AU  - Varner, Robert L
AU  - Burns Cooley Dennis, Incorporated
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Shrinkage and Durability Study of Bridge Deck Concrete
PY  - 2010/12//Final Report
SP  - 181p
AB  - The Mississippi Department of Transportation is incorporating changes to material specifications and construction procedures for bridge decks in an effort to reduce shrinkage cracking. These changes are currently being implemented into a limited number of projects to evaluate MDOT’s new Class BD concrete. This class of concrete was modeled after Kansas Department of Transportation’s special provision for low cracking, high performance concrete which was based on studies conducted by the University of Kansas. While Class BD concrete is based on recommendations of the research performed at the University of Kansas, there was limited data available for MDOT engineers to evaluate shrinkage characteristics of concrete made with gravel and cementitious materials available in Mississippi. This research generates shrinkage and permeability data for thirty mixtures developed with readily available materials in Mississippi.
KW  - Admixtures
KW  - Bridge decks
KW  - Cementitious materials
KW  - Concrete
KW  - Durability
KW  - Gravel
KW  - Mississippi
KW  - Permeability
KW  - Shrinkage
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS216.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37831/State_Study_216_Final_Report.pdf
UR  - https://trid.trb.org/view/1101883
ER  - 

TY  - RPRT
AN  - 01339692
AU  - Hummer, Joseph E
AU  - Haley, Rebecca L
AU  - Ott, Sarah E
AU  - Foyle, Robert S
AU  - Cunningham, Christopher M
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Superstreet Benefits and Capacities
PY  - 2010/12//Final Report
SP  - 353p
AB  - This research evaluated operational, safety, and perceived effects of superstreets, called restricted crossing U-turn intersections by FHWA, and developed a useful level of service LOS) estimation program which could be used on North Carolina‘s urban and rural arterial roadway system. The operational analysis involved calibrating and validating VISSIM models of three existing signalized superstreets in North Carolina – two isolated intersections, and one five-intersection superstreet corridor. Results from the three models were compared to results from models of equivalent conventional intersections at various volume levels using travel time as the main measure of effectiveness. The superstreet outperformed the conventional intersection at each location studied, reducing the overall average travel time per vehicle traveling through the intersection. The safety analysis involved three separate methods – naïve, comparison-group, and Empirical Bayes. Only unsignalized superstreets were analyzed using the Empirical Bayes method. Three signalized superstreets were also evaluated using the Surrogate Safety Assessment Model (SSAM). The results from the analyses were inconclusive with signalized superstreets. Unsignalized superstreets, however, showed a significant reduction in total, angle and right turn, and left turn collisions in all analyses. Analyses also showed a significant reduction in fatal and injury collisions as well. Resident, commuter, and business perceptions of superstreets were evaluated using survey data. The perceptions were mixed within each of the three groups, with some positive and some negative feelings. A LOS program was developed to provide highway capacity and service volumes for superstreets for use in planning applications. The research outcomes will enable the North Carolina Department of Transportation to have a better understanding of superstreet performance, which can lead to cost saving by reductions in collisions and travel time.
KW  - Arterial highways
KW  - Crashes
KW  - Empirical Bayes method
KW  - Highway operations
KW  - Level of service
KW  - North Carolina
KW  - Public opinion
KW  - Signalized intersections
KW  - Superstreets
KW  - Surrogate Safety Assessment Model
KW  - Travel time
KW  - U turns
KW  - Unsignalized intersections
KW  - VISSIM (Computer model)
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-06finalreport.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37839/2009-06finalreport.pdf
UR  - https://trid.trb.org/view/1102462
ER  - 

TY  - RPRT
AN  - 01339673
AU  - Hudson, Joan G
AU  - Qu, Tongbin Teresa
AU  - Turner, Shawn
AU  - Texas Transportation Institute
AU  - Capital Area Metropolitan Planning Organization
AU  - Federal Highway Administration
TI  - Forecasting Bicycle and Pedestrian Usage and Research Data Collection Equipment
PY  - 2010/12//Technical Report
SP  - 81p
AB  - During recent years, community leaders and transportation professionals in the Austin area have increased their interest in pedestrian and bicycle travel. Advocacy groups, task forces, bicycling clubs, and volunteer organizations encourage governmental agencies to do more to improve safety and accommodations for these vulnerable users. The sentiments have been upheld by the Federal Highway Administration with policy statements supporting livability concepts which include bicycle and pedestrian transportation improvements. With all of the attention on these forms of non-motorized transportation in the region, there is a need to know whether the programs are actually increasing the number of people who bike and walk. The Capital Area Metropolitan Planning Organization (CAMPO) hired the Texas Transportation Institute (TTI) to help them find the answer to these and other questions. The project’s scope of work includes the following tasks: 1. Research bicycle and pedestrian monitoring programs in order to recommend an appropriate method to collect data, 2. Collect existing bicycle and pedestrian traffic counts in the five-county Austin-Round Rock Metropolitan Statistical Area while testing data collection equipment, 3. Forecast potential use from bicycle and pedestrian infrastructure, 4. Integrate the sketch planning tool into the CAMPO transportation planning process, and 5. Complete a final report, executive summary, and data collection training. This document comprises the final report for the project and includes the results of each of the above tasks. It is organized by task with additional details provided in the appendixes. Best practices and lessons learned from agencies that have pedestrian and bicycle monitoring programs are included. Based on these findings, researchers made recommendations for CAMPO. The tool developed by TTI identifies missing links in the pedestrian and bicycle network. Included in this report are pedestrian and bicycle volume data at 15 locations around the region.
KW  - Austin (Texas)
KW  - Best practices
KW  - Bicycle counts
KW  - Bicycle travel
KW  - Capital Area Metropolitan Planning Organization (Texas)
KW  - Data collection
KW  - Forecasting
KW  - Lessons learned
KW  - Pedestrian counts
KW  - Pedestrians
KW  - Sketch planning
KW  - Travel demand
UR  - http://ntl.bts.gov/lib/37000/37800/37837/TTI-Forecasting_bicycle_and_pedestrian_usage_and_research_data_collection_equipment.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37837/TTI-Forecasting_bicycle_and_pedestrian_usage_and_research_data_collection_equipment.pdf
UR  - https://trid.trb.org/view/1102398
ER  - 

TY  - RPRT
AN  - 01339089
AU  - Cunningham, Christopher M
AU  - Miller, Mike
AU  - Findley, Daniel J
AU  - Smith, Sarah
AU  - Carter, Daniel
AU  - Schroeder, Bastian
AU  - Katz, Donald
AU  - Foyle, Robert S
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Economic Effects of Access Management Techniques in North Carolina
PY  - 2010/12//Final Report
SP  - 45p
AB  - The North Carolina Department of Transportation has made significant strides to reduce collisions and increase capacity along strategic highway corridors across the state. Efforts have led to the implementation of many different access management techniques along corridors, such as installing medians versus two-way left turn lanes, using leftovers, closing median openings, and installing superstreets. The Department has continued to receive comments from businesses along these corridors indicating their concern that these new designs will have a negative economic impact because of the lack of direct access to their properties. This study employs a perception based survey technique with the use of comparison sites to create a pseudo before-after study. Owners of businesses along treatment corridors viewed access management techniques in a more positive light than the perceptions of those on comparison sites. Their similar performance in terms of business revenues indicates that there is no direct evidence of negative economic impacts due to access management installations.
KW  - Access control (Transportation)
KW  - Before and after studies
KW  - Businesses
KW  - Economic impacts
KW  - Highway corridors
KW  - Medians
KW  - North Carolina
KW  - Superstreets
KW  - Two way left turn lanes
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-12finalreport.pdf
UR  - https://trid.trb.org/view/1101701
ER  - 

TY  - RPRT
AN  - 01338174
AU  - Nasrazadani, Seifollah
AU  - Mielke, David
AU  - Springfield, Tyler
AU  - Ramasamy, Naresh
AU  - University of North Texas, Denton
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Practical Applications of FTIR to Characterize Paving Materials
PY  - 2010/12//Technical Report
SP  - 163p
AB  - Practical applications of Fourier Transform Infrared Spectroscopy (FTIR) in determination of quality and uniformity of antistripping additives, curing membrane compounds, concrete spall repair epoxy materials, evaporation retardants, and concrete cement were investigated. Polymer content in a number of polymer modified asphalt samples were measured based on calibration curves developed for two sets of samples (received from asphalt suppliers to Texas Department of Transportation) with known polymer contents. Quantification of polymer in asphalt was based on the relationship between the intensity ratio of 966 cm-1/1375 cm-1absorption bands to the polymer concentration (wt%). Correlation factor for this relationship for the two sets of data was above 0.96. FTIR technique appears to be capable of quantifying alkali content in concrete cement. A linear relationship was observed relating absorption bands ratio of 750 cm-1/923 cm-1 to Na2O equivalent (as measured with X-ray Fluorescence) with R² =0.97. FTIR fingerprints of spall repair patching epoxy, concrete curing membrane, and evaporation retardants were obtained. A separate practical protocol for each kind of analysis was developed for identification and quantification (where applicable) for paving materials constituents. Despite successful applications of FTIR in the analysis of polymer content in asphalt binders, alkali content assessment in concrete cement, and fingerprinting of spall repair epoxy, curing membranes, and evaporation retardants, FTIR was not found to be a suitable technique to detect and quantify antistripping agents in asphalt materials due to low concentration of the antistripping agents and possibly band overlap in the spectra of organic compounds.
KW  - Alkali content
KW  - Antistrip additives
KW  - Asphalt emulsions
KW  - Bituminous binders
KW  - Cement
KW  - Curing agents
KW  - Epoxides
KW  - Evaporation reducers
KW  - Fourier transforms
KW  - Infrared spectroscopy
KW  - Membrane curing
KW  - Polymer asphalt
KW  - Polymer content
KW  - Spall repair materials
UR  - http://library.ctr.utexas.edu/pdf03/Final_0-5608-1_UNT.pdf
UR  - https://trid.trb.org/view/1100705
ER  - 

TY  - SER
AN  - 01337309
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Superpave Gyratory Compactors
PY  - 2010/12
SP  - 35p
AB  - The Superpave mix design procedure features the Superpave gyratory compactor (SGC) for compacting specimens of hot mix asphalt. The primary operating parameters for the SGC include the pressure applied to the specimen during compaction; the speed of gyration/rotation; the number of gyrations applied to the specimen; and the angle of gyration. Values for these parameters were established during the development of the Superpave system under the Strategic Highway Research Program. It is correctly and commonly assumed that gyratory compactors in which the gyration angle, speed of gyration, and applied pressure are properly calibrated will produce hot mix asphalt specimens having similar volumetric properties. In recent years, however, this basic assumption of the equivalency of properly calibrated compactors has been called into question. There are numerous potential sources of variability related to the production of a laboratory-compacted hot mix asphalt specimen. It is important that practitioners recognize and minimize all such sources of variability – in addition to the use of internal angle of gyration to calibrate the SGC. The FHWA Expert Task Group on Mixtures and Aggregates (ETG) developed this document with two primary goals: (1) to help practitioners address all potential sources of variability in producing compacted hot mix asphalt specimens; and (2) provide a brief history of the development of the concepts, practices, and equipment for measuring the internal angle of gyration and the development of specifications for implementing the use of the internal angle into routine practice.
KW  - Angle of gyration
KW  - Compaction
KW  - Gyratory compactors
KW  - Hot mix asphalt
KW  - Internal angle of gyration
KW  - Mix design
KW  - Superpave
KW  - Variability
UR  - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11032/hif11032.pdf
UR  - http://ntl.bts.gov/lib/55000/55800/55891/HIF_11032.PDF
UR  - https://trid.trb.org/view/1097881
ER  - 

TY  - SER
AN  - 01337299
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Superpave Mix Design and Gyratory Compaction Levels
PY  - 2010/12
SP  - 10p
AB  - This Technical Brief provides an overview of the intent of the Superpave volumetric mix design and a suggested process to evaluate effects of changes to the gyration levels. There has been some concern by various highway agencies that the Superpave mixture design system produces asphalt mixes that are too dry (too low asphalt binder content) and may have resulted in durability issues. A National Cooperative Highway Research Program (NCHRP) project 9‐9(1), Report 573 “Verification of Gyration Levels in the Ndesign Table,” recommended a reduction in gyratory compaction levels based on studies of densification in the field. To address the issue of gyratory compaction levels, the FHWA Mix ETG recommends agencies perform an independent evaluation prior to making any adjustments in compaction levels from the AASHTO R 35 standards. The evaluation would evaluate the effect of the proposed changes in gyration level to performance for typical aggregates, binder, and mix designs. This technical brief provides suggestions on conducting the evaluations.
KW  - Asphalt mixtures
KW  - Evaluation
KW  - Gyratory compaction
KW  - Mix design
KW  - Superpave
KW  - Volumetric properties
UR  - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11031/hif11031.pdf
UR  - https://trid.trb.org/view/1097877
ER  - 

TY  - SER
AN  - 01337295
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - A Review of Aggregate and Asphalt Mixture Specific Gravity Measurements and Their Impacts on Asphalt Mix Design Properties and Mix Acceptance
PY  - 2010/12
SP  - 39p
AB  - Current practices for asphalt mix design and acceptance testing rely on volumetric properties. Vital to the calculation of mix volumetric properties are specific gravity measurements of the mixture and the aggregate in the mixture. In essence, the specific gravity measurements are conversion factors which allow conversion of mass percentages to volume proportions/percentages. The accuracy and reliability of the specific gravity measurements are therefore fundamental to the business of building quality hot-mix asphalt (HMA) pavements. This Technical Brief summarizes a critical review of specific gravity measurement methods. The objectives of this review are to summarize problems and issues with current methods, examine possible improvements and/or alternate methods, and identify areas that need further research and development.
KW  - Aggregates
KW  - Asphalt mixtures
KW  - Hot mix asphalt
KW  - Measurement
KW  - Mix design
KW  - Specific gravity
KW  - Volumetric properties
UR  - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11033/hif11033.pdf
UR  - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11033/tb00.cfm
UR  - http://ntl.bts.gov/lib/55000/55800/55892/HIF_11033.PDF
UR  - https://trid.trb.org/view/1097879
ER  - 

TY  - RPRT
AN  - 01335486
AU  - Craighead, Lance
AU  - Craighead, April
AU  - Oechsli, Lauren
AU  - Kociolek, Angela
AU  - Western Transportation Institute
AU  - Craighead Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Bozeman Pass Post-Fencing Wildlife Monitoring
PY  - 2010/12//Final Research Report
SP  - 42p
AB  - The Bozeman Pass transportation corridor between Bozeman and Livingston, Montana, includes Interstate 90 (I-90), frontage roads, and a railroad. The highway was a suspected barrier and hazard to animal movement in the Bozeman Pass area, which is considered a corridor for wildlife moving north and south between the Greater Yellowstone Ecosystem and other habitat. In 2007, wildlife connectivity measures were incorporated into the reconstruction of a Montana Rail Link (MRL) bridge. These measures included wildlife exclusion fencing along approximately one mile of I-90, four jump-outs, cattle guards, and landscape design modifications. Data on wildlife crossings and animal–vehicle collisions (AVCs) were collected before and after construction to evaluate the effectiveness of the mitigation measures in reducing AVCs and allowing for animal movements under the highway. Ungulate–vehicle collisions (UVCs) decreased significantly inside the fenced roadway post-installation. There has not been a significant increase in UVC rates at either the fence ends or in the study area as a whole. Track-bed and remote camera data indicate increased wildlife movement under the MRL bridge and through culverts. An analysis of road kill density before and after fencing suggests that one road kill hotspot was been mitigated but that others remain. Suggestions for further mitigation as well as modifications to the jumpouts and fence ends are presented. Because the mitigation measures were added to a structure replacement project and largely made use of existing landscape features, the cost of the project was lower than direct installation of new mitigation measures. In three years post-fencing, the reduction in UVCs has resulted in savings that are greater than the cost of installation. Incorporating wildlife connectivity measures into scheduled road projects early in the planning stages can be a cost-effective way to reduce AVCs and preserve healthy wildlife populations
KW  - Animal vehicle collisions
KW  - Before and after studies
KW  - Bozeman (Montana)
KW  - Cameras
KW  - Cost effectiveness
KW  - Culverts
KW  - Habitat (Ecology)
KW  - Habitat connectivity
KW  - High risk locations
KW  - Highway bridges
KW  - Interstate 90
KW  - Monitoring
KW  - Road kill
KW  - Ungulates
KW  - Wildlife crossings
KW  - Wildlife fencing
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/boz_wildlife/final_report_jan11.pdf
UR  - http://www.mdt.mt.gov/research/projects/env/boz_wildlife.shtml
UR  - https://trid.trb.org/view/1099045
ER  - 

TY  - RPRT
AN  - 01335485
AU  - Dougald, Lance E
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Best Practices in Traffic Operations and Safety: Phase II: Zig-zag Pavement Markings
PY  - 2010/12//Final Report
SP  - 94p
AB  - The Washington and Old Dominion (W&OD) Trail is a 45-mile multiuse trail that spans the Virginia counties of Fairfax and Loudoun. The more than 70 highway crossings of the trail create a significant potential for serious crashes between vehicles and bicyclists/pedestrians. In an attempt to increase safety at two of the crossings, the Virginia Department of Transportation (VDOT) installed zig-zag pavement markings in Loudoun County where the trail crosses Belmont Ridge Road and Sterling Boulevard. This study assessed the effectiveness of the zig-zag pavement markings. Effectiveness was defined as: (1) an increase in motorist awareness in advance of the crossing locations; (2) a positive change in motorist attitudes; and (3) motorist understanding of the markings. Motorist awareness was assessed by before and after speed studies. Motorist attitudinal changes were assessed through a survey targeting motorists, pedestrians, and bicyclists familiar with the markings. The survey was distributed via links posted on the Loudoun County government office website and electronic newsletters distributed by the Broad Run and Sterling District supervisors’ offices (respective districts for Belmont Ridge Road and Sterling Boulevard). Links were also distributed to bicycle clubs operating throughout the Northern Virginia area. Motorist understanding was assessed through a hand-out survey in a different region of the state that targeted motorists unfamiliar with the zig-zag marking installation in Loudoun County. The study found that the markings installed in advance of the two crossings heightened the awareness of approaching motorists. This was evidenced by reduced mean vehicle speeds within the marking zones. Further, the majority of survey respondents indicated an increase in awareness, a change in driving behavior, and a higher tendency to yield than before, and the markings had a sustained positive effect on speed reduction. The study also found that motorists have limited understanding regarding the purpose of the markings, and users of the W&OD Trail and motorists are confused regarding who has the right of way at the crossings. The study recommends that (1) VDOT’s Northern Region Traffic Engineering Division lead an effort to recommend to the Federal Highway Administration that zig-zag pavement markings be included in the Manual on Uniform Traffic Control Devices; (2) the National Committee on Uniform Traffic Control Devices adopt as guidance the zig-zag pavement marking design parameters presented in this study; (3) VDOT continue to re-mark and maintain the zig-zag pavement markings at both test locations; (4) VDOT monitor and collect data on crashes at both locations for a 3-year period; and (5) a review of the Code of Virginia be undertaken with respect to those sections of the Code having to do with trail users on multiuse pathways and their obligation to comply with non-signalized traffic control devices. When the costs of installing zig-zag pavement markings are compared to those of other safety countermeasures and the same effectiveness with respect to crash avoidance is assumed, the benefits of the zig-zag pavement markings far exceed those of a “do nothing” approach and those of the other countermeasures. For example, if two evident injury crashes were avoided over a 5-year period, the monetary benefits associated with the installation of zig-zag pavement markings would be approximately $91,000 compared to approximately $58,000 for advance flashing beacons; overhead flashing beacons would have a monetary disbenefit (cost) of approximately $7,000.
KW  - Attitudes
KW  - Awareness
KW  - Before and after studies
KW  - Behavior modification
KW  - Best practices
KW  - Bicycle crashes
KW  - Bicycle crossings
KW  - Bikeways
KW  - Cost effectiveness
KW  - Countermeasures
KW  - Crosswalks
KW  - Highway operations
KW  - Loudoun County (Virginia)
KW  - Pedestrian-vehicle crashes
KW  - Recommendations
KW  - Road markings
KW  - Speed reduction (Motor vehicles)
KW  - Surveys
KW  - Traffic safety
KW  - Trails
KW  - Understanding
KW  - Zig-zag road markings
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r9.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56147/VA-11-R9.PDF
UR  - https://trid.trb.org/view/1099044
ER  - 

TY  - RPRT
AN  - 01334688
AU  - Hunter, William W
AU  - Thomas, Libby
AU  - Srinivasan, Raghavan
AU  - Martell, Carol A
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Evaluation of Shared Lane Markings
PY  - 2010/12//Technical Report
SP  - 92p
AB  - Shared lane markings help convey to motorists and bicyclists that they must share the travel way on which they are operating. The purpose of the markings is to create improved conditions for bicycling by clarifying where bicyclists are expected to ride and to remind motorists to expect bicyclists on the road. The purpose of this study was to evaluate the impact of several uses of shared lane pavement markings, specifically the sharrow design, on operational and safety measures for bicyclists and motorists. Experiments were conducted in three cities. In Cambridge, MA, there was interest in experimenting with the placement of sharrows at a 10-ft spacing from the curb to prevent dooring from parked vehicles. In Chapel Hill, NC, sharrows were placed on a busy five-lane corridor with wide outside lanes and no parking. In Seattle, WA, sharrows were placed in the center of the lane on a downhill portion of a busy bicycle commuting street. Prior to the sharrows, a 5-ft bicycle lane was added to the uphill portion of the street in conjunction with shifting the center line. A variety of hypotheses were examined, and results were generally positive. Sharrows can be used in a variety of situations, and increased use should serve to raise motorist awareness of bicyclists or the possibility of bicyclists in the traffic stream. It is recommended that trials similar to those performed in this study be continued in other locations and traffic settings to improve guidance for users.
KW  - Cambridge (Massachusetts)
KW  - Chapel Hill (North Carolina)
KW  - Cyclists
KW  - Drivers
KW  - Field studies
KW  - Highway traffic control
KW  - Road markings
KW  - Seattle (Washington)
KW  - Shared-use lanes
KW  - Sharrows
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10041/10041.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55766/FHWA-HRT-10-041.PDF
UR  - https://trid.trb.org/view/1097947
ER  - 

TY  - RPRT
AN  - 01334687
AU  - Masad, Eyad
AU  - Koneru, Saradhi
AU  - Scarpas, Tom
AU  - Kassem, Emad
AU  - Rajagopal, K R
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Modeling of Hot-Mix Asphalt Compaction: A Thermodynamics-Based Compressible Viscoelastic Model
PY  - 2010/12//Final Report
SP  - 114p
AB  - Compaction is the process of reducing the volume of hot-mix asphalt (HMA) by the application of external forces. As a result of compaction, the volume of air voids decreases, aggregate interlock increases, and interparticle friction increases. The quality of field compaction of HMA is one of the most important elements influencing asphalt pavement performance. Poor compaction has been associated with asphalt bleeding in hot weather, moisture damage, excessive aging and associated cracking, and premature permanent deformation. This study was conducted to develop a model within the context of a thermomechanical framework for the compaction of asphalt mixtures. The asphalt mixture was modeled as a nonlinear compressible material exhibiting time-dependent properties. A numerical scheme based on finite elements was employed to solve the equations governing compaction mechanisms. The material model was implemented in the Computer Aided Pavement Analysis (CAPA-3D) finite-element (FE) package. Due to the difficulty of conducting tests on the mixture at the compaction temperature, a procedure was developed to determine the model’s parameters from the analysis of the Superpave® gyratory compaction curves. A number of mixtures were compacted in the Superpave® gyratory compactor using an angle of 1.25 degrees in order to determine the model’s parameters. Consequently, the model was used to predict the compaction curves of mixtures compacted using a 2-degree angle of gyration. The model compared reasonably well with the compaction curves. FE simulations of the compaction of several pavement sections were conducted in this study. The results demonstrated the potential of the material model to represent asphalt mixture field compaction. The developed model is a useful tool for simulating the compaction of asphalt mixtures under laboratory and field conditions. In addition, it can be used to determine the influence of various material properties and mixture designs on the model’s parameters and mixture compactability.
KW  - Asphalt mixtures
KW  - Compaction
KW  - Finite element method
KW  - Gyratory compactors
KW  - Hot mix asphalt
KW  - Mathematical models
KW  - Thermodynamics
KW  - Viscoelasticity
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/10065/10065.pdf
UR  - https://trid.trb.org/view/1097951
ER  - 

TY  - RPRT
AN  - 01334684
AU  - Shi, Xianming
AU  - Liu, Yajun
AU  - Yang, Zhengxian
AU  - Berry, Michael
AU  - Rajaraman, Prathish Kumar
AU  - Western Transportation Institute
AU  - California Department of Transportation
AU  - Federal Highway Administration
TI  - Validating the Durability of Corrosion Resistant Mineral Admixture Concrete
PY  - 2010/12//Final Report
SP  - 179p
AB  - The objectives of this research are to validate chloride diffusion coefficients of mineral admixture concrete mix designs currently developed by the Caltrans for corrosion mitigation, and to verify the adequacy of existing measures to mitigate corrosion caused by exposure to marine environments and deicing salt applications. To this end, this research includes a comprehensive literature review on relevant topics, a laboratory investigation and a modeling effort. Various laboratory tests were conducted to investigate the compressive strength of and chloride diffusivity in mortar and concrete samples with cement partially replaced by various minerals (class F and class N fly ash, ultra-fine fly ash, silica fume, metakaolin and ground granulated blast-furnace slag), the porosity of mineral concretes, the freeze-thaw resistance of mineral mortars in the presence of deicers, and the effect of mineral admixtures on the chloride binding and chemistry of the pore solution in mortar. The modeling effort explores the important features of ionic transport in concrete and develops a two-dimensional finite-element-method (FEM) model coupled with the stochastic technique. The numerical model is then used to examine the service life of reinforced concrete as a function of mix design (i.e., partial replacement of cement by mineral admixtures), concrete cover depth, surface chloride concentrations, and presence of cracks and coarse aggregates.
KW  - Admixtures
KW  - Chlorides
KW  - Compressive strength
KW  - Concrete
KW  - Concrete bridges
KW  - Corrosion
KW  - Cover depth (Rebars)
KW  - Deicing chemicals
KW  - Finite element method
KW  - Fly ash
KW  - Freeze thaw durability
KW  - Granulated slag
KW  - Laboratory tests
KW  - Literature reviews
KW  - Marine environments
KW  - Mathematical models
KW  - Metakaolin
KW  - Mix design
KW  - Porosity
KW  - Reinforced concrete
KW  - Service life
KW  - Silica fume
UR  - http://www.dot.ca.gov/research/researchreports/reports/2010/2012-12-task_0939.pdf
UR  - http://www.westerntransportationinstitute.org/documents/reports/4W1495_Final_Report.pdf
UR  - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm51c20t0/2/producer%2F4W1495_Final_Report.pdf
UR  - https://trid.trb.org/view/1097959
ER  - 

TY  - RPRT
AN  - 01334242
AU  - Berman, Jeffrey W
AU  - Wang, Bo-Shiuan
AU  - Roeder, Charles W
AU  - Olson, Aaron W
AU  - Lehman, Dawn E
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Triage Evaluation of Gusset Plates in Steel Truss Bridges
PY  - 2010/12//Final Research Report
SP  - 83p
AB  - Following research into the collapse of the I-35W steel truss bridge in Minneapolis, Minnesota, FHWA released recommendations for load rating the gusset plates of steel truss bridges. The recommendations include evaluation of several limit states, one of which requires the consideration of multiple load cases and possible lines failure, making the procedures somewhat difficult and time consuming to employ. Given the large inventory of steel truss bridges in Washington state and around the country, and the large number of unique joints and gusset plates on each bridge, a more expedient method for evaluating gusset plate resistance is highly desirable. The objective of this study is to develop a procedure to rapidly evaluate gusset plates in steel truss bridges. The procedure should be appropriately conservative and easy to apply and should be able to be implemented instead of the current FHWA recommendations. This study used analytical methods, originally developed for analysis of gusset plates in braced frames, to develop a rapid gusset plate assessment tool that meets that objective. To develop a rapid gusset plate assessment procedure, denoted the Triage Evaluation Procedure (TEP), specific gusset plate joints from Washington state bridges were analyzed in detail. The TEP contains three primary checks, namely, gusset plate yielding, gusset plate buckling, and fastener strength. Analysis showed that the TEP is conservative in relation to the FHWA recommendations for evaluating gusset plate strength and, when applied at service loads, identifies the same joint with a rating factor of less than 1.0 as the FHWA recommendations applied at strength loads. The researchers concluded that gusset plates on steel truss bridge may be safely and conservatively load rated by using the TEP. When applied at service loads, the TEP will result in a minimum number of joints falsely identified as yielding. Furthermore, the TEP was found to be considerably more efficient than the FHWA recommendations.
KW  - Buckling
KW  - Gusset plates
KW  - Load factor
KW  - Truss bridges
KW  - Washington (State)
KW  - Yield stress
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/757.1.pdf
UR  - https://trid.trb.org/view/1097596
ER  - 

TY  - RPRT
AN  - 01334231
AU  - Wang, Yinhai
AU  - Yu, Runze
AU  - Lao, Yunteng
AU  - Thomson, Timothy
AU  - University of Washington, Seattle
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Quantifying Incident-Induced Travel Delays on Freeways Using Traffic Sensor Data: Phase II
PY  - 2010/12//Final Research Report
SP  - 89p
AB  - Traffic incidents cause approximately 50 percent of freeway congestion in metropolitan areas, resulting in extra travel time and fuel cost. Quantifying incident-induced delay (IID) will help people better understand the real costs of incidents, maximize the benefit-to-cost-ratio of investments in incident remedy actions, and facilitate the development of active traffic management and integrated corridor management strategies. Currently, a number of algorithms are available for IID quantification. However, these algorithms were developed with certain theoretical assumptions that are difficult to meet in real-world applications. Furthermore, they have only been applied to simulated cases and have not been sufficiently verified with ground-truth data. To quantify IID over a regional freeway network using existing traffic sensor measurements, a new approach for IID estimation was developed in this study. This new approach combines a modified deterministic queuing diagram with short-term traffic flow forecasting techniques to overcome the limitation of the zero vehicle-length assumption in the traditional deterministic queuing theory. A remarkable advantage with this new approach over most other methods is that it uses only volume data from traffic detectors to compute IID and hence is easy to apply. Verification with the video-extracted ground truth IID data found that the IID estimation errors with the new approach were within 6 percent for the two incident cases studied. This implies that the new approach is capable of producing fairly accurate freeway IID estimates using volumes measured by existing traffic sensors. This approach has been implemented on a regional map-based platform to enable quick, convenient, and reliable freeway IID estimates in the Puget Sound region.
KW  - Freeways
KW  - Loop detectors
KW  - Puget Sound Region
KW  - Queuing theory
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic forecasting
KW  - Traffic incidents
KW  - Traffic volume
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/758.1.pdf
UR  - https://trid.trb.org/view/1097562
ER  - 

TY  - RPRT
AN  - 01334230
AU  - Chang, Barbara
AU  - Hutchinson, Tara C
AU  - University of California, San Diego
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Experimental Evaluation of P-Y Curves Considering Liquefaction Development
PY  - 2010/12//Research Report
SP  - 98p
AB  - This report presents details and findings of a test series conducted on a single pile embedded in homogeneous saturated Nevada sand, which was subjected to sequential dynamic shaking and lateral (inertial-equivalent) loading. This report documents the model test design and construction, details regarding the loading protocol, test observations and post test results. A key goal in the test program was to develop a data set capable of rendering insight into the characteristics of ’p-y’ resistance under developing liquefied soil conditions. While evidence in the literature indicates that this resistance is reduced as excess pore pressure increases, the shape and amplitude of how the reduced p-y curve develops during pore pressure build-up are needed for reliable design of pile foundations in areas prone to earthquake-induced soil liquefaction. Analyses of the experimental data show that mobilization of the partially liquefied soil was achieved during lateral loading. Additional data were evaluated including wave test measurements (hammer strikes to model), settlement, and acceleration measurements. Results presented focus importantly on the static p-y curves backcalculated from the bending moment distributions at the achieved excess pore pressures. A rich set of test data was produced from this testing series, which will be useful for model validation and subsequent design efforts.
KW  - Bending moments
KW  - Earthquake resistant design
KW  - Liquefaction
KW  - P-Y curves
KW  - Pile foundations
KW  - Piles (Supports)
KW  - Pore pressure
KW  - Sand
KW  - Soil structure interaction
KW  - Test procedures
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/762.1.pdf
UR  - https://trid.trb.org/view/1097598
ER  - 

TY  - RPRT
AN  - 01333862
AU  - Abu-Odeh, Akram Y
AU  - Williams, William F
AU  - Buth, C Eugene
AU  - Kim, Kang-Mi
AU  - Texas Transportation Institute
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a TL-3 Deep Beam Tubular Backup Bridge Rail
PY  - 2010/12//Final Report
SP  - 122p
AB  - The objective of this study is to investigate the performance of the Ohio Department of Transportation (ODOT) Deep Beam bridge rail system per the National Cooperative Highway Research Program (NCHRP) Report 350 TL-3. Analytical study, computer simulation, and testing approach are to be addressed to accomplish the objective of this study. The final expected product is a design of the ODOT Deep Beam bridge rail system with any needed retrofit that will bring the system in compliance with the NCHRP Report 350 performance criteria per TL-3. The modified ODOT Deep Beam bridge rail design is shown to be successfully able to pass NCHRP Report 350 Test Level 3 assessment criteria. This conclusion is based on engineering strength analysis and nonlinear finite element simulation. The added rail on the top of the bridge rail helped reduced potential vehicular dynamics instability that may occur if only the original rail (less height) was used. Also, the additional lower rail (rub rail) provided protection against tire snagging in the opening below the main rail and the deck. This snagging mode could be detrimental for small vehicle impacts due to the subsequent excessive deformation and increased ridedown acceleration. This system can be implemented in the field subsequent to Federal Highway Administration (FHWA) Office of Safety approval of the simulation results presented herein or the full scale crash tests that were recommended. The modified design presented herein represents a retrofit that can be installed by a qualified construction crew. The research team recommends using the ODOT transition GR-3.4. A modification is suggested for that transition detail to accommodate the added top and rub rails in the modified ODOT Deep Beam bridge rail. One example would be to turn the top rail toward the middle rail at an angle and to extend the rub rail along a few transition posts and then turn it back toward the field side.
KW  - Bridge railings
KW  - Design
KW  - Finite element method
KW  - Guardrail transition sections
KW  - Impact tests
KW  - NCHRP Report 350
KW  - Retrofitting
KW  - Simulation
KW  - Tubular backup (Guardrail)
UR  - http://worldcat.org/oclc/705370387/viewonline
UR  - https://trid.trb.org/view/1097328
ER  - 

TY  - RPRT
AN  - 01333861
AU  - Thiagarajan, Ganesh
AU  - Gopalaratnam, V
AU  - Halmen, Ceki
AU  - Ajgaonkar, Sheetal
AU  - Ma, Shuang
AU  - Gudimetla, Balu
AU  - Chamarthi, Ravi
AU  - University of Missouri, Kansas City
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Bridge Approach Slabs for Missouri DOT: Looking at Alternative and Cost Efficient Approaches
PY  - 2010/12//Final Report
SP  - 251p
AB  - The objective of this project is to develop innovative and cost effective structural solutions for the construction of both new and replacement deteriorated Bridge Approach Slabs (BAS). A cost study and email survey were performed to identify states whose BAS are lower in costs compared to Missouri and perform adequately. Finally, it was decided to recommend slabs with a span of 20 feet and 12 in. thickness for new construction. An analytical beam on elastic foundation analysis based software has been developed and designs presented. A detailed three dimensional finite element analysis of BAS models was carried out in SAP to determine design moments. For slabs that need replacement, an innovative pretensioned precast slab with transverse ties is presented. The costs of both the new cast in place and precast slabs are around 25% cheaper than the current Missouri Department of Transportation (MoDOT) slab and hence even the precast pretensioned solution could be tried out for new slab construction. A preliminary study on the usage of Controlled Low Strength Material (CLSM) as a replacement for the currently used practice of compacted soil and aggregate base, which could possibly be both cost effective and mitigate void issues under the slab, is  presented. Life cycle cost analyses have been performed for the proposed solutions.
KW  - Air voids
KW  - Bridge approach slabs
KW  - Bridge approaches
KW  - Cast in place concrete
KW  - Cost effectiveness
KW  - Design
KW  - Finite element method
KW  - Flowable fill
KW  - Life cycle costing
KW  - Mathematical models
KW  - Missouri
KW  - Moments (Mechanics)
KW  - Precast concrete
KW  - Software
UR  - http://library.modot.mo.gov/RDT/reports/TRyy0915/or11009.pdf
UR  - https://trid.trb.org/view/1097324
ER  - 

TY  - RPRT
AN  - 01333858
AU  - Gross, Frank
AU  - Persaud, Bhagwant
AU  - Lyon, Craig
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - A Guide to Developing Quality Crash Modification Factors
PY  - 2010/12
SP  - 72p
AB  - The purpose of this guide is to provide direction to agencies interested in developing crash modification factors (CMFs). Specifically, this guide discusses the process for selecting an appropriate evaluation methodology and the many issues and data considerations related to various methodologies. The guide opens with a background of CMFs, including the definition of CMFs and related terms, purpose and application, and general issues related to CMFs. The guide then introduces various methods for developing CMFs. Discussion of these methods is not intended to provide step-by-step instruction for application. Rather, this guide discusses study designs and methods for developing CMFs, including an overview of each method, sample size considerations, and strengths and weaknesses. A resources section is provided to help users identify an appropriate method for developing CMFs based on the available data and characteristics of the treatment in question. The resources section also includes a discussion of considerations for improving the completeness and consistency in CMF reporting. The guide is written for transportation safety practitioners, consultants, and researchers. These primary users are expected to have experience and/or education in the theory and practice of road safety engineering, including basic analytical procedures and statistical concepts.
KW  - Crash modification factors
KW  - Development
KW  - Guidelines
KW  - Highway safety
KW  - Methodology
KW  - Safety engineering
UR  - http://safety.fhwa.dot.gov/tools/crf/resources/fhwasa10032/fhwasa10032.pdf
UR  - https://trid.trb.org/view/1097321
ER  - 

TY  - RPRT
AN  - 01333777
AU  - Carlson, Daniel
AU  - Howard, Zachary
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Impacts of VMT Reduction Strategies on Selected Areas and Groups
PY  - 2010/12//Final Research Report
SP  - 100p
AB  - The State of Washington has established benchmarks for reducing vehicle miles travelled (VMT). The ambitious targets call for VMT reductions of 18 percent by the year 2020, 30 percent by the year 2035, and 50 percent by mid century. This report discusses estimates and examines impacts of VMT reduction strategies on selected groups and geographic areas mandated by state legislation. The five groups and areas were small businesses whose employees cross county lines to get to work, low-income residents, farmworkers—especially migrant workers, distressed counties, and counties with more than half the land in federal or tribal ownership. The study defined these groups and areas, established a typology of VMT reduction strategies, and made assumptions about behavior and trip lengths based on available literature. It then estimated impacts on the selected groups and areas and suggested several implementation steps and areas for further research.
KW  - Economic impacts
KW  - Income
KW  - Strategic planning
KW  - Travel behavior
KW  - Travel demand management
KW  - Trip length
KW  - Vehicle miles of travel
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/751.1.pdf
UR  - https://trid.trb.org/view/1094904
ER  - 

TY  - RPRT
AN  - 01329776
AU  - Mitchell, Gayle F
AU  - Riefler, R Guy
AU  - Russ, Andrew
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Vegetated Biofilter for Post Construction Storm Water Management for
Linear Transportation Projects – Dormant Grass Test Supplement
PY  - 2010/12//Technical Report Supplement
SP  - 64p
AB  - The vegetated biofilter is a low impact development technique that can be integrated into stormwater management of linear transportation systems and capitalize on the natural environment to mitigate stormwater. In the project report (USFHWA/OH-2010/7), the behavior of a 4 ft (1.2 m) wide by 14 ft (4.3 m) long prototype vegetated biofilter slope under simulated storm events at various pollutant concentrations, slopes, and flow rates was evaluated. This supplement discusses the behavior of the same prototype during dormant or winter conditions at slopes and flow rates as follows: 8:1, medium; 4:1, medium; and 2:1, medium. Tests were conducted using methods similar to that of the original study. The influent pollutant concentration during the simulated storm events was at the “medium” level, which included medium concentration during the first part and low concentration in the trailing portion of the event. The pollutants included the same seven metals, soil, and oil used in the original study. In addition chlorides were added in the influent to simulate and measure the effects of salt used for pavement winter maintenance on the biofilter. The prototype vegetated biofilter foreslope under dormant conditions provided fair to excellent performance in removal of pollutants (seven metals, suspended material, and oil and grease) from a medium concentration simulated storm water runoff. Over 80 percent removal was achieved for all constituents except iron (75%), zinc (58%) and chlorides (negligible). TSS removal declined from a summer condition average removal of about 95% to 80% for the dormant condition. Results at slopes of 8:1, 4:1, and 2:1 did not indicate declining performance with increasing slope. Vegetation coverage was about 60 % for the dormant tests contrasted to an average 83% during the summer tests, which contributed to the reduction in removals. Within the parameters of this study, findings indicated that the foreslope portion of the vegetated biofilter even during a dormant condition significantly reduces the quantity of pollutants in the runoff.
KW  - Biofilters
KW  - Dormant grass
KW  - Filters
KW  - Runoff
KW  - Storm water management
KW  - Vegetated filter strips
KW  - Vegetation
KW  - Winter
UR  - http://worldcat.org/oclc/671776720/viewonline
UR  - http://ntl.bts.gov/lib/55000/55800/55859/FHWA-OH-2010-7_SUPPLEMENT.PDF
UR  - https://trid.trb.org/view/1090556
ER  - 

TY  - RPRT
AN  - 01329770
AU  - Mileski, Joan P
AU  - Thrailkill, Robert
AU  - Haupt, Karl
AU  - Lane, John
AU  - McMullen, William
AU  - Gunn, Joshua
AU  - Kruse, C James
AU  - Bierling, David
AU  - Texas A&M University, Galveston
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Recommendations and Guidelines on Shoreline Development and Hazards to Navigation
PY  - 2010/12
SP  - 24p
AB  - This guidebook addresses recommendations regarding encroachment into the Gulf Coast Intracoastal Waterway (GIWW). Encroachment of hazards to navigation creates operational inefficiencies that impede commerce. The shippers who rely on the waterway for movement of goods are impacted greatly. In order to address the problems of location and construction of structures along the waterways, it is necessary to address two major categories of stakeholders: those who build the structures and those who permit the structures prior to their construction.
KW  - Coasts
KW  - Construction
KW  - Development
KW  - Freight transportation
KW  - Gulf Coast (United States)
KW  - Intracoastal waterways
KW  - Obstructions (Navigation)
KW  - Permits
KW  - Water transportation
UR  - http://tti.tamu.edu/documents/0-6225-P1.pdf
UR  - https://trid.trb.org/view/1089792
ER  - 

TY  - RPRT
AN  - 01329766
AU  - Kiousis, Panos D
AU  - Whitcomb, Brent L
AU  - Colorado School of Mines
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Study on the Use of Self-Consolidating Concrete on the Interstate 25 Bridge Replacement in Trinidad, CO
PY  - 2010/12//Final Report
SP  - 33p
AB  - As part of a national experiment sponsored by the FHWA under the Innovative Bridge Research and Construction (IBRC) program, CDOT used self-consolidating concrete (SCC) to construct abutments, piers, and retaining walls on a bridge replacement project. The purpose of this study was to determine the procedures and possible benefits associated with flowing concrete. Based on the study presented in this report, it was determined that SCC was used successfully in the I-25 bridge replacement project in Trinidad. Unfortunately, the all-around lack of construction experience with SCC resulted in numerous aesthetic problems that are atypical of the material. However, despite numerous visual defects that required patching and repair, it is believed that each component has the required structural integrity necessary for safe highway transportation projects. Implementation: The use of SCC can benefit bridge construction throughout Colorado by allowing contractors the option of using a flowable concrete that reduces placement labor costs as well as noise pollution at construction sites. In addition, the expected surface finish of SCC can eliminate repair work after the forms have been removed. Construction specifications should include clauses that require contractors with reasonable experience with SCC to submit mix designs as well as perform a demonstration placement to show that the proposed construction methods will produce an acceptable product.
KW  - Bridge abutments
KW  - Bridge construction
KW  - Bridge piers
KW  - Bridge replacement
KW  - Retaining walls
KW  - Self compacting concrete
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/scc/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/scc/view
UR  - https://trid.trb.org/view/1090555
ER  - 

TY  - RPRT
AN  - 01329744
AU  - Middleton, Dan
AU  - Bonneson, Jim
AU  - Longmire, Ryan
AU  - Charara, Hassan
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Intersection Video Detection Field Handbook: An Update
PY  - 2010/12
SP  - 30p
AB  - This handbook is intended to assist engineers and technicians with the design, layout, and operation of a video imaging vehicle detection system (VIVDS). This assistance is provided in three ways. First, the handbook identifies the optimal detection design and layout. Second, it provides guidelines for achieving an optimal or near-optimal camera location and field of view. Third, it provides guidelines for laying out the VIVDS detectors such that they will provide safe and efficient operation. Finally, guidance is provided on the need for and schedule of VIVDS maintenance activities.
KW  - Design
KW  - Guidelines
KW  - Handbooks
KW  - Highway operations
KW  - Highway traffic control
KW  - Intersections
KW  - Video imaging detectors
UR  - http://tti.tamu.edu/documents/0-6030-P3.pdf
UR  - https://trid.trb.org/view/1090603
ER  - 

TY  - RPRT
AN  - 01329733
AU  - Kiousis, Panos D
AU  - Griffiths, D V
AU  - Stewart, Jared A
AU  - Colorado School of Mines
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Optimization of Stabilization of Highway Embankment Slopes Using Driven Piles - Phase I
PY  - 2010/12//Final Report
SP  - 60p
AB  - This study determined the feasibility of using driven piles to stabilize highway embankment slopes. The activities performed under this study were a detailed literature review, a national survey of state DOTs, a review of inspection and stabilization mitigation reports, targeted field inspections, a cost comparison analysis, and a finite element study. The results of this study show that driven piles can be a cost-effective solution to stabilizing highway embankment slopes. The literature review showed that there has been significant research done concerning the lateral capacity of piles. This research tends to be focused on different applications, but still shows that piles have significant lateral capacity. The survey conducted shows that several DOTs have used driven piles to stabilize highway embankment failures and most of these departments would recommend future use. Also three DOTs have performed similar research using plastic pins to stabilize embankments. The site visits allowed the research team to identify two sites, the Muddy Pass slide and also the Rye slide, as potential sites for investigation under Phase II of the project. These slides in particular had broad shoulders along the highway that provide better accessibility. The cost comparison analysis showed that for a particular slope, driven piles would cost $41 per linear foot of road stabilized. This was compared to drilled shafts and launched soil nails which had estimated costs of $32 and $130 per linear foot, respectively. The finite element study showed that the factor of safety for a stabilized slope could be significantly improved with pile installation. Implementation: Based on the results of the study it is recommended that the Colorado Department of Transportation (CDOT) pursue Phase II of the study.
KW  - Benefit cost analysis
KW  - Driven piles
KW  - Embankments
KW  - Piles (Supports)
KW  - Slope stability
KW  - Soil stabilization
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/drivenpiles.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/drivenpiles.pdf/view
UR  - https://trid.trb.org/view/1090554
ER  - 

TY  - RPRT
AN  - 01329725
AU  - Arnold, Robert
AU  - Smith, Vance C
AU  - Doan, John Q
AU  - Barry, Rodney N
AU  - Blakesley, Jayme L
AU  - DeCorla-Souza, Patrick T
AU  - Muriello, Mark F
AU  - Murthy, Gummada N
AU  - Rubstello, Patty K
AU  - Thompson, Nick A
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - Reducing Congestion and Funding Transportation Using Road Pricing in Europe and Singapore
PY  - 2010/12
SP  - 72p
AB  - Congestion pricing use has been limited in the United States because of political, institutional, and public acceptance concerns. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Europe and Singapore to identify ideas and models for integrating road pricing approaches into U.S. practices. The scan team found that countries with clearly defined and well-understood policy goals were able to achieve targeted outcomes most effectively. The team also learned that a large-scale demonstration project is a good tool to build public acceptance of road pricing. Team recommendations for U.S. implementation include enhanced outreach and communication on road pricing use and research on public perception issues and implementation barriers. The team also recommended development of a road pricing toolkit to provide transportation professionals with a comprehensive decision analysis tool to assess the merits of road pricing options.
KW  - Communication
KW  - Congestion pricing
KW  - Europe
KW  - Financing
KW  - Public opinion
KW  - Road pricing
KW  - Scanning studies
KW  - Singapore
KW  - Strategic planning
UR  - http://international.fhwa.dot.gov/pubs/pl10030/pl10030.pdf
UR  - https://trid.trb.org/view/1090739
ER  - 

TY  - RPRT
AN  - 01329703
AU  - Higgins, Christopher
AU  - Triska, Mary Ann
AU  - Goodall, Joshua
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Flexural Anchorage Performance at Diagonal Crack Locations
PY  - 2010/12//Final Report
SP  - 166p
AB  - Large numbers of reinforced concrete deck girder bridges that were constructed during the interstate system expansion of the 1950s have developed diagonal cracking in the stems. Though compliant with design codes when constructed, many of these bridges have flexural steel bars that were cut off short of the full length of the girders. When load-rating these structures, the current design specification check of tension reinforcement anchorage often controls the capacity of these bridges. The tensile force demand is controlled by the load-induced moment and shear, the number of stirrups, and the diagonal crack angle; however, little information is available regarding bond stresses developed with larger-diameter bars for full-size specimens in the presence of diagonal cracks. This research used large-size specimens to investigate the influence of diagonal cracks near flexural cutoff locations on the behavior and strength of vintage reinforced concrete girders. Testing indicated that a diagonal crack crossing the development length of cutoff longitudinal bars may not necessarily control specimen failure. Analysis showed that the required tensile demand at a diagonal crack location as predicted by AASHTO LRFD was reasonable. Two analytical methods and a non-linear finite element method were investigated for predicting the failure mode and capacity of the laboratory beams. A procedure was developed to rate existing bridges for flexural anchorage requirements around cutoff locations. Cracking characteristics indicative of flexural reinforcement slippage were defined for bridge inspection.
KW  - Bond strength (Materials)
KW  - Bridge anchorages
KW  - Bridge decks
KW  - Diagonal cracking
KW  - Flexural strength
KW  - Girder bridges
KW  - Performance
KW  - Reinforced concrete bridges
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FlexuralAnchorage.pdf?ga=t
UR  - https://trid.trb.org/view/1090867
ER  - 

TY  - RPRT
AN  - 01329702
AU  - Masad, Eyad
AU  - Rezaei, Arash
AU  - Chowdhury, Arif
AU  - Freeman, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Field Evaluation of Asphalt Mixture Skid Resistance and its Relationship to Aggregate Characteristics
PY  - 2010/12//Technical Report
SP  - 128p
AB  - This report documents the findings from the research that was carried out as part of Phase II of Texas Department of Transportation (TxDOT) Project 0-5627. The research included measuring and analyzing the mechanical and physical properties of aggregates used in surface mixes in the state of Texas. These properties were aggregate shape characteristics measured by the Aggregate Imaging System (AIMS), British pendulum value, coarse-aggregate acid insolubility, Los Angeles weight loss, Micro-Deval weight loss, and magnesium-sulfate weight loss. In addition, a database of field skid-number measurements that were obtained over a number of years using the skid trailer was established. Field measurements of selected sections were conducted using the dynamic friction tester (DFT) and circular texture meter (CTMeter). These data and measurements were used to carry out comprehensive statistical analyses of the influence of aggregate properties and mixture design on the skid-resistance value and its variability. Consequently, a system was developed for predicting asphalt-pavement skid resistance based on aggregate characteristics and aggregate gradation.
KW  - Aggregate gradation
KW  - Aggregates by shape and surface texture
KW  - Asphalt mixtures
KW  - Field studies
KW  - Mix design
KW  - Properties of materials
KW  - Skid resistance
UR  - http://tti.tamu.edu/documents/0-5627-2.pdf
UR  - http://ntl.bts.gov/lib/42000/42300/42385/0-5627-3.pdf
UR  - https://trid.trb.org/view/1090567
ER  - 

TY  - RPRT
AN  - 01329699
AU  - Wei, Heng
AU  - Li, Zhixia
AU  - Yi, Ping
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Optimum Loop Placement That Balances Operational Efficiency and Dilemma Zone Protection
PY  - 2010/12//Final Report
SP  - 95p
AB  - Current methods for advance loop placement at high speed approaches in ODOT are based on previous study results, in which the dilemma zone was computed using constant contributing factors. In reality, those contributing factors are varied with different travel behaviors like varied speeds. Accordingly, the dilemma zone is greatly dependent upon the dynamics of those contributing factors. In order to reveal the dynamic features of the dilemma zones, qualified ground-truth trajectory data of 1445 vehicles are extracted using video-capture-based technology from 46-hour high resolution videos at four high-speed signalized intersections in Ohio. As a result, the dynamic dilemma zone models are developed and validated, and then two dilemma zone look-up tables are created to show tabular results in estimating the dilemma zone ranges and locations at different durations of yellow time and speed limits versus different yellow-onset speed intervals, respectively. A VISSIM-based microscopic simulation test bed is established to examine the current ODOT practice of loop placement and results in optimum alternatives of the placement schemes. The evaluation results indicate the ODOT practice reduces the dilemma zone related traffic conflicts by at least 70% at different speed limit conditions. In overall, it is more effective in providing dilemma zone protection than the scenario without advance loops. However, the current method is proved insufficient to enhance the operational efficiency of the intersection in great part. Typical evidence lies in the evaluation findings that the overall intersection delay is greatly increased at the speed limit of 55 mph if the current loop placement method is used. The proposed loops placement alternative outperforms the ODOT’s current practice in terms of reducing the dilemma zone related traffic conflicts by at least 84% under different speed limits. It also performs better in terms of operational efficiency at all speed limits, particularly in the case of higher speed limits such as 50 mph and 55 mph.
KW  - Dilemma zone
KW  - Highway traffic control
KW  - Location
KW  - Loop detectors
KW  - Traffic conflicts
KW  - Traffic speed
UR  - http://worldcat.org/oclc/703598334/viewonline
UR  - https://trid.trb.org/view/1090558
ER  - 

TY  - RPRT
AN  - 01329692
AU  - Hard, Edwin N
AU  - Bochner, Brian S
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Delivery of Workshops on Corridor Management and Preservation in Texas
PY  - 2010/12//Technical Report
SP  - 16p
AB  - This report summarizes the delivery and outcome of a series of workshops conducted at 23 Texas Department of Transportation (TxDOT) districts across the state on corridor management and preservation in Texas. The workshops served as follow-up implementation work for research project 0-5606, “Creating Partnerships with Local Communities to Manage and Preserve Corridors.” The report provides an overview of the project and documents the dates, locations, and attendance of workshops implemented during the three-year project period.
KW  - Access control (Transportation)
KW  - Corridor management
KW  - Corridor preservation
KW  - Highway corridors
KW  - Land use planning
KW  - Right of way (Land)
KW  - Texas
KW  - Workshops
UR  - http://tti.tamu.edu/documents/5-5606-01-1.pdf
UR  - https://trid.trb.org/view/1090617
ER  - 

TY  - RPRT
AN  - 01330470
AU  - Thiele, Jeffrey C
AU  - Reid, John D
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Bielenberg, Robert W
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Performance Limits for 6-in. (152-mm) High Curbs Placed in Advance of the MGS Using MASH Vehicles Part III: Full-Scale Crash Testing (TL-2)
PY  - 2010/11/24/Final Report
SP  - 138p
AB  - A full-scale crash test utilizing the Test Level 2 (TL-2) safety performance criteria of the Manual for Assessing Safety Hardware (MASH) was performed on the Midwest Guardrail System (MGS) offset 6 ft (1.8 m) behind a 6-in. (152-mm) high AASHTO Type B curb with a top mounting height of 31 in. (787 mm) relative to the ground [37 in. (940 mm) relative to the roadway]. In the test, the 2270P vehicle was redirected by the guardrail, and all safety performance criteria were met. Thus, the MGS offset 6 ft (1.8 mm) behind a 6-in. (152-mm) high curb with a top mounting height of 31 in. (787 mm) was deemed to be acceptable according to TL-2 of MASH. Based on test results and prior research, preliminary guidelines were developed for use of the MGS when offset behind curbs.
KW  - Curbs
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Midwest Guardrail System
KW  - Performance
UR  - https://trid.trb.org/view/1091061
ER  - 

TY  - RPRT
AN  - 01331165
AU  - Jacobs, Jennifer
AU  - Jardin, Patrick
AU  - University of New Hampshire, Durham
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Estimating the Magnitude of Peak Flows for Steep Gradient Streams in New England
PY  - 2010/11/17/Final Report
SP  - 49p
AB  - Estimates of flood events are used by the Federal, State, regional, and local officials to safely and economically design hydraulic structures as well as for effective floodplain management. The regression relationships developed to predict flows at ungauged sites do not always hold true for steep slope watersheds in New England. This study developed the regression relationships to predict peak flows for ungaged, unregulated steep streams in New England with recurrence intervals of 2, 5, 10, 25, 50, 100, and 500 years. For watersheds having a main channel slope that exceeds 50 ft per mile, peak flows are well estimated by the watershed drainage area and the mean annual precipitation. No metric of watershed steepness provided a statistically significantly improvement to prediction capability. For these steep watersheds, the series of regression equations was found to perform as well or better than the individual state regression equations.
KW  - Estimating
KW  - Floods
KW  - Hydraulic gradient
KW  - New England
KW  - Peak flows
KW  - Regression analysis
KW  - Streams
KW  - Ungaged streams
KW  - Watersheds
UR  - http://docs.trb.org/01331165.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr81_04-3.pdf
UR  - https://trid.trb.org/view/1094724
ER  - 

TY  - ABST
AN  - 01466509
TI  - Results-Based Winter Maintenance Standards
AB  - The goal of this project is to develop a comprehensive understanding of and quantitative models for the complex relationships between three key aspects of winter road maintenance: maintenance operations (inputs), road surface conditions (output), and highway safety and mobility (outcome). These relationships are fundamental to the development, justification and evaluation of road maintenance policies, standards, and methods.
KW  - Highway safety
KW  - Maintenance practices
KW  - Mobility
KW  - Policy making
KW  - Standards
KW  - Surfaces
KW  - Winter maintenance
UR  - http://www.pooledfund.org/Details/Study/189
UR  - https://trid.trb.org/view/1234744
ER  - 

TY  - RPRT
AN  - 01337351
AU  - Stith, Jason
AU  - Petruzzi, Brian
AU  - Helwig, Todd
AU  - Williamson, Eric
AU  - Frank, Karl
AU  - Engelhardt, Michael
AU  - Kim, Hyeong Jun
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of Straight and Curved Steel Girder Erection Design Tools Construction: Summary
PY  - 2010/11/05/Final Report
SP  - 15p
AB  - Project 0-5574 “Curved Plate Girder Design for Safe and Economical Construction,” resulted in the  development of two design tools, UT Lift and UT Bridge.  UT Lift is a spreadsheet-based program for analyzing steel girders during lifting while UT Bridge is a three-dimensional finite element program for analyzing partially or fully-erected steel girders during construction.  The implementation project introduced these software tools to the  Austin and Houston districts through hands-on training sessions.  Through interviews, emails, and phone  correspondence, Texas Department of Transportation (TxDOT) engineers provided the developers with feedback on modifications to the user interface necessary to improve the application of the software to TxDOT bridges.  Based upon recommendations from TxDOT engineers, the software was modified.  Training modules were also developed as a part of the training sessions.  These training modules are distributed with the software so that new users can familiarize themselves with  the software capabilities with well defined problems.
KW  - Austin (Texas)
KW  - Bridge construction
KW  - Bridge design
KW  - Girder bridges
KW  - Houston (Texas)
KW  - Plate girders
KW  - Software
KW  - Steel girders
KW  - Training
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_5574_01_1.pdf
UR  - https://trid.trb.org/view/1100320
ER  - 

TY  - RPRT
AN  - 01574107
AU  - E.H. Pechan & Associates, Incorporated
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Advances in Project Level Analyses
PY  - 2010/11/04/Final Report
SP  - 71p
AB  - This project's objective was to perform research and develop usable tools that can assist transportation and air quality modelers in preparing project-level emission analyses that take advantage of the capabilities of the Motor Vehicle Emission Simulator (MOVES) model. In this project, the consulting team developed several sets of MOVES files detailing operating mode profiles (which are sometimes referred to as vehicle-specific power [VSP] profiles) that simulate different types of driving conditions such as those on ramps, interchanges, freeway incidents, and signalized arterials under different levels of congestion as well as the effects of ramp metering and signal control.  In addition, this project report also describes another set of MOVES files that can be used to model the unique conditions that occur at intermodal facilities and ports, capturing important activities such as idling, for the specific types of vehicles (trucks) used at these types of facilities. Finally, this report provides a demonstration of how these files can be used in MOVES. The example for which this demonstration is provided is an evaluation of emission reduction strategies that can be used to reduce truck emissions in and around port terminals. The information in this report and the associated MOVES files may provide alternatives to using default MOVES data for many project-level evaluations. Plus, the methods used in this project to generate MOVES files can be observed by others seeking to link microsimulation models and MOVES directly in order to develop data sets that are representative of travel conditions specific to their projects.
KW  - Air quality
KW  - Data collection
KW  - Highway traffic control
KW  - Intermodal facilities
KW  - Microsimulation
KW  - Motor Vehicle Emission Simulator (MOVES)
KW  - Pollutants
KW  - Ports
KW  - Traffic congestion
KW  - Transportation planning
KW  - Trucks
UR  - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/project_level_analyses/pla.pdf
UR  - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/project_level_analyses/pla00.cfm
UR  - https://trid.trb.org/view/1363093
ER  - 

TY  - ABST
AN  - 01573568
TI  - TechBrief: Construction Quality Assurance for Design-Build Highway Projects

AB  - Publish a TechBrief to assist State departments of transportation (DOTs) in developing quality assurance specifications for design-build projects.

KW  - Design build
KW  - Project management
KW  - Quality assurance
KW  - Road construction
KW  - Specifications
KW  - State departments of transportation
UR  - https://trid.trb.org/view/1366800
ER  - 

TY  - ABST
AN  - 01498630
TI  - Moisture Induced Sensitivity Testing (MIST) -- RB00-012
AB  - The existing standard test (AASHTO T283) for moisture sensitivity requires approximately 5 days for results. The Contractor will not become aware of potential problems (and penalties) until results are available. A new test that is currently being evaluated (Hamburg Wheel Tracking Device) can reduce the time to 2-3 days with superior repeatability. While the Hamburg can identify superior performing mixtures, it cannot definitively identify those with marginal performance. The MIST device is hypothesized to provide a quick (completed in 4 hours) test to identify moisture susceptibility in asphalt mixtures during the production phase.  The equipment will be used to test mixtures that are known to be susceptible to moisture damage in Iowa. Results will be compared with those from the Hamburg (AASHTO T324) and AASHTO T283. The work will be done during the 2010-2011 winter period in the Bituminous Materials Section. The Materials Laboratory Staff will perform the testing and assist in the final report. Bituminous Engineer Scott Schram will analyze the data and author the final report.
KW  - AASHTO T 283
KW  - Asphalt mixtures
KW  - Hamburg Wheel Tracking Device
KW  - Iowa
KW  - Mix design
KW  - Moisture content
KW  - Pavement performance
KW  - Pavements
KW  - Winter
UR  - http://publications.iowa.gov/id/eprint/15262
UR  - https://trid.trb.org/view/1277977
ER  - 

TY  - RPRT
AN  - 01481174
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Commercial Border Crossing and Wait Time Measurement at the Pharr-Reynosa International Bridge
PY  - 2010/11/01/Final Report
SP  - 74p
AB  - The objective of the research described in this report is to install and implement radio frequency  identification (RFID) technology to measure border crossing time and travel delay for commercial trucks crossing from Mexico into Texas at the Pharr-Reynosa border crossing. Delay time for commercial motor vehicles is a key indicator of transportation and international supply-chain performance. The information collected with the RFID readers will establish a baseline and ongoing measurement of border crossing times and delay, and will be processed and disseminated to stakeholders. The original scope of work for the implementation of the technology at the Pharr-Reynosa International Bridge called for two RFID reader stations (1 in Mexico and 1 on the United States side of the border). After analyzing the layout of the crossing and meeting with stakeholders in the region, it was decided to add 2 more reading locations, for a total of 4 (2 in Mexico and 2 in the U.S.).  This report covers the work that Texas Transportation Institute (TTI) developed under the contract with Texas Department of Transportation (TxDOT), which includes the technology implementation, equipment procurement and installation and the data collection and analysis of information collected at the Pharr-Reynosa International Bridge.
KW  - Automatic vehicle identification
KW  - Commercial vehicles
KW  - Data collection
KW  - Freight traffic
KW  - Implementation
KW  - International borders
KW  - Pharr-Reynosa International Bridge
KW  - Radio frequency identification
KW  - Traffic delays
KW  - Travel time
KW  - United States-Mexico Border
KW  - Waiting time
UR  - http://www.borderplanning.fhwa.dot.gov/PharrReport/pharr_report.asp
UR  - http://www.borderplanning.fhwa.dot.gov/PharrReport/pharr_report.pdf
UR  - https://trid.trb.org/view/1250040
ER  - 

TY  - ABST
AN  - 01463809
TI  - Transformational Changes and Revolutionary Advances for Transportation Planning
AB  - The vision of this research is to promote systematic cost-effective and coordinated approaches to acquiring and using data for long range transportation planning. The research is intended to generate, synthesize and transfer existing knowledge on a variety of source data. Specifically, the objectives are to: (1)Identify procedures to improve efficiency of data collection; (2) Identify institutional opportunities and impediments to exploiting IT-based data sources for transportation planning; (3) Generate guidance for building forecasting capacity using new approaches to integrating transportation data; (4) Generate decision methods and tools for use of developing and implementing data collection strategies; (5) Demonstrate an innovative forecasting application supported by significant improvements in data. This would be focused on a hypothetical disaster response planning problem; and (6) Identify future opportunities for building planning capacity based on new sources of transportation data.
KW  - Data collection
KW  - Decision making
KW  - Forecasting
KW  - Information technology
KW  - Long range planning
KW  - Technological innovations
KW  - Transportation planning
UR  - https://trid.trb.org/view/1232036
ER  - 

TY  - RPRT
AN  - 01458098
AU  - Castro, Javier
AU  - Spragg, Robert
AU  - Kompare, Phil
AU  - Weiss, W Jason
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Portland Cement Concrete Pavement Permeability Performance
PY  - 2010/11//Final Report
SP  - 259p
AB  - The objective of this project was to evaluate the transport properties of concrete pavement in the state of Indiana using common testing procedures. Specifically this work evaluated the absorption of water, the absorption of deicing solutions, and electrical conductivity. A series of concrete paving mixtures were tested to provide a range of values that were typical for the state of Indiana. While similar mixture proportions were used for the mixtures in Indiana differences in the magnitude of water absorbed occurred. A series of mortars were tested to illustrate the effect of curing conditions, water to cement ratio, and paste volume. It was observed that a long duration of drying was needed to obtain equilibrium. Samples dried to a lower relative humidity showed a greater volume of water absorbed. It was observed that drying at 105C resulted in substantial anomalies in water absorption, and as such this method is not recommended. It was observed that when samples were tested using deicing solutions or samples were tested that were previously exposed to deicing solutions the water absorption could be influenced. The electrical conductivity work was performed as a potential method to develop the understanding of rapid test techniques for quality control. The research used a modified parallel law to relate the electrical conductivity to the pore volume, pore solution conductivity and the tortuosity through the pore network. The influence water addition was able to be determined using electrical conductivity. In addition, the pore solution was observed to be approximately linearly related to the degree of hydration. It is critical that a correction be applied to samples tested at different temperatures. An activation energy of conduction was observed that was approximately 10 kiloliters per mole irrespective of water to cement ratio. In addition to the measurement of transport properties, the relative humidity was assessed for concrete exposed to different exposure conditions. The samples considered in this investigation included a sample stored at 50% relative humidity, covered concrete, a concrete with an exposed vertical surface, a concrete on a drainable base, a concrete on a non-drainable base, and concrete that was submerged. The samples showed that for practical field samples the relative humidity in the concrete was always above 80% for the samples tested. The samples that were exposed to precipitation events demonstrated higher relative humidities.
KW  - Absorption
KW  - Concrete
KW  - Concrete pavements
KW  - Deicing chemicals
KW  - Electrical conductivity
KW  - Electrical resistivity
KW  - Indiana
KW  - Permeability
KW  - Relative humidity
KW  - Transport properties (Physics)
UR  - http://dx.doi.org/10.5703/1288284314244
UR  - https://trid.trb.org/view/1218710
ER  - 

TY  - RPRT
AN  - 01458093
AU  - Ramirez, Julio A
AU  - Aguilar, Gerardo
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Experimental Evaluation and Implementation of Post-Tensioning in Concrete Bridge Decks
PY  - 2010/11//Final Report
SP  - 47p
AB  - A research program was conducted to evaluate the design recommendations for transverse post-tensioning of bridge decks developed in the FHWA/IN/JTRP/2002-26 (SPR-2409) report. The test specimen consisted of a 40x18 ft cast-in-place concrete deck on precast pretensioned girders. Thirty-two tests were carried out by applying different distributions of transverse post-tensioning force, in combination with a changing number of diaphragms, and two conditions of end-restraint at the supports. The transverse post-tensioning stress ranged from 400 to 1 200 psi and the number of diaphragms was reduced from five to zero. The main findings support the notion that the presence of diaphragms affects the distribution of transverse strains. However, their influence is not as important as analytical models showed. The influence of end-restraint supports on the distribution of transverse strains appeared to be less significant than estimated by Ramirez and Smith-Pardo (2002). Field-work is recommended to further evaluate the effect of this parameter. The use of elastic theory resulted in good agreement between calculated transverse stresses in the concrete deck obtained from the transverse steel reinforcement and those calculated from strains in the post-tensioning bars. In the range of post-tensioning estimated to maintain uncracked condition under service loads, the use of uniform transverse post-tensioning was deemed appropriate.
KW  - Bridge decks
KW  - Concrete
KW  - Cracking
KW  - Deformation curve
KW  - Posttensioning
KW  - Stresses
KW  - Transverse reinforcement
UR  - http://dx.doi.org/10.5703/1288284314245
UR  - https://trid.trb.org/view/1218711
ER  - 

TY  - RPRT
AN  - 01458083
AU  - Lyn, Dennis A
AU  - Cunningham, R S
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - A Laboratory Study of Bendway Weirs as a Bank Erosion Countermeasure
PY  - 2010/11//Final Report
SP  - 72p
AB  - Bendway weirs are being considered by INDOT as a potential alternative countermeasure for bank erosion at channel bends that might be more environmentally sensitive than the traditional riprap. These are linear structures extending riverwards from the bank to be protected, but unlike the more familiar spur structure, they are intended to be overtopped by the design flow. The flow over the weir crest is supposed to be directed perpendicular to the plane of the weir, and so by appropriate placement of the weir(s), the flow can be directed away from the bank, thus protecting it. Design guidelines for such structures are available in HEC-23, but these have not received much detailed scrutiny regarding their performance. Also, the HEC-23 design is independent of approach velocity. A laboratory study was conducted to examine the effectiveness of bendway weirs based on the HEC-23 guidelines in protecting the outer bank of 90° bend, characterized by a single ratio of radius of curvature to top width of 3.3. The laboratory model had both erodible bed and banks. Experiments were conducted with and without weirs, with three different weir crest heights (including one that was essentially not overtopped), and two approach velocities. Measurements of erodible boundary elevations as well as point velocities were made. Effectiveness was assessed by comparison with the corresponding no-weir case, and with the initial ‘artificial’ channel geometry. Compared to the initial geometry, the HEC-23-based weir protected the toe of the outer bank, but, under design conditions, still allowed significant erosion in the upper part of the outer bank. This remained the case even when the weir crest height was increased above the level recommended in HEC-23, and only the case where the weir crest was above the water surface was there any significant improvement in protection of the upper outer bank. Higher approach velocities were found associated with an increased rate of erosion. The point velocity measurements did not give strong evidence that the overtopping flow had substantial erosion potential. They did suggest that erosion could occur even where the local velocities were markedly below the critical velocity associated with equilibrium straight-channel flows, even where slope effects were included. Mass failure or slumping rather than direct shear erosion seems a more plausible mechanism for much of the observed bank retreat.
KW  - Bank protection
KW  - Banks (Waterways)
KW  - Channel stabilization
KW  - Countermeasures
KW  - Erosion
KW  - Erosion control
KW  - Riprap
KW  - Scour
KW  - Spur dikes
KW  - Weirs
UR  - http://dx.doi.org/10.5703/1288284314249
UR  - https://trid.trb.org/view/1218715
ER  - 

TY  - RPRT
AN  - 01457794
AU  - Frosch, Robert J
AU  - Gutierrez, Sergio
AU  - Hoffman, Jacob S
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Control and Repair of Bridge Deck Cracking
PY  - 2010/11//Final Report
SP  - 335p
AB  - Cracking of bridge decks poses a significant threat to the lifespan of our nation’s bridges. Cracking has been shown to occur in various climates and geographical areas and can be seen on various types of superstructures. Often these cracks appear before or shortly after opening the bridge to live loads. Cracks in the deck create a path for water and deicing salts to reach the steel, often leading to corrosion of the reinforcement, greatly reducing the durability of the deck. Measures must be taken during design and construction to control bridge deck cracking and prolong the lifespan of bridges. In addition, there is a need to develop effective methods to repair cracks in existing bridge decks. This project consisted of four phases of research to investigate methods to control and repair deck cracking. The first phase of the study was a field investigation of a new bridge that is experiencing significant deck cracking. The second phase was an evaluation of previous recommendations regarding curing and concrete mix design and their effect on the control of deck cracking. The third phase of the study evaluated the effectiveness of a variety of commercially available crack repair products. The fourth phase evaluated the influence of the design and layout of the deck reinforcement in controlling crack widths. Based on the findings of this study, inadequate deck reinforcement and poor construction practices, particularly deck casting during poor weather conditions, were identified as major causes of bridge deck cracking for the structure investigated. Recommendations are provided for the design and construction of new bridge decks as well as for the repair of existing bridge decks. In particular, a minimum 7 day minimum wet cure is recommended along with alterations to the concrete mix to reduce bridge deck cracking through the reduction of concrete shrinkage. Recommendations are also provided regarding the amount of reinforcement required to optimally control crack widths and improve the durability of bridge decks. Finally, guidance is provided regarding both the selection and application of deck repair materials.
KW  - Bridge decks
KW  - Concrete curing
KW  - Cracking
KW  - Maintenance
KW  - Repairing
KW  - Shrinkage
UR  - http://dx.doi.org/10.5703/1288284314267
UR  - https://trid.trb.org/view/1218733
ER  - 

TY  - RPRT
AN  - 01451624
AU  - United States Federal Highway Administration
TI  - Cidra Corridor from Cidra Industrial Street to PR-52 : environmental impact statement
PY  - 2010/11//Volumes held: Draft, Draft AppendixA, Draft AppendixB-D, Draft AppendixD-H, Draft AppendixH-N, Draft AppendixO(in 2 pts), Draft AppendixP-R
KW  - Environmental impact statements
KW  - Puerto Rico
UR  - https://trid.trb.org/view/1220168
ER  - 

TY  - RPRT
AN  - 01451196
AU  - United States Federal Highway Administration
TI  - Restore full highway access between the communities of Mariposa and El Portal via State Route 140 from 8 miles east of Briceburg to 7.6 miles west of El Portal in Mariposa County (post miles 42.0 to 42.7) : environmental impact statement
PY  - 2010/11//Volumes held: Draft
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1219740
ER  - 

TY  - RPRT
AN  - 01445978
AU  - Rochat, Judith L
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Investigation of Temperature Correction for Tire/Pavement Noise Measurements
PY  - 2010/11//Final Report
SP  - 70p
AB  - The Volpe Center Acoustics Facility, in support of the Federal Highway Administration, investigated the influence of temperature on tire/pavement noise in order to provide guidance on correcting for temperature variations in measured sound levels. Several traffic noise and vehicle pass-by data sets with broad variation in both pavement and air temperatures were examined to help determine trends relating to the effects of temperature. The parameters investigated include: air vs. pavement temperature, single vehicle types vs. mixed traffic, and pavement type. Since the effects of temperature appeared to be fairly small over temperature ranges available for the data sets examined, care was taken to apply the proper statistics to determine if the slope of the regression line for sound level as a function of temperature was, in fact, not zero. Results show that there is usually a trend of slightly decreasing sound levels with increasing temperatures, although the strength of the effect varies by temperature measurement medium (air vs. pavement), vehicle type, and pavement type, and there are exceptions. The application of various temperature correction schemes to wayside measured data shows that it is possible to reduce error related to temperature variations, but one should do so cautiously, with the understanding that application of generic or semi-generic corrections may lead to an unnecessary or unfavorable outcome in some cases.
KW  - Linear regression analysis
KW  - Pavements
KW  - Temperature
KW  - Tire/pavement noise
KW  - Traffic noise
UR  - http://ntl.bts.gov/lib/41000/41800/41865/DOT-VNTSC-FHWA-11-01.pdf
UR  - https://trid.trb.org/view/1212595
ER  - 

TY  - RPRT
AN  - 01376105
AU  - Andreen, Burt
AU  - Kalivoda, Cody
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Utilizing Automated Data Collection Vehicle Measurements in Determining the
Fore Slopes of Shoulders
PY  - 2010/11//Final Report
SP  - 102p
AB  - The Wyoming Department of Transportation has an interest in collecting automated data on pavement shoulders. Such data would include shoulder width, type, as well as slope. Pathway Services Inc. has been collecting Pavement Management Systems (PMS) data on roadways in Wyoming, and indicated they had the ability to measure the transverse profile of ten to twenty feet from the white strip shoulder marking. Pathway Services has offered to provide measurements on test sections in Wyoming since they had not collected such data for any other states, so it was important to them to determine the limitations or potential of the system. The test sections included seventy miles of Wyoming highways with shoulder widths varying from zero to ten feet in two foot increments. Vegetation observations were made by researchers from the Wyoming Technology Transfer Center-Local Technical Assistance Program on the same day when Pathway’s data was collected to ensure identical conditions. It was found that the section with no shoulder had the most vegetation and the most varied slope measurements. It was concluded that vegetation does affect the accuracy of the sensor and that the sensor could not read past the pavement taper. In addition, the manually collected slope measurements and the automated slope measurements were statistically different on most of the sections included in the experiment.
KW  - Automated data analysis
KW  - Road shoulders
KW  - Shoulder width
KW  - Slopes
KW  - Vegetation
KW  - Wyoming (Iowa)
UR  - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/AutomatedDataCollection..pdf
UR  - http://ntl.bts.gov/lib/44000/44300/44322/AutomatedDataCollection..pdf
UR  - https://trid.trb.org/view/1143042
ER  - 

TY  - RPRT
AN  - 01357803
AU  - Harvey, Omar
AU  - Harris, Pat
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Test Procedure for Determining Organic Matter Content in Soils – UV-Vis Method
PY  - 2010/11
SP  - 14p
AB  - The Texas Department of Transportation has been having problems with organic matter in soils that they stabilize for use as subgrade layers in road construction. The organic matter reduces the effectiveness of common soil additives (lime/cement) in stabilization projects. The researchers developed a technique using UV-Vis spectroscopy to measure the harmful organic matter in another project (0-5540). This project consisted of purchasing three UV-Vis instruments, equipping them with software to measure the organic matter and doing two trainings with the Texas Department of Transportation. Following the trainings, four laboratories analyzed 20 natural soil samples and three laboratory standards to determine repeatability and reproducibility between the laboratories. Researchers also continued testing real project soils to see what mitigation techniques researchers could use. Researchers determined that three replicates need to be run to achieve 95 percent confidence that the measured value is the true value. Researchers determined that soils with organic matter below 1.5 percent can be safely treated, and soils with an organic matter to Eades & Grim optimum lime (OM:EG) ratio less than 0.5 have the greatest potential for mitigation with additional lime application. Additionally, calcium chloride added to the soil with the lime improved the formation of pozzolanic reaction products and strengths of some soils. This work illustrates the complex nature of organic interactions with soil stabilizers and the many questions left unresolved.
KW  - Calcium chloride
KW  - Calcium oxide
KW  - Laboratory tests
KW  - Organic content
KW  - Repeatability
KW  - Reproducibility
KW  - Soil stabilization
KW  - Soils
KW  - Subgrade (Pavements)
KW  - Test procedures
KW  - Ultraviolet spectroscopy
UR  - http://tti.tamu.edu/documents/5-5540-01-P4.pdf
UR  - https://trid.trb.org/view/1123240
ER  - 

TY  - RPRT
AN  - 01352742
AU  - Shour, Kyle
AU  - Steinhaus, Kent
AU  - Coonrod, Julie
AU  - Stone, Mark
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Construct and Test Scale Model Box Culvert Design Project
PY  - 2010/11//Final Report
SP  - 19p
AB  - The research team at the University of New Mexico’s (UNM) hydraulics lab designed, constructed, and tested a 1:20 scale physical model of a proposed culvert in Jemez Springs, New Mexico. The culvert design was developed by the New Mexico Department of Transportation (NMDOT). The culvert receives supercritical flow from the Church Canyon Arroyo. As a result of existing structures, complex arroyo planform, and variable slopes, the culverts response to a supercritical flow regime was difficult to know. Therefore, physical modeling was performed. The UNM research team tested the culvert’s capacity and ability to reduce velocities to match existing conditions. This included evaluating HEC 14 roughness element design and proposing alternatives. Researchers determined that NMDOT design performed sufficiently, conveying 100-year flows and reducing velocities. UNM researchers also propose a design alternative that has fewer roughness elements and roughness elements in fewer culvert sections, allowing for easier maintenance. The modeling process and results have been discussed in this report.
KW  - Box culverts
KW  - Construction
KW  - Design
KW  - Flow velocity
KW  - Jemez Springs (New Mexico)
KW  - Roughness
KW  - Scale models
KW  - Supersonic flow
KW  - Testing
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM10DSN-02%20Culvert%20Design%20Final%20Report.pdf
UR  - https://trid.trb.org/view/1117264
ER  - 

TY  - RPRT
AN  - 01346524
AU  - Lawson, William D
AU  - Wood, Timothy A
AU  - Newhouse, Charles D
AU  - Jayawickrama, Priyantha W
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating Existing Culverts for Load Capacity Allowing for Soil Structure Interaction
PY  - 2010/11//Technical Report
SP  - 312p
AB  - This study explores culvert load rating practices and procedures as applied to the Texas Department of Transportation's (TxDOT’s) archive of 1477 culvert designs and their inventory of more than 13,000 in-service reinforced concrete box culverts. The problem is that when older culverts are load-rated based on current AASHTO policy, many competent, serviceable culverts are shown to be deficient, requiring load posting, retrofit or replacement. A disconnect exists between culvert structural analysis practices and actual culvert performance. To address this challenge, the research focused on development of a clear, repeatable and reliable procedure for TxDOT engineers and their consultants to use for load rating culverts in the TxDOT roadway system. Articulated in TxDOT’s Culvert Rating Guide, the new load rating procedure uses three increasingly-sophisticated analysis approaches, ranging from a direct stiffness frame model to a production-oriented finite element model which accounts for soil-structure interaction. Validation of the Culvert Rating Guide involved three major tasks. First, the researchers load-rated a statistically representative sample of 100 of TxDOT’s culvert designs. Second, a parametric study was performed to evaluate six independent variables associated with culvert load rating. Third, instrumented load tests on three in-service culverts were conducted to compare measured demands with predicted values. This work showed that the analytical methods in the Culvert Rating Guide produce conservative load ratings yet still allow for reduction in excess over-conservatism in the load rating process.
KW  - Bearing capacity
KW  - Box culverts
KW  - Culverts
KW  - Design
KW  - Load factor
KW  - Load rating (Culverts)
KW  - Load tests
KW  - Soil structure interaction
KW  - Structural analysis
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/TxDOT-0-5849-Research_ReportFINAL.pdf
UR  - https://trid.trb.org/view/1108668
ER  - 

TY  - RPRT
AN  - 01343476
AU  - Cuelho, Eli
AU  - Stephens, Jerry
AU  - Akin, Michelle
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Seven-Year Evaluation of Three Instrumented Bridge Decks in Saco, Montana
PY  - 2010/11//Final Report
SP  - 92p
AB  - Since the service life of concrete bridge decks designed by traditional procedures is often shorter than desired, their ability to withstand constant and heavy use in a variety of operating environments is of major concern. In this project, the relative performance of three bridge decks constructed with different concretes and reinforcing steel configurations was studied to help determine which deck offers the best performance over time. The decks investigated consist of a) a deck reinforced following the Montana Department of Transportation’s (MDT’s) standard practice constructed with conventional concrete, b) a deck reinforced according to AASHTO’s empirical design procedure constructed with conventional concrete, and c) a deck reinforced following MDT’s standard practice constructed with high performance concrete (HPC). The performance of the three decks was studied by conducting periodic visual distress surveys and corrosion tests and by monitoring data from an array of strain and temperature instrumentation embedded in each of the bridge decks during construction in 2003. The conclusion from an extensive evaluation conducted when the bridges were two years old indicated that the three bridge decks were generally behaving similarly. A follow-on evaluation when the bridges were seven years old revealed that the bridge decks continue to behave similarly, with the HPC deck possibly offering the best relative performance based on lower cracking levels and lower strain magnitudes. The decks are still relatively young, and more substantial differences in their durability and performance may emerge over time.
KW  - Bridge decks
KW  - Corrosion tests
KW  - Distress (Bridges)
KW  - Durability
KW  - Empirical design
KW  - High performance concrete
KW  - Instrumentation
KW  - Monitoring
KW  - Performance measurement
KW  - Performance monitoring
KW  - Reinforced concrete
KW  - Saco (Montana)
KW  - Strain measurement
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/threedecks/final_report_nov10.pdf
UR  - http://www.mdt.mt.gov/research/projects/structures/threedecks.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45868/final_report_nov10_90.pdf
UR  - https://trid.trb.org/view/1105317
ER  - 

TY  - RPRT
AN  - 01342275
AU  - Rupnow, Tyson
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - Evaluation of the LA 1 Bridge at the Morganza Flood Control Structure
PY  - 2010/11//Technical Assistance
SP  - 25p
AB  - This technical assistance report documents the investigation conducted by the Louisiana Transportation Research Center (LTRC) of the LA 1 Bridge located at the flood control structure near Morganza, LA. The in-place condition of the bridge deck showed signs of wear in terms of exposed aggregate and cracking. The depths of the cracks generally did not extend to the reinforcement steel and the condition of the steel showed little to no corrosion in the full and partial depth cores. No delamination was found when the site was visited. The tensile and compressive strengths proved adequate and the pull-off test strengths showed that an epoxy type overlay will be very well suited as a rehabilitation technique.
KW  - Bridge decks
KW  - Concrete
KW  - Evaluation and assessment
KW  - Rehabilitation (Maintenance)
KW  - Structural deterioration and defects
UR  - http://www.ltrc.lsu.edu/pdf/2011/tar_11_1TA.pdf
UR  - https://trid.trb.org/view/1103931
ER  - 

TY  - RPRT
AN  - 01335450
AU  - Iowa State University, Ames
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Overlay Field Application Program, Pennsylvania US-119
PY  - 2010/11//Final Report
SP  - 19p
AB  - The Concrete Overlay Field Application Program is administered by the Federal Highway Administration (FHWA) and the National Concrete Pavement Technology Center (CP Tech Center).  The overall objective of this program is to increase the awareness and knowledge of concrete overlay applications among state departments of transportation (DOTs), contractors, and engineering consultants.  Expert teams have been assembled from across the U.S. to assist DOTs and strengthen their confidence in concrete overlay solutions. The Pennsylvania Department of Transportation (PennDOT) elected to participate in the FHWA/CP Tech Center Program. The 2.2-mile long Penn State section of US-119 was chosen for PennDOT's initial concrete overlay implementation efforts. The project was designed and let to contract by PennDOT. This report describes the overlay construction and lessons learned.
KW  - Concrete overlays
KW  - Construction management
KW  - Lessons learned
KW  - Pavement design
KW  - Pennsylvania
KW  - United States Highway 119
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Overlay%20Field%20Application%20US%20119.pdf
UR  - https://trid.trb.org/view/1098949
ER  - 

TY  - RPRT
AN  - 01335442
AU  - Schmitt, Rolf
AU  - Sprung, Michael
AU  - Rick, Christopher
AU  - Sedor, Joanne
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Freight Facts and Figures 2010
PY  - 2010/11
SP  - 78p
AB  - This report provides an overview of freight transportation in the United States, focusing on the volume and value of freight shipments, the extent of the freight network, industry employment and productivity patterns, and related safety, energy use, and environmental effects. Economic and social characteristics of the United States also are provided as background information. Metric data are available for several tables as well. All modes of freight transportation are covered.
KW  - Economic factors
KW  - Employment
KW  - Energy consumption
KW  - Environmental impacts
KW  - Freight transportation
KW  - Networks
KW  - Productivity
KW  - Safety
KW  - Shipments
KW  - Social factors
KW  - Tables (Data)
KW  - Trade
KW  - United States
UR  - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/10factsfigures/pdfs/fff2010_highres.pdf
UR  - https://trid.trb.org/view/1098988
ER  - 

TY  - RPRT
AN  - 01335397
AU  - Fang, Howie
AU  - Li, Ning
AU  - Tian, Ning
AU  - University of North Carolina, Charlotte
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Median Barrier Placement on Six-lane, 46-foot Median Divided Freeways
PY  - 2010/11//Final Report
SP  - 121p
AB  - This report summarizes the research efforts of using finite element modeling and simulations to evaluate the performance of W-beam guardrails and cable median barriers on six-lane, 46-foot median divided freeways. A literature review is included on performance evaluation of W-beam guardrails and cable barriers as well as applications of finite element modeling and simulations in roadside safety research. The three types of barriers evaluated in this project are the single-face W-beam, double-face W-beam (two designs), and generic low-tension cable barrier. All three types of barriers were evaluated at three impact speeds and three impact angles. Full-scale crash simulations were first performed on a single-face W-beam guardrail placed on the border of a 2.5:1 slope and the shoulder. Two designs of a double-face W-beam guardrail, which replaced the single-face W-beam at the same location, were then evaluated using simulations and compared to the single-face one. Finally, simulations were performed on vehicles impacting the cable median barrier placed on a 4:1 slope. The simulation results demonstrated the effects of sloped medians on vehicle redirection after contacting the cable median barriers or W-beam guardrails. A common issue for a sloped median is the increased potential of vehicle rollovers, particularly for large-size vehicles. The results will be used to update and validate the standard drawings and strategies for placement of median guardrails and cable barriers. The use of finite element simulations is shown to be both effective and efficient, because they are nondestructive, repeatable, modifiable, and inexpensive. Furthermore, finite element simulations can be used to study crash scenarios that are impossible and/or extremely expensive to conduct physical crash testing. Finite element modeling and simulations are recommended for future investigations of other research issues.
KW  - Cable barriers
KW  - Cables
KW  - Divided highways
KW  - Finite element method
KW  - Freeways
KW  - Guardrails
KW  - Impact angle
KW  - Impact speed
KW  - Impact tests
KW  - Location
KW  - Median barriers
KW  - Redirection (Impacting vehicle)
KW  - Roadside
KW  - Simulation
KW  - W beams
KW  - W-beam guardrail
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-04finalreport.pdf
UR  - https://trid.trb.org/view/1098768
ER  - 

TY  - RPRT
AN  - 01335389
AU  - Wenzlick, John D
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Experimental Galvanic Anode for Cathodic Protection of Bridge A12112
PY  - 2010/11//Final Report
SP  - 26p
AB  - Cathodic Protection (CP) has been used by the Missouri Department of Transportation (MoDOT) for more than 30 years to stop corrosion of reinforced concrete bridge decks. These systems require power from local electrical connections. A galvanic system uses the difference in electrical potential between the anode and the reinforcing steel in the deck to generate enough current itself to cathodically protect the steel. Corrpro Companies, Inc. approached MoDOT with a new galvanic CP anode, at no cost, for installation on a portion of bridge deck. The anode was installed along with a concrete overlay in 2005 and monitored for five years. The anode’s power output was adequate to protect the reinforcing steel but so reactive when installed in the wet concrete that it caused disbonding of the overlay. It is not recommended for future use in its current configuration. This was the best galvanic anode for bridge decks developed so far; a good galvanic anode for bridges is still needed.
KW  - Anodes
KW  - Bridge decks
KW  - Bridges
KW  - Cathodic protection
KW  - Corrosion protection
KW  - Missouri
KW  - Reinforced concrete
UR  - http://library.modot.mo.gov/RDT/reports/Ri04030/or11013.pdf
UR  - http://ntl.bts.gov/lib/36000/36000/36040/or11013.pdf
UR  - https://trid.trb.org/view/1098718
ER  - 

TY  - RPRT
AN  - 01333773
AU  - Spear, Bruce
AU  - Vandervalk, Anita
AU  - Snyder, Dena
AU  - Cambridge Systematics, Inc.
AU  - Federal Highway Administration
TI  - Roadway Geometry and Inventory Trade Study for IntelliDriveSM Applications
PY  - 2010/11//Final Report
SP  - 148p
AB  - The U.S. Department of Transportation IntelliDrive initiative seeks to improve transportation safety and mobility while reducing the environmental impact of surface transportation through the use of networked wireless communication among vehicles, roadway infrastructure, and travelers’ personal communication devices. This report summarizes the findings of an investigation of existing and emerging sources of roadway geometry and inventory data (including public and commercial databases) as well as technologies and methods for collecting, maintaining, and updating roadway attribute information. These data sources are compared along several technical dimensions including geographic coverage, network connectivity, feature resolution, positional accuracy, included attributes, data format and size, and methods and frequency of updates and are evaluated relative to potential near-term IntelliDrive application data needs as indicated by prior research and discussions with IntelliDrive stakeholder groups. The study also examines the workflow practices and business models of current data providers and their capacity for delivering the roadway data needed for future IntelliDrive applications. Based on the findings from the trade study, current roadway geometry and inventory data gaps are identified. Recommendations are proposed for specific research activities and institutional and regulatory options to address data gaps.
KW  - Attributes (Spatial features)
KW  - Geometry
KW  - Geospatial data
KW  - Highways
KW  - Information technology
KW  - IntelliDrive (Program)
KW  - Intelligent transportation systems
KW  - Wireless communication systems
UR  - http://www.fhwa.dot.gov/publications/research/safety/10073/10073.pdf
UR  - https://trid.trb.org/view/1094822
ER  - 

TY  - RPRT
AN  - 01332919
AU  - Graybeal, Benjamin A
AU  - Federal Highway Administration
TI  - Behavior of Field-Cast Ultra-High Performance Concrete Bridge Deck Connections Under Cyclic and Static Structural Loading
PY  - 2010/11//Final Report
SP  - 116p
AB  - The use of modular bridge deck components has the potential to produce higher quality, more durable bridge decks; however, the required connections have often proved lacking, resulting in less than desirable overall system performance. Advanced cementitious composite materials whose mechanical and durability properties far exceed those of conventional concretes present an opportunity to significantly enhance the performance of field-cast connections thus facilitating the wider use of modular bridge deck systems. Ultra-high performance concrete (UHPC) represents a class of such advanced cementitious composite materials. Of particular interest here, UHPCs can exhibit both exceptional bond when cast against previously cast concrete and can significantly shorten the development length of embedded discrete steel reinforcement. These properties allow for a redesign of the modular component connection, facilitating simplified construction and enhanced long-term system performance. This study investigated the structural performance of field-cast UHPC connections for modular bridge deck components. The transverse and longitudinal connection specimens simulated the connections between precast deck panels and the connections between the top flanges of deck-bulb-tee girders, respectively. Testing included both cyclic and static loadings. The results demonstrated that the field-cast UHPC connection facilitates the construction of an emulative bridge deck system whose behaviors should meet or exceed those of a conventional cast-in-place bridge deck. This report corresponds to the TechBrief titled “Field-Cast UHPC Connections for Modular Bridge Deck Elements” (FHWA-HRT-11-022).
KW  - Accelerated construction
KW  - Bridge decks
KW  - Cyclic tests
KW  - Fiber reinforced concrete
KW  - Girder bridges
KW  - High performance concrete
KW  - Reinforced concrete bridges
KW  - Ultra high performance concrete
UR  - http://ntl.bts.gov/lib/35000/35400/35413/FHWA-HRT-11-023.pdf
UR  - https://trid.trb.org/view/1096600
ER  - 

TY  - RPRT
AN  - 01331229
AU  - Fitzpatrick, Kay
AU  - Chrysler, Susan T
AU  - Iragavarapu, Vichika
AU  - Park, Eun Sug
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Crosswalk Marking Field Visibility Study
PY  - 2010/11//Technical Report
SP  - 120p
AB  - The objective of this study was to investigate the relative daytime and nighttime visibility of three crosswalk marking patterns: transverse lines, continental, and bar pairs. In general, this study collected information on the distance from the crosswalk at which the participant verbally indicated its presence. The 78 participants were about evenly divided between groups of male and female participants and between groups of younger (younger than 55 years old) and older (55 years old or older) participants. The study was conducted in November 2009 using instrumented vehicles on an open road route on the Texas A&M University campus. Data were collected during two periods: daytime (sunny and clear or partly cloudy) and nighttime (street lighting on). Existing markings (six intersection and two midblock locations) and new markings installed for this study (nine midblock locations) were tested. For the sites where markings were newly installed for this study, the detection distances to bar pairs and continental markings were similar, and they were statistically different from the detection distance to transverse markings both during the day and at night. For the existing midblock locations, a general observation was that the continental markings were detected at about twice the distance upstream as the transverse markings during daytime conditions. This increase in distance reflects 8 s of increased awareness of the presence of the crossing at 30-mi/h operating speeds. Participants also rated the appearance of markings on a scale of A to F. These results mirrored the findings from the detection distance evaluation. Overall, participants preferred the continental and bar pairs markings over the transverse markings.
KW  - Crosswalks
KW  - Daylight
KW  - Detection distance
KW  - Field studies
KW  - Intersections
KW  - Midblock crossings
KW  - Night visibility
KW  - Road markings
KW  - Visibility
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10068/10068.pdf
UR  - https://trid.trb.org/view/1094969
ER  - 

TY  - JOUR
AN  - 01330497
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jones, Katy
AU  - Yunk, Karen
AU  - Carter, Daniel
TI  - The CMF Clearinghouse: A Handy Safety Tool
PY  - 2010/11
VL  - 74
IS  - 3
SP  - pp 16-20
AB  - Crash modification factors (CMFs) represent valuable pieces of information for safety professionals. CMFs are multiplicative factors used to compute the expected number of crashes that might occur after implementing a given countermeasure at a specific site. Over the years, researchers have developed thousands of CMFs to estimate the expected safety improvement associated with implementation of various countermeasures. By performing the CMF calculations, engineers can weigh the relative costs and benefits of installing various countermeasures and inform decision makers about the solution most likely to improve overall safety at a given location. However, CMFs are useful only if easily available to practitioners. Recognizing the growing need for a centralized location to store and provide easy access to the CMFs, the Federal Highway Administration (FHWA) recently launched the Web-based Crash Modification Factors Clearinghouse (www.CMFClearinghouse.org). As of August 2010, the clearinghouse provides access to more than 2,500 CMFs for over 700 countermeasures, as well as guidance to help transportation professionals use CMFs to improve their decisions about road safety. The clearinghouse coordinates closely with information covered in AASHTO's Highway Safety Manual.  The site also features information on training and cost-benefit analyses. FHWA structured the clearinghouse to include several key features, including a reliability rating system and lists of both CMFs and crash reduction factors (estimates of the percentage reduction in crashes). The CMFs in the manual meet strict inclusion criteria.  After drawing on existing compilations of CMFs to populate the clearinghouse upfront, FHWA now updates the site quarterly as new CMFs become available. FHWA is encouraging transportation professionals to develop CMFs within their own agencies by conducting safety evaluation studies using data from their jurisdictions. These evaluation studies can be submitted for possible inclusion in the clearinghouse.
KW  - Benefit cost analysis
KW  - Clearinghouses
KW  - Countermeasures
KW  - Crash modification factors
KW  - Crash rates
KW  - Data banks
KW  - Decision making
KW  - Highway safety
KW  - Safety engineering
KW  - Traffic crashes
KW  - Training
KW  - Transportation engineering
KW  - U.S. Federal Highway Administration
KW  - Websites (Information retrieval)
UR  - http://www.fhwa.dot.gov/publications/publicroads/10novdec/04.cfm
UR  - https://trid.trb.org/view/1090697
ER  - 

TY  - JOUR
AN  - 01330493
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Cronin, Brian
AU  - Mortensen, Steve
AU  - Sheehan, Robert
AU  - Thompson, Dale
TI  - Integrated Corridor Management
PY  - 2010/11
VL  - 74
IS  - 3
SP  - pp 6-11
AB  - The greatest concentrations of traffic congestion occur along critical transportation corridors, which link residential areas, business centers, sports arenas, and shopping areas. Integrated corridor management (ICM) -- the coordination of transportation operations to improve travel management -- is a key strategy to address traffic congestion. This article provides an overview of ICM and the progress to date. ICM enables departments of transportation (DOTs) to optimize use of available infrastructure by directing travelers to underutilized capacity in a transportation corridor. Strategies include motorists shifting their trip departure times, routes, or modal choices, or DOTs dynamically adjusting capacity by changing metering rates at entrance ramps or adjusting traffic signal timings to accommodate demand fluctuations. In an ICM corridor, travelers can shift to transportation alternatives -- even during the course of their trips -- in response to changing traffic conditions.  ICM research involving analysis, modeling, and simulation at a test corridor in San Francisco and preliminary results from three other analysis, modeling, and simulation pioneer sites (Dallas, Minneapolis, and San Diego) indicate that corridors that implement ICM can expect greater travel time reliability and productivity of corridor networks, and reduced fuel consumption and emissions.  The ICM Initiative, which the U.S. Department of Transportation (USDOT) launched in 2006, now is moving from the basic initial research and preliminary studies at pioneer sites to the demonstration phase.
KW  - Dallas (Texas)
KW  - Field studies
KW  - Highway corridors
KW  - Integrated corridor management
KW  - Minneapolis (Minnesota)
KW  - San Diego (California)
KW  - San Francisco (California)
KW  - Traffic congestion
KW  - Travel demand management
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/10novdec/02.cfm
UR  - https://trid.trb.org/view/1090695
ER  - 

TY  - JOUR
AN  - 01329810
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Murdaugh, Henry C
AU  - Carter, Stephanie
TI  - Workforce Development in Action
PY  - 2010/11
VL  - 74
IS  - 3
SP  - pp 12-15
AB  - As the transportation field continues to evolve, the industry faces increasingly complex challenges. Responding to these challeges requires a diverse, multidisciplinary, and well-trained workforce. For nearly 30 years, the Federal Highway Administration’s Dwight David Eisenhower Transportation Fellowship program has served as a catalyst for transportation workforce development. This article describes the Fellowship program. The mission of the Eisenhower Transportation Fellowship program is to advance transportation workforce development by attracting the brightest minds to the field, enhance the careers of transportation professionals by encouraging them to pursue advanced degrees, and retain top talent in the U.S. transportation industry. The program provides funding for students pursuing undergraduate degrees, masters' degrees, or doctorates in transportation-related fields. The Eisenhower program consists of eight fellowship categories that represent the diversity of the current and future transportation workforce, emphasize the interdisciplinary nature of modern transportation, and extend professional expertise beyond the traditional areas of engineering and science.  To date, it has awarded more than 2,000 fellowships in a variety of fields, and more than 80% of recipients have gone on to careers in the transportation industry.
KW  - Dwight David Eisenhower Transportation Fellowship Program
KW  - Education and training
KW  - Fellowship programs
KW  - Labor force
KW  - Personnel development
KW  - Professional personnel
KW  - Transportation careers
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10novdec/03.cfm
UR  - https://trid.trb.org/view/1090696
ER  - 

TY  - JOUR
AN  - 01329799
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bared, Joe
AU  - Saiko, Don
TI  - The Double Crossover Diamond
PY  - 2010/11
VL  - 74
IS  - 3
SP  - pp 2-5
AB  - This article describes the design and benefits of the double crossover diamond (DCD) interchange, which is a variation of the traditional diamond interchange. The geometric design of the DCD channelizes vehicular traffic on a grade-separated crossroad from the right side of the road to the left side and then back again at the ramp terminals.   What distinguishes the DCD from the conventional diamond interchange is that it combines left-turning traffic with through traffic. This is accomplished by having both left-turn and through vehicles cross over to the opposite sides of the roadway at the ramp terminals. The result is that northbound traffic traveling over the bridge travels on the roadway on the left (between the two ramp terminals), and the southbound traffic also travels on the roadway to the left. The DCD design offers advantages in operational capacity, safety, environment protection, and cost compared with the conventional diamond interchange.  Although the DCD design has been used in France for 30 years, until recently few U.S. engineers were aware of its existence.  The Federal Highway Administration began to explore the geometric and operational aspects of the DCD design in 2004. To accomplish this, they developed two types of simulations: microsimulations that facilitated modeling of design and operational characteristics, and a full-scale drivable model that allowed direct observation of driver performance.  The Missouri Department of Transportation opened the first DCD in the United States on June 21, 2009.  The Missouri project was significantly cheaper and faster to build than a single-point interchange. During the first 6 months of operation, the DCD reduced crashes by 50% between the ramp terminals and by 25% between the first intersections north and south of the interchange, compared to the same period in 2008.
KW  - Diamond interchanges
KW  - Double crossover diamond interchanges
KW  - Geometric design
KW  - Highway capacity
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Missouri
KW  - Missouri Department of Transportation
KW  - Traffic simulation
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10novdec/01.cfm
UR  - https://trid.trb.org/view/1090694
ER  - 

TY  - RPRT
AN  - 01329772
AU  - Von Quintus, Harold L
AU  - Rao, Chetana
AU  - Bhattacharya, Biplab
AU  - Titi, Hani
AU  - English, Ryan
AU  - Applied Research Associates, Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Intelligent Compaction Technology for Densification of Roadway Subgrades and Structural Layers
PY  - 2010/11//Final Report
SP  - 174p
AB  - The overall goal of WHRP Study #0092-08-07 was to collect information and data on the use of intelligent compaction (IC) technology to allow the Wisconsin DOT to make an informed decision on any useful application of this technology.  Three objectives were identified to meet the overall goal of the study: (1) identify the advantages and limitations of the IC technology; (2) determine the material types and conditions that might cause inaccurate decisions or output from the IC roller (e.g., the accuracy of the outputs regarding layer stiffness), and (3) provide recommendations to the Wisconsin DOT on the use and implementation of IC technology for pavement construction.  Field demonstration projects were planned and executed to collect data and information related to the use of IC rollers in Wisconsin.  The demonstration projects confirmed that IC for soils is more advanced than for hot mix asphalt (HMA) layers.  Level 2 and Level 3 soil IC rollers can be used almost immediately in Wisconsin.  Unfortunately, there are many more issues or unanswered questions for compacting HMA layers than for unbound layers.  The two areas where IC rollers can have immediate positive benefits, especially for unbound materials, are: (1) as a testing device to continually  map the stiffness of an area prior to placing both unbound and HMA materials to identify areas with weak supporting layers and, after the layer has been compacted, and (2) to develop stiffness-growth relationships to determine the rolling pattern and number of passes to achieve a specific stiffness level.  The key technical issues include lift thickness, bridging localized construction defects, and the fact that the IC roller output is a composite value influenced by the supporting layers.  Additional pilot projects are recommended to increase contractor and agency personnel's confidence in using this technology.
KW  - Densification
KW  - Hot mix asphalt
KW  - Intelligent compaction
KW  - Pavement layers
KW  - Paving
KW  - Soils
KW  - Stiffness
KW  - Subgrade (Pavements)
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53907/08-07%2520FINAL%2520REPORT.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-07icforsubgrades-f.pdf
UR  - https://trid.trb.org/view/1090718
ER  - 

TY  - RPRT
AN  - 01329711
AU  - Harvey, Omar
AU  - Harris, Pat
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Test Procedures for Determining Organic Matter Content in Soils - UV-Vis Method
PY  - 2010/11
SP  - 14p
AB  - The Texas Department of Transportation has been having problems with organic matter in soils that they stabilize for use as subgrade layers in road construction. The organic matter reduces the effectiveness of common soil additives (lime/cement) in stabilization projects. The researchers developed a technique using UV-Vis spectroscopy to measure the harmful organic matter in another project (0-5540). This project consisted of purchasing three UV-Vis instruments, equipping them with software to measure the organic matter and doing two trainings with the Texas Department of Transportation. Following the trainings, four laboratories analyzed 20 natural soil samples and three laboratory standards to determine repeatability and reproducibility between the laboratories. Researchers also continued testing real project soils to see what mitigation techniques researchers could use. Researchers determined that three replicates need to be run to achieve 95 percent confidence that the measured value is the true value. Researchers determined that soils with organic matter below 1.5 percent can be safely treated, and soils with an organic matter to Eades & Grim optimum lime (OM:EG) ratio less than 0.5 have the greatest potential for mitigation with additional lime application. Additionally, calcium chloride added to the soil with the lime improved the formation of pozzolanic reaction products and strengths of some soils. This work illustrates the complex nature of organic interactions with soil stabilizers and the many questions left unresolved.
KW  - Lime cement
KW  - Organic materials
KW  - Soil stabilization
KW  - Soil treatment
KW  - Spectroscopy
KW  - Swelling soils
KW  - Test procedures
UR  - http://tti.tamu.edu/documents/5-5540-01-P4.pdf
UR  - https://trid.trb.org/view/1089798
ER  - 

TY  - RPRT
AN  - 01329695
AU  - Steinberg, Eric
AU  - Sargand, Shad
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Forces in Wingwalls from Thermal Expansion of Skewed Semi-Integral Bridges
PY  - 2010/11
SP  - 88p
AB  - Jointless bridges, such as semi-integral and integral bridges, have become more popular in recent years because of their simplicity in the construction and the elimination of high costs related to joint maintenance. Prior research has shown that skewed semi-integral bridges tend to expand and rotate as the ambient air temperature increases through the season. As a result of the bridge movement, forces are generated and transferred to the wingwalls of the bridge. ODOT does not currently have a procedure to determine the forces generated in the wingwalls from the thermal expansion and rotation of skewed semi-integral bridges. In this study, two semi-integral bridges with skews were instrumented and monitored for behavior at the interface of the bridge’s diaphragm and wingwall. A parametric analysis was also performed to determine the effects of different spans and bridge lengths on the magnitude of the forces. Based on the field results from the study it is recommended for the design of the wingwalls turned to run nearly parallel with the longitudinal axis of skewed semi-integral bridges should include a 100 psi loading at the wingwall/diaphragm interface from the thermal expansion of the bridge. In addition, analytical evaluations showed that longer spans and higher skews than allowed by ODOT’s BDM could be used. However, additional considerations for larger movements and stresses generated at the wingwall/diaphragm interface would need to be considered in designs. Finally, bearing retainers in diaphragms, if used, require adequate cover to avoid spalling of concrete.
KW  - Diaphragms (Engineering)
KW  - Rotation
KW  - Semi-integral bridges
KW  - Skew bridges
KW  - Thermal expansion
KW  - Wingwalls
UR  - http://worldcat.org/oclc/698370115/viewonline
UR  - https://trid.trb.org/view/1090289
ER  - 

TY  - RPRT
AN  - 01328487
AU  - Middleton, Dan
AU  - Longmire, Ryan
AU  - Charara, Hassan
AU  - Bullock, Darcy
AU  - Bonneson, Jim
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Stop Line Detection Using Video Imaging Detectors
PY  - 2010/11//Technical Report
SP  - 94p
AB  - The Texas Department of Transportation and other state departments of transportation as well as cities nationwide are using video detection successfully at signalized intersections. However, operational issues with video imaging vehicle detection systems (VIVDS) products occur at some locations. The resulting issues vary but have included: camera contrast loss resulting in max-recall operation;  failure to detect vehicles leading to excessive delay and red-light violations; and degraded detection accuracy during nighttime hours. This research resulted in the development of a formalized VIVDS test protocol and a set of performance measures that agencies can incorporate in future purchase orders and use to uniformly evaluate VIVDS products. It also resulted in the development of a VIVDS video library and conceptual plans for a field laboratory for future projects to deploy a range of VIVDS products at an operational signalized intersection. Researchers evaluated alternative VIVDS stop line detection designs and developed methods for enhancing the operation of VIVDS through adjustments in controller settings for day versus night versus transition periods, zone placement, and camera placement.
KW  - Automatic vehicle detection and identification systems
KW  - Evaluation
KW  - Highway traffic control
KW  - Signalized intersections
KW  - Stop lines
KW  - Video imaging detectors
UR  - http://tti.tamu.edu/documents/0-6030-1.pdf
UR  - https://trid.trb.org/view/1089516
ER  - 

TY  - SER
AN  - 01328166
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Graybeal, Ben
AU  - Federal Highway Administration
TI  - Finite Element Analysis of UHPC: Structural Performance of an AASHTO Type II Girder and a 2nd-Generation Pi-Girder
PY  - 2010/11
SP  - 6p
AB  - This document is a technical summary of the unpublished Federal Highway Administration (FHWA) report, Finite Element Analysis of Ultra-High Performance Concrete: Modeling Structural Performance of an AASHTO Type II Girder and a 2nd Generation Pi-Girder, available only through the National Technical Information Service, www.ntis.gov. The TechBrief highlights the results of a research program that developed finite element analysis modeling techniques applicable to ultra-high performance concrete (UHPC) structural components.
KW  - Concrete construction
KW  - Finite element method
KW  - Girders
KW  - Performance
KW  - Ultra high performance concrete
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/10079/10079.pdf
UR  - https://trid.trb.org/view/1086572
ER  - 

TY  - SER
AN  - 01328160
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Wiser, Larry
AU  - Federal Highway Administration
TI  - LTPP Computed Parameter: Dynamic Modulus
PY  - 2010/11
SP  - 4p
AB  - This document is a technical summary of the Federal Highway Administration (FHWA) report, LTPP Computed Parameter: Dynamic Modulus, FHWA-HRT-10-035.  The primary objective of this project was to develop estimates of the dynamic modulus, |E*|, of  hot-mix asphalt (HMA) layers on Long-Term Pavement Performance (LTPP) program test sections following the models used in the Mechanistic Empirical Pavement Design Guide (MEPDG).  These data will provide a means of linking MEPDG inputs (for HMA analysis) to known field performance as measured on LTPP test sections.  As part of this project, existing models used to estimate |E*| values were evaluated, and additional models were developed based on the use of Artificial Neural Networks (ANNs).  The models utilize readily available mixture and binder information to estimate dynamic modulus.
KW  - Dynamic modulus of elasticity
KW  - Hot mix asphalt
KW  - Long-Term Pavement Performance Program
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Neural networks
KW  - Pavement design
KW  - Pavement performance
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/11018/11018.pdf
UR  - https://trid.trb.org/view/1086592
ER  - 

TY  - SER
AN  - 01328154
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Graybeal, Ben
AU  - Federal Highway Administration
TI  - Field-Cast UHPC Connections for Modular Bridge Deck Elements
PY  - 2010/11
SP  - 8p
AB  - This document is a technical summary of the unpublished Federal Highway Administration (FHWA) report Behavior of Field-Cast Ultra-High Performance Concrete Bridge Deck Connections Under Cyclic and Static Structural Loading, which is available through the National Technical Information Service (NTIS), www.ntis.gov.  The TechBrief highlights the results of a study aimed at evaluating the performance of field-cast ultra-high performance concrete (UHPC) connections linking precast concrete bridge deck components.
KW  - Bridge decks
KW  - Bridge members
KW  - Modular structures
KW  - Structural connection
KW  - Ultra high performance concrete
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11022/11022.pdf
UR  - https://trid.trb.org/view/1086591
ER  - 

TY  - RPRT
AN  - 01328150
AU  - Soltesz, Steven
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Thin Overlays for Bridge Decks
PY  - 2010/11//Final Report
SP  - 78p
AB  - Eight thin polymer overlay systems were evaluated in the laboratory and on two bridge decks exposed to trucks and passenger vehicles including those with studded tires. The products were Mark 154, Flex-O-Lith, Safetrack HW, Kwik Bond PPC MLS, Tyregrip, SafeLane HDX, Urefast PF60, and Unitex ProPoxyType III DOT. None of the overlay systems showed superior performance under moderate average daily traffic from the standpoint of maintaining good skid resistance and resisting wear through. Tyregrip and Safetrack HW started to wear through to the concrete after exposure of approximately 1.3 million vehicles, and Urefast PF60 wore through much sooner. For the five products that did not wear through, empirical equations predicted the friction number of the best of these five products would decrease to 40 (equivalent to the friction number of the concrete) within five months at a traffic level of 10,000 vehicles per lane per day. Delamination from the concrete was not a major problem with the products. Laboratory tests were not able to predict performance.
KW  - Bridge decks
KW  - Concrete
KW  - Durability
KW  - Polymers
KW  - Skid resistance
KW  - Studded tires
KW  - Thin overlays
KW  - Traffic loads
KW  - Wear
UR  - http://ntl.bts.gov/lib/35000/35200/35250/ThinOverlayForBridges.pdf
UR  - https://trid.trb.org/view/1086551
ER  - 

TY  - SER
AN  - 01328125
JO  - ProductBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - LTPP Pavement Performance Forecast
PY  - 2010/11
SP  - 2p
AB  - Developed as part of pooled fund study TPF-5(013), the Long-Term Pavement Performance (LTPP) Performance Forecast produces freeze/thaw performance predictions for both rigid and flexible pavements.  These predictions are based on regression models using data available from approximately 800 in-service test sections in the LTPP database.  These sections consist of a variety of climates with various subgrade types and a range of loading conditions.  Using the LTPP Performance Forecast, researchers can compute roughness, structural cracking, environmental cracking, rutting and faulting predictions as a function of pavement age.  The forecasts are based on user-defined inputs for traffic, structure, environment, and subgrade conditions.
KW  - Flexible pavements
KW  - Forecasting
KW  - Freeze thaw durability
KW  - Long-Term Pavement Performance Program
KW  - Pavement performance
KW  - Regression analysis
KW  - Rigid pavements
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10080/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10080/10080.pdf
UR  - https://trid.trb.org/view/1086602
ER  - 

TY  - RPRT
AN  - 01328112
AU  - Liang, Robert
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Field Instrumentation, Monitoring of Drilled Shafts for Landslide Stabilization and Development of Pertinent Design Methods
PY  - 2010/11
SP  - 238p
AB  - The design method for using a single row, spaced drilled shafts, socketed into a firm rock strata, to stabilize an unstable slope has been developed in this research. The soil arching due to the presence of spaced drilled shafts in a slope was observed in 3-dimensional finite element simulations and field monitoring data. A comprehensive 3-D finite element parametric study was used to derive an empirical equation to quantify the arching induced load transfer. A limiting equilibrium based slope stability analysis method, incorporating the arching effect, was developed and coded into a PC based program UA SLOPE 2.1, to allow for analysis of the factor of safety of the shaft/slope system and the earth thrust on the drilled shaft. The developed analysis and design method was validated based on more than 40 cases of 3-dimensional finite element simulations, covering a wide range of slope geometry, soil strength parameters, and the drilled shaft diameter, spacing, and location conditions. Three slope stabilization projects in Ohio involving the use of drilled shafts were monitored with instrumentation to obtain a 3-year performance data of the stabilized slope and to validate the design based on the developed method. In addition, a field testing program at the ATH-124 Project site was conducted to quantify arching during several stages of surcharge load induced slope movements. The developed UA SLOPE 2.1 program was verified by comparisons with the calibrated finite element simulation results of this field surcharge loading condition. The UA SLOPE 2.1 program is recommended for use in finding an optimized design (i.e., location, diameter, and spacing) of the drilled shafts to stabilize an unstable slope.
KW  - Arching (Soils)
KW  - Design methods
KW  - Drilled shafts
KW  - Field studies
KW  - Instrumentation
KW  - Landslides
KW  - Monitoring
KW  - Slope stability
UR  - http://worldcat.org/oclc/698372490/viewonline
UR  - http://ntl.bts.gov/lib/38000/38600/38628/134238-FR.pdf
UR  - http://ntl.bts.gov/lib/38000/38600/38629/134238-ES.pdf
UR  - https://trid.trb.org/view/1086570
ER  - 

TY  - RPRT
AN  - 01325148
AU  - Bonneson, James A
AU  - Pratt, Michael P
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Safety Design Workshops
PY  - 2010/11//Technical Report
SP  - 18p
AB  - Highway safety is an ongoing concern for the Texas Department of Transportation (TxDOT). As part of its proactive commitment to improving highway safety, TxDOT is moving toward including quantitative safety analyses earlier in the project development process. To assist in achieving this goal, TxDOT research project 0-4703 developed the Roadway Safety Design Workbook for engineers responsible for highway geometric design. This Workbook describes quantitative safety relationships for specific design components known to be correlated with crash frequency. As part of TxDOT Project 0-4703, a series of workshops were developed to share safety information with TxDOT roadway designers. Information in the Workbook was used as the basis for the workshops. The workshops addressed rural highways, urban streets, and freeways. They included a mixture of classroom discussion and hands-on training activities for the participants. The participants indicated that the information presented in the workshops will be beneficial as they make decisions about highway safety improvements.
KW  - Freeways
KW  - Highway design
KW  - Highway safety
KW  - Intersections
KW  - Ramps (Interchanges)
KW  - Rural highways
KW  - Texas
KW  - Urban highways
KW  - Workshops
UR  - http://tti.tamu.edu/documents/5-4703-01-1.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35075/5-4703-01-1.pdf
UR  - https://trid.trb.org/view/1085934
ER  - 

TY  - RPRT
AN  - 01325138
AU  - Salazar, Ken
AU  - McNutt, Marcia K
AU  - Department of the Interior
AU  - U.S. Geological Survey
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Bathymetric Surveys at Highway Bridges Crossing the Missouri River in Kansas City, Missouri, using a Multibeam Echo Sounder, 2010
PY  - 2010/11
SP  - 74p
AB  - Bathymetric surveys were conducted by the U.S. Geological Survey, in cooperation with the Missouri Department of Transportation, on the Missouri River in the vicinity of nine bridges at seven highway crossings in Kansas City, Missouri, in March 2010. A multibeam echo sounder mapping system was used to obtain channel-bed elevations for river reaches that ranged from 1,640 to 1,800 feet long and extending from bank to bank in the main channel of the Missouri River. These bathymetric scans will be used by the Missouri Department of Transportation to assess the condition of the bridges for stability and integrity with respect to bridge scour.
KW  - Banks (Waterways)
KW  - Bathymetry
KW  - Bridges
KW  - Highway bridges
KW  - Kansas City (Missouri)
KW  - Missouri River
KW  - Multibeam superstructures
KW  - Scour
KW  - Sonic echo tests
UR  - http://ntl.bts.gov/lib/35000/35000/35087/or11008.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35087/or11008.pdf
UR  - https://trid.trb.org/view/1085893
ER  - 

TY  - RPRT
AN  - 01470316
AU  - Cross, Stephen A
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - QC/QA Testing Differences Between Hot Mix Asphalt (HMA) and Warm Mix Asphalt (WMA): Annual Report for FY 2010
PY  - 2010/10/31
SP  - 12p
AB  - The objectives of this study are to develop testing protocols for the different warm mix asphalt (WMA)  additives for mix design and quality control/quality assurance (QC/QA) procedures. For mix design, testing protocols need to be developed for rut testing and moisture sensitivity testing. For QC/QA, protocols need to be developed for lab-molded void properties and asphalt content. To meet the  objectives, equivalent compaction temperatures and/or compactive efforts need to be established for WMA additives. Equivalent compaction temperatures and/or compactive efforts are those that would produce void results for WMA mixtures similar to conventional Superpave mixtures. Once this is established, the effect of WMA additives on lab-molded volumetric results from Superpave Gyratory Compactor (SGC) samples (QC/QA properties) and mix design results (moisture sensitivity and rutting) could be determined. If properties/results differ significantly from those obtained from the same  conventional hot mix asphalt (HMA) mix, standard testing protocol(s) using the SGC would be developed that would provide test results consistent with conventional HMA test results. Test  protocols could be dependent upon the specific WMA technology. Because the test protocols would be highly dependent upon the accuracy and repeatability of the test results, sample preparation and testing is being performed by a commercial testing laboratory employing Oklahoma Department of Transportation (ODOT) certified HMA technicians rather than graduate students.
KW  - Compaction
KW  - Hot mix asphalt
KW  - Mix design
KW  - Moisture content
KW  - Pavement performance
KW  - Quality assurance
KW  - Quality control
KW  - Rutting
KW  - Test procedures
KW  - Warm mix paving mixtures
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2218-fy2010-rpt-ann-cross.pdf
UR  - https://trid.trb.org/view/1237845
ER  - 

TY  - RPRT
AN  - 01354116
AU  - Quadrato, Craig
AU  - Wang, Weihua
AU  - Battistini, Anthony
AU  - Wahr, Andrew
AU  - Helwig, Todd
AU  - Frank, Karl
AU  - Engelhardt, Michael
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Cross-Frame Connection Details for Skewed Steel Bridges
PY  - 2010/10/31/Technical Report
SP  - 411p
AB  - This report documents a research investigation on connection details and bracing layouts for stability bracing of steel bridges with skewed supports. Cross-frames and diaphragms play an important role in stabilizing steel girders, particularly during construction. The commonly used bent plate connection between skewed braces and steel girders can introduce flexibility that can have detrimental effects on the bracing behavior. An alternative detail investigated in this study is a split pipe stiffener used to connect cross-frames to girders at a skew. The split pipe stiffener allows perpendicular connections to the cross-frame connection tab, regardless of the skew angle. The split pipe provides a stiffer connection between the cross-frame and the girder. More importantly, the split pipe stiffener increases the torsional stiffness of the girder by introducing substantial warping restraint. This increases the lateral torsional buckling capacity of the girder and allows the first line of intermediate cross-frames to be moved farther from the support. Overall, the increase in girder torsional stiffness and buckling capacity that results from the use of the split pipe stiffener will enhance the safety of the girder at all stages of construction: during transportation, lifting, erection, and placement of the concrete deck. This study also examined layout patterns for intermediate cross-frames in skewed bridges. Results showed that staggering the intermediate cross-frames reduces live load induced forces in the cross-frame members and mitigates the potential for associated fatigue cracking. This report also provides design recommendations for the split pipe stiffener and provides a procedure for computing the buckling capacity of girders with split pipe stiffeners.
KW  - Bracing
KW  - Buckling
KW  - Cross frames
KW  - Lateral supports
KW  - Live loads
KW  - Skewed structures
KW  - Splitting (Pipe)
KW  - Steel bridges
KW  - Stiffness
KW  - Structural connection
KW  - Torsion
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5701_1.pdf
UR  - https://trid.trb.org/view/1116076
ER  - 

TY  - RPRT
AN  - 01337286
AU  - Klingner, Richard E
AU  - Bayrak, Oguzhan
AU  - Jirsa, James O
AU  - Chao, Shih-Ho
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PCP Cracking and Bridge Deck Reinforcement: An Interim Report
PY  - 2010/10/28/Technical Report
SP  - 37p
AB  - TxDOT Project 0-6348 “Controlling Cracking in Prestressed Concrete Panels and Optimizing Bridge Deck Reinforcing Steel” started on September 1, 2008 and is scheduled to end on August 31, 2012. The project is proceeding on schedule. This report summarizes research progress to date, and lists the principal findings, including information on prestressing strands, placement of reinforcing bars, design of top-mat reinforcement, and use of high performance steel fibers in reinforcement.
KW  - Bridge decks
KW  - Cracking
KW  - High performance steel
KW  - Panels
KW  - Prestressed concrete
KW  - Prestressing
KW  - Reinforcement (Engineering)
KW  - Reinforcing bars
KW  - Reinforcing steel
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6348_1.pdf
UR  - https://trid.trb.org/view/1097594
ER  - 

TY  - RPRT
AN  - 01361038
AU  - McDonald, Thomas J
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - Road Safety Audit for Prince of Wales Island, Alaska
PY  - 2010/10/25
SP  - 58p
AB  - In response to a safety concern by local citizens, a safety audit was conducted on Kassan Road and Hydraburg Highway. Kasaan Road extends from the Village of Kasaan, population approximately 60, to Forest Highway 22 on Prince of Wales Island. The road is the sole access for this community and adjacent property. The nearest community is Thorne Bay, population approximately 560. Length of the reviewed section is 17.2 miles, the surface is granular, and traffic volume was estimated at about 350 vehicles per day. The right of way width varies from about 120-200 ft, depending on the jurisdiction in control. The roadway alignment is extremely curvilinear horizontally with some variation in vertical alignment as well. Traveled way width varies from about 15-30 ft throughout the length. However, the road is driven as single lane throughout by motorists, except when meeting another vehicle. Surrounding terrain is mostly estuary and floodplain, with some mountainous or steep side slopes. The road surface exhibits considerable washboarding and numerous potholes, despite apparent frequent motor patrol blading. Posted speed is 20 miles per hour (mph) overall with some sections posted at 10 mph and one section posted at 30 mph. A large power line extends along the length of the roadway, with some poles very near the traveled way. Milepost markings are painted on some of the poles. General information guide signing would be beneficial for the general public as well as government staff. Beam guardrails are installed in several locations to shield roadside hazards and four bridges. Most of the guardrail is not in good condition, and the terminal sections are not of current design. In addition, many side hazards, such as high fills and steep slopes are not shielded. Conversely, a few guardrail installations don’t appear to be warranted when comparing the side hazard being shielded with the potential hazard presented by the guardrail (from both the rail and the reduced roadway width at installation locations). Some warning signs are in place to advise of hazards, but many are in need of maintenance or replacement. Additional signing is needed in many locations. All signing should be updated to comply with the 2009 edition of the Manual on Uniform Traffic Control Devices (MUTCD). Drainage under the roadway is conveyed by corrugated metal pipes, mostly 30-36 in. in diameter. Condition is unknown. The improvement would propose a reconstruction to provide a wider roadway with improved alignment and possibly paving. Scheduling is dependent on the availability of funding. The safety audit will address low-cost improvements that could address several potential hazards along the alignment.
KW  - Alaska
KW  - Alignment
KW  - Guardrails
KW  - Highway safety
KW  - Manual on Uniform Traffic Control Devices
KW  - Safety audits
KW  - Safety improvement
KW  - Warning signs
UR  - http://www.intrans.iastate.edu/reports/prince_of_wales_ak_rsa_w_cvr.pdf
UR  - https://trid.trb.org/view/1126958
ER  - 

TY  - RPRT
AN  - 01613800
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
TI  - Integrating Metropolitan Planning Organizations into the State’s Highway Safety Improvement Program (HSIP)
PY  - 2010/10/22
SP  - 11p
AB  - This report provides a summary of a peer exchange held June 15, 2010 in Syracuse, New York, sponsored by the Association of New York State Metropolitan Planning Organizations (NYSMPO) and the New York State Department of Transportation (NYSDOT). It also includes proposed next steps developed as part of the NYSMPO Safety Working Group’s (SWG) action plan. The peer event coincided with the 2010 NYSMPO Annual Conference. The peer exchange convened New York’s safety stakeholders to identify ways to collaborate with NYSDOT to improve safety on all of the State’s roadways with the desired outcome to develop strategies for an action plan to help New York’s metropolitan planning organizations (MPOs) work with partners to progress safety issues and reduce fatal and serious injury crashes in New York. The action plan will provide a foundation for NYSMPO’s Comprehensive Safety Monitoring and Planning effort, which seeks to address safety issues on local roads in New York’s Highway Safety Improvement Program (HSIP).The event also focused on sharing knowledge among selected peers on active participation in the HSIP, including the Mid-Ohio Regional Planning Commission (MORPC), Delaware Valley Regional Planning Commission (DVRPC), and the Louisiana Department of Transportation and Development (LA DOTD). Criteria for selecting peers included demonstration of successful past collaboration with safety partners, including State DOTs, MPOs, law enforcement, local governments, public health providers, and educators in developing and implementing local HSIP projects in rural and urban locations. Success with systematic improvements was another criterion: these types of projects can effectively address the types of crashes, such as roadway departures, which occur on local roads. The action plan developed from the peer exchange will ultimately identify champions as well as a timeline for deliverables.
KW  - Cooperation
KW  - Delaware Valley Regional Planning Commission
KW  - Highway safety
KW  - Highway Safety Improvement Program
KW  - Louisiana Department of Transportation and Development
KW  - Metropolitan planning organizations
KW  - Mid-Ohio Regional Planning Commission
KW  - New York State Association of Metropolitan Planning Organizations
KW  - New York State Department of Transportation
KW  - Peer exchange
KW  - Stakeholders
KW  - State departments of transportation
KW  - Strategic planning
UR  - http://ntl.bts.gov/lib/59000/59400/59455/peer_report_NY_June2010.pdf
UR  - https://trid.trb.org/view/1425513
ER  - 

TY  - RPRT
AN  - 01325157
AU  - Kauffman, Farah
AU  - McCullough, Jody
AU  - Kephart, Donna
AU  - Penn State College of Medicine
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Pennsylvania Safe Routes to School Program
PY  - 2010/10/21/Final Report
SP  - 219p
AB  - In October 2007, the Center for Nutrition and Activity Promotion at Penn State Hershey Children's Hospital (Center) began working under contract with the Pennsylvania Department f Transportation (PennDOT) to develop, coordinate and administer the non-infrastructure side of the Pennsylvania SRTS Program. The Center provided  grants and technical assistance to 40 K-8 schools; produced resources to support the development and implementation of SRTS plans, led statewide promotional efforts around Walk to School Day; trained individuals on various SRTS-related topics; and fostered strategic relationships with key stakeholders. The Center effectively engaged K-8 schools to administer the required components by the Federal SRTS Program. Hundreds of schools, representing tens of thousands of students, were reached each year through Walk to School Day promotion, the Center's multiple listservs, and the SRTS Academy website, for instance. The grant program alone successfully engaged 40 schools, representing more than 20,000 students. The funding made available through the Pennsylvania SRTS Program enabled the Center to make significant contributions to the SRTS movement. Ultimately, it allowed the Center to give K-8 schools the opportunity to create more supportive, safer movements for walking and bicycling to school.
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - Planning
KW  - Safe Routes to School (Program)
KW  - School children
KW  - Technical assistance
KW  - Walk to School Day
KW  - Walking
UR  - http://ntl.bts.gov/lib/35000/35000/35065/PA_Safe_Routes_to_School_2007-2010.pdf
UR  - https://trid.trb.org/view/1086062
ER  - 

TY  - RPRT
AN  - 01335452
AU  - Burt, Matt
AU  - Sowell, Garnell
AU  - Crawford, Jason
AU  - Carlson, Todd
AU  - Battelle Memorial Institute
AU  - Federal Highway Administration
TI  - Synthesis of Congestion Pricing-Related Environmental Impact Analyses – Final Report
PY  - 2010/10/18
SP  - 96p
AB  - This report summarizes the state-of-the-practice and presents a recommended framework for before-after evaluations of the environmental impacts of congestion pricing projects, such as high-occupancy toll (HOT) lanes and cordon or area pricing schemes. The report focuses on the three environmental impact areas that have been most commonly examined in such evaluations: air quality, noise, and environmental justice (sometimes referred to as equity). Since environmental impacts are a function of the travel impacts of congestion pricing projects, this report also examines state-of-the-practice regarding evaluation of travel impacts such as traffic, transit and travel behavior. The state-of-the-practice results are based primarily on a review of the published literature associated with eight congestion pricing study projects from around the world. A number of gaps in existing practice and understanding are identified and recommendations are provided to address those gaps.
KW  - Air quality
KW  - Before and after studies
KW  - Case studies
KW  - Congestion pricing
KW  - Cordon pricing
KW  - Environmental impacts
KW  - Environmental justice
KW  - Equity (Justice)
KW  - High occupancy toll lanes
KW  - Literature reviews
KW  - Noise
KW  - State of the practice
KW  - Travel behavior
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop11008/fhwahop11008.pdf
UR  - https://trid.trb.org/view/1098979
ER  - 

TY  - RPRT
AN  - 01323776
AU  - Marsh, M Lee
AU  - Stanton, John F
AU  - Eberhard, Marc O
AU  - Haraldsson, Olafur
AU  - BergerABAM
AU  - University of Washington, Seattle
AU  - Federal Highway Administration
TI  - A Precast Bridge Bent System for Seismic Regions
PY  - 2010/10/15/Phase I Report
SP  - 24p
AB  - This report describes a precast concrete bridge bent system that is suitable for high seismic zones. Lateral load tests on both the top (column-to-cap) and bottom (column-to-footing) connections of the system have demonstrated that the connections have strengths and ductilities similar to those of comparable cast-in-place connections. Additional tests on the bottom connection of the system are ongoing, and construction of a demonstration bridge project will begin later this year. The final development of this system is partially funded by the FHWA’s Highways for LIFE Technology Partnerships Program (DTFH61-09-00005). Information on both the Highways for LIFE program and this project may be found at http://www.fhwa.dot.gov/hfl/.
KW  - Bents
KW  - Concrete bridges
KW  - Earthquake engineering
KW  - Earthquakes
KW  - Precast concrete
KW  - Structural connection
UR  - http://www.fhwa.dot.gov/hfl/partnerships/pdfs/berger_phase_1_report_20101015.pdf
UR  - https://trid.trb.org/view/1085244
ER  - 

TY  - ABST
AN  - 01545900
TI  - Precision Statements for AASHTO Standard Methods of Test
AB  - The objective of this research is to develop or update precision and bias statements for American Association of State Highway and Transportation Officials (AASHTO) standard test methods. Task Order #1 investigated specific sources of variability in AASHTO T 209, Theoretical Maximum Specific Gravity and Density of Hot Mix Asphalt (HMA), and quantified their effects on the precision of the method. In Task Order #2, precision statements for six AASHTO test methods are being updated through data mining and an interlaboratory study.
KW  - Bias (Statistics)
KW  - Data mining
KW  - Hot mix asphalt
KW  - Precision
KW  - Test procedures
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3049
UR  - https://trid.trb.org/view/1332849
ER  - 

TY  - ABST
AN  - 01541910
TI  - Research for AASHTO Standing Committee on Highways. Task 301. Measuring Cement Particle Size and Surface Area by Laser Diffraction
AB  - The Blaine fineness of a cement is a single parameter that is meant to characterize the surface area of a cement, and is assumed to be linked to physical properties such as strength, setting time, and rheology. As the cement industry continues to develop more sophisticated blended cements, a single parameter will soon fail to capture the true complexity of the cement. The laser diffraction measurement of the entire particle size distribution is currently being used by cement producers for quality control of their cements while still measuring the Blaine fineness, which is based on surface area measurement. The laser diffraction test is less time consuming than the Blaine test and can be automated for even more efficient measurement. Laser diffraction can also measure other properties of cement particles, particularly their surface area. Despite its vast usage by the cement industry, laser diffraction is not a standardized test. If correlation is established between cement paste or mortar properties and the surface area or particle size distribution as measured by laser diffraction, cost saving in the production of cement would be generated. The objectives of this research are to (1) evaluate the practicality and effectiveness of the laser diffraction method to measure the particle size distribution and total surface area of cement powder compared to current methods in use by the state departments of transportation (DOT)s and (2) prepare a test method to measure particle size distribution and total surface area of cement powder by laser diffraction in the American Association of State Highway &amp; Transportation Officials (AASHTO) standard format.
KW  - Blaine fineness
KW  - Cement
KW  - Lasers
KW  - Particles
KW  - Rheology
KW  - Setting (Concrete)
KW  - Strength of materials
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3007
UR  - https://trid.trb.org/view/1329142
ER  - 

TY  - ABST
AN  - 01464041
TI  - Modulus-Based Construction Specification for Compaction of Earthwork and Unbound Aggregate
AB  - Earthwork and unbound bases are a significant portion of highway construction and are important to the performance of highway infrastructures. Due to their accumulated experience over the years, highway engineers and practitioners feel comfortable in specifying construction compaction quality control in terms of dry unit weight and moisture content. However, there is a lack of direct connection between design and construction, in the sense that the dry unit weight and moisture content of materials cannot be used directly in design. Instead, the mechanical properties of materials, such as strengths and moduli, are required. In the case of pavement engineering, both the 1993 AASHTO Pavement Design Guide and the new Mechanistic-Empirical Pavement Design Guide (M-EPDG), which is newly adopted by AASHTO, require the resilient moduli of bases and subgrade as major input for highway pavement structural design. Due to the limitations of current practice in the quality control and quality assurance for earthwork and unbound base construction, the technology of intelligent compaction has been developed. The stiffness, or modulus, of compacted materials is measured during the compaction process and used as feedback to automatically adjust the compaction effort to be app</span>lied. The question, not just with the intelligent compaction but with all construction techniques, is whether the field determined stiffness or modulus can be used as an acceptance criterion for compaction quality control. The doubt and reluctance to accept this new approach lie in the concerns regarding the long term performance of compacted materials. Therefore, the modulus-based construction specifications should address issues with a perspective of long-term performance. The fact that modulus is strongly influenced by the variation of moisture content for earth and unbound materials is well understood. The variation of moisture content, in turn, depends on the materials' capability, which is controlled by the materials' compositions and physical conditions,</span> to absorb available free moisture, which is controlled by the local climatic environment and the distance to the ground water table. All of these should be reexamined on the basis of the principle of unsaturated soil mechanics with respect to highway engineering and construction. If the Enhanced Integrated Weather Model can be developed and implemented in the new M-EPDG endorsed by AASHTO, a similar procedure with a more flexible format also should be able to be developed and be tailored to fit in various local environment and climatic conditions. The objective of the research is to provide state highway agencies with a guideline that includes procedures to develop a local modulus- or stiffness-based construction specifications to be utilized in the compaction of earth and unbound base materials. The procedures should be based on an extensive study of the engineering properties of various material types under different environmental and climatic conditions based on the principle of unsaturated oil mechanics. The study also should evaluate and compare various in-situ testing devices available for moduli at the national level. The study should seek the participation of state highway agencies and use states from different regions as examples to demonstrate the feasibility of the recommended guideline. The research team should include members from academia, industry, and state highway agencies. The study will require, but will not be limited to, perform literature review, solicit and select states for participation; evaluate the Enhanced Integrated weather model used in the new M-EPDG or other models to predict the long term variation of field modulus or stiffness and select the best model; collect additional lab and field data to calibrate/validate the selected model; run the model to analyze and generate charts and diagrams for the various combinations of material types, engineering properties, and environmental and climatic conditions for individual state highway agencies to use as a reference; implement the developed protocol in the participating state highway agencies; and write a final report to document the research effort and final results. Improving the construction qualities of earth and unbound base materials in highway construction and linking the construction with pavement design procedure will have a fundamental impact on highway engineering in the United States. The guideline developed in this study will help state highway agencies to develop their local modulus- or stiffness-based construction specifications for earth and unbound base materials through demonstration and technical guidance considering local materials, environment, and climatic conditions. The results of this study, if implemented properly, will greatly promote the improvement of both design and construction of pavement structures and a more cost-effective us</span>e of highway construction budget due to improvement in predicting pavement performance. The successful execution of this study will promote and expedite the implementation of intelligent compaction technology in highway construction so a better construction quality of highways can be achieved. It also will assist in the implementation of the new M-EPDG, in the sense that the results from construction quality control and assurance will be secured to meet the requirement of pavement structure design and the environmental and climatic impact on pavement performance will be better understood. Data accumulated from this study and its implementation also will lay the foundation for future improvement of the M-EPDG. Therefore, the potential for payoff from the achievement of project objectives is significant and cannot be overestimated.</font></div>
KW  - Acceptance tests
KW  - Earthwork
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Quality control
KW  - Specifications
KW  - Subbase (Pavements)
KW  - Unbound materials
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2908
UR  - https://trid.trb.org/view/1232269
ER  - 

TY  - ABST
AN  - 01576005
TI  - Improved Performance of Concrete in Rigid Pavements and Other Transportation Structures Through Modeling of Cement Hydration

AB  - The purpose of this interagency research project with the National Institute of Standards and Technology (NIST) is to work cooperatively with the Federal Highway Administration (FHWA) on cement hydration kinetics modeling research. The focus will be on clearly defining the causes of the onset and end of the induction period of alite, which controls set, strength, and subsequent microstructural development. The researchers will simulate the presence of mineral and chemical admixtures by introducing aluminate and sulfate ions and organic retarders at ratios known to perturb normal hydration. The researchers will also use new experimental methods capable of measuring chemical and microstructural changes on the nanometer to micron scale during hydration; the goal is to use this insight to improve the ability of NIST’s HydratiCA model to predict hydration kinetics and microstructure in the presence of supplementary cementing materials (SCMs), such as fly ash, slag and metakaolin, as well as in organic admixtures. This detailed understanding will also lead to the improvement of the boundary nucleation and growth (BNG) model to permit prediction of hydration kinetics and setting behavior, using a software tool that is powerful but simple enough to be used in the field.

KW  - Admixtures
KW  - Cement
KW  - Fly ash
KW  - Hydration
KW  - Kinetics
KW  - Microstructure
KW  - National institute of Standards and Technology
KW  - Pavement performance
KW  - Rigid pavements
KW  - Simulation
KW  - Slag
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0084
UR  - https://trid.trb.org/view/1369873
ER  - 

TY  - ABST
AN  - 01573572
TI  - Develop/Improve American Association of State Highway and Transportation Officials Concrete Coefficient of Thermal Expansion Test

AB  - The project concerns ruggedness and precision evaluation and assistance in the deployment of American Association of State Highway and Transportation Officials Coefficient of Thermal Expansion Testing Equipment for Concrete Cores and Cylinders. It involves participation in Ruggedness and Precision Studies on the Various Coefficient of Thermal Expansion Equipment Options; Pine, Gilson, Manual (endpoint and length-change curve evaluation). It also calls for addressing the needs of the Mechanistic-Empirical Design Guide for accurate characterization of the thermal properties of the concrete—as affected by the materials and mixture proportions—for Concrete Pavement Road Map Track 2 research on the design guide and Subtrack MD 2.8 of Concrete Pavement Road Map Track 1—Portland Cement Concrete Mixture Thermal Tests: Coefficient of Thermal Expansion advancement and other thermal testing if needed. Coefficient of Thermal Expansion has been found to be a very important factor in the performance of concrete pavement, and having more accurate Coefficient of Thermal Expansion values for the actual mixture will improve the accuracy of performance predictions and evaluations of concrete pavement sections. During ruggedness testing, specimens will also be used to look at concrete materials and age effects and to compare the Texas/California slope data versus the current American Association of State Highway and Transportation Officials' endpoint technology.

KW  - Admixtures
KW  - American Association of State Highway and Transportation Officials
KW  - California
KW  - Concrete pavements
KW  - Durability
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Texas
KW  - Thermal expansion
UR  - https://trid.trb.org/view/1366813
ER  - 

TY  - ABST
AN  - 01570497
TI  - New England Transportation Consortium (VI)
AB  - This consortium pools the financial, professional, and academic resources of the New England region. The pooled resources are used to develop improved methods of dealing with common problems in the planning, design, construction, maintenance, rehabilitation, reconstruction, and operation of transportation systems in the participating states. The program is intended to supplement, not to replace, ongoing state and federal research activities and other national programs, such as the Cooperative Research Programs of the National Academies.
KW  - Design
KW  - Maintenance
KW  - New England Transportation Consortium
KW  - Regional planning
KW  - Resource allocation
KW  - Transportation system management
UR  - http://www.pooledfund.org/Details/Study/450
UR  - https://trid.trb.org/view/1362138
ER  - 

TY  - RPRT
AN  - 01616160
AU  - Yuan, Deren
AU  - Nazarian, Soheil
AU  - Hoyos, Laureano R
AU  - Puppala, Anand J
AU  - University of Texas, El Paso
AU  - University of Texas, Arlington
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Cement Treated RAP Mixes for Roadway Bases
PY  - 2010/10//Technical Report
SP  - 122p
AB  - Reclaimed asphalt pavement (RAP) and granular base materials were collected from stockpiles in six Texas Department of Transportation (TxDOT) districts to evaluate the feasibility of using high RAP content mixes for base course applications. Mixes containing 100%, 75% and 50% RAP treated with Portland cement of 0%, 2%, 4% and 6% were evaluated in a full-factorial laboratory experiment. For mixes of 75% and 50% RAP, both virgin and salvage base materials, when available, were used. Experimental results indicate that, besides the cement content, the RAP content and fines content in RAP-granular base mixes significantly affect the properties of the RAP mixes, and that the effects of RAP type and asphalt content are very limited. To achieve a 300-psi unconfined compressive strength as required by TxDOT for cement-treated bases, the optimum cement contents are statistically about 4%, 3% and 2% for mixes with 100%, 75% and 50% RAP, respectively. Since the achievement of any specified strength and/or modulus may not always ensure the long-term durability of RAP mixes, a number of other parameters were also evaluated through laboratory testing. These parameters are necessary for a comprehensive evaluation of various mixes containing high RAP contents (50% or more). Based on the experimental results, guidelines for laboratory testing and mix design process of RAP mixes are provided with field verification data collected from actual construction projects.
KW  - Base course (Pavements)
KW  - Cement content
KW  - Cement treated bases
KW  - Compressive strength
KW  - Fines content
KW  - Granular bases
KW  - Laboratory tests
KW  - Mix design
KW  - RAP content
KW  - Reclaimed asphalt pavements
KW  - Texas
UR  - http://ctis.utep.edu/reports/5TxDOT_Reoprt__0-6084-1_%28Final%29.pdf
UR  - https://trid.trb.org/view/1428769
ER  - 

TY  - RPRT
AN  - 01548619
AU  - Hall, Kevin D
AU  - University of Arkansas, Fayetteville
AU  - Arkansas State Highway and Transportation Department
AU  - Federal Highway Administration
TI  - Development of an Implementation Plan for Mix Design and QA/QC for the Superpave Gyratory Compactor
PY  - 2010/10//Final Report
SP  - 35p
AB  - The Superpave mix design procedure features the Superpave gyratory compactor (SGC) for compacting specimens of hot mix asphalt. The primary operating parameters for the SGC include the pressure applied to the specimen during compaction; the speed of gyration/rotation; the number of gyrations applied to the specimen; and the angle of gyration. Values for these parameters were established during the development of the Superpave system under the Strategic Highway Research Program and included measuring the angle of gyration externally (outside the specimen mold). The Federal Highway Administration (FHWA) led an effort to develop technology for a universal method for measuring the angle of gyration on all compactors from inside the specimen mold. This research demonstrates that the use of the internal angle of gyration to calibrate SGC units could result in replicate specimens having more consistent volumetric properties. However, there are numerous potential sources of variability related to the production of a laboratory-compacted hot mix asphalt specimen. It is important that practitioners recognize and minimize all such sources of variability – in addition to the use of internal angle of gyration to calibrate the SGC. This report addresses two primary issues related to using the SGC for HMA mixture design and quality assurance/quality control (QA/QC) activities: (1) to help practitioners address all potential sources of variability in producing compacted hot mix asphalt specimens; and (2) provide a brief history of the development of the concepts, practices, and equipment for measuring the internal angle of gyration and the development of specifications for implementing the use of the internal angle into routine practice.
KW  - Calibration
KW  - Compaction
KW  - Compactors
KW  - Hot mix asphalt
KW  - Implementation
KW  - Measurement
KW  - Measuring instruments
KW  - Mix design
KW  - Quality assurance
KW  - Specifications
KW  - Superpave
UR  - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200504.pdf
UR  - https://trid.trb.org/view/1334433
ER  - 

TY  - RPRT
AN  - 01529762
AU  - Huntington, George
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Volume 3 Gravel Roads Management: Programming Guide
PY  - 2010/10//Final Report
SP  - 49p
AB  - This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smaller agencies by implementing asset and pavement management principles and, second, to encourage and facilitate the development of gravel roads management software. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This report is divided into three volumes. FHWA-WY-10/03F Volume 1 “Gravel Roads Management.” This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions. FHWA-WY-10/03F Volume 2 “Gravel Roads Management: Implementation Guide.” This section is designed to assist local road and street departments with implementation or improvement of a gravel roads management system. It is written primarily for road managers tasked with acquiring the necessary information to develop an information systems process. FHWA-WY-10/03F Volume 3 “Gravel Roads Management: Programming Guide. This section is intended to assist programmers and database managers with programming the information needed to implement a gravel roads management system.
KW  - Condition surveys
KW  - Data collection
KW  - Gravel roads
KW  - Maintenance management
KW  - Monitoring
KW  - Pavement management systems
KW  - Programming (Planning)
KW  - Unpaved roads
KW  - Wyoming
UR  - http://ntl.bts.gov/lib/44000/44300/44328/Gravel_Roads_Management_PROGRAMMING_GUIDE_Oct2010_Vol3.pdf
UR  - https://trid.trb.org/view/1312658
ER  - 

TY  - RPRT
AN  - 01529754
AU  - Huntington, George
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Volume 1 Gravel Roads Management
PY  - 2010/10//Final Report
SP  - 112p
AB  - This report establishes procedures for managing unsealed dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. To accomplish this, several methodologies and recommendations have been prepared. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions.
KW  - Condition surveys
KW  - Data collection
KW  - Evaluation and assessment
KW  - Gravel roads
KW  - Maintenance management
KW  - Monitoring
KW  - Unpaved roads
KW  - Wyoming
UR  - http://ntl.bts.gov/lib/44000/44300/44326/Gravel_Roads_Management_FINAL_REPORT_Oct2010_Vol1.pdf
UR  - https://trid.trb.org/view/1312660
ER  - 

TY  - RPRT
AN  - 01529718
AU  - Huntington, George
AU  - Ksaibati, Khaled
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Volume 2 Gravel Roads Management: Implementation Guide
PY  - 2010/10//Final Report
SP  - 57p
AB  - This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smaller agencies by implementing asset and pavement management principles and, second, to encourage and facilitate the development of gravel roads management software. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This report is divided into three volumes. FHWA-WY-10/03F Volume 1 “Gravel Roads Management.” This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions. FHWA-WY-10/03F Volume 2 “Gravel Roads Management: Implementation Guide.” This section is designed to assist local road and street departments with implementation or improvement of a gravel roads management system. It is written primarily for road managers tasked with acquiring the necessary information to develop an information systems process. FHWA-WY-10/03F Volume 3 “Gravel Roads Management: Programming Guide. This section is intended to assist programmers and database managers with programming the information needed to implement a gravel roads management system.
KW  - Condition surveys
KW  - Data collection
KW  - Gravel roads
KW  - Implementation
KW  - Maintenance
KW  - Maintenance management
KW  - Monitoring
KW  - Unpaved roads
KW  - Wyoming
UR  - http://ntl.bts.gov/lib/44000/44300/44327/Gravel_Roads_Management_IMPLEMENTATION_GUIDE_Oct2010_Vol2.pdf
UR  - https://trid.trb.org/view/1312659
ER  - 

TY  - RPRT
AN  - 01470700
AU  - Johnson, Mirmiran and Thompson, S.A
AU  - Delaware Department of Transportation
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - Moving the First State Forward: Delaware's Statewide Long-Range Transportation Plan
PY  - 2010/10
SP  - 47p
AB  - The Delaware Department of Transportation (DelDOT) is responsible for planning, designing, building and managing Delaware’s statewide transportation system. Moving the First State Forward is Delaware’s Statewide Long-Range Transportation Plan (LRTP) that establishes a vision and policy structure, analyzes trends and sets forth innovative strategies to address transportation needs, provides a framework for directing investments and identifies financial resources to sustain the plan’s vision to achieving the Department’s mission. Statewide Long-Range Transportation plan provides a 20-year view of the principles, policies, actions and performance measures that will shape future transportation investments in the state. This plan envisions a statewide transportation network that reflects the ideas and strategies of the state government’s Statewide Strategies for Policies and Spending report (referred to as the Better Delaware Initiative) and new policies and initiatives of the current administration. This plan: (1) Serves as a strategic planning tool for the state to chart the course of transportation for the next 20 years. (2) Builds upon the 2002 update and provides a fresh look at statistics, programs and policies. (3) Establishes a framework to implement strategies that continue to move toward the goals of the Better Delaware Initiative. (4) Provides the basis for guiding long term capital investment for transportation planning and decision-making. (5) Fulfills Federal reporting and planning requirements. (6) Reaffirms the Department’s commitment to provide for the transportation needs by implementing policies, programs and strategies that fulfill our mission. The plan provides methods for improving services to travelers as well as means of measuring the quality of the service DelDOT provides. The plan outlines priorities matched with planned resources for particular project opportunities. This plan also addresses Federal requirements considering SAFETEA-LU elements and performance measures.
KW  - Capital investments
KW  - Decision making
KW  - Delaware
KW  - Long range planning
KW  - Multimodal transportation
KW  - Quality of service
KW  - Strategic planning
KW  - Transportation system management
UR  - http://deldot.gov/information/pubs_forms/delrtp/delrtp_102510.pdf
UR  - https://trid.trb.org/view/1238083
ER  - 

TY  - RPRT
AN  - 01470675
AU  - Delaware Department of Transportation
AU  - Federal Highway Administration
AU  - National Highway Traffic Safety Administration
AU  - Delaware Office of Highway Safety
AU  - Delaware State Police
AU  - Delaware Office of Emergency Medical Services
TI  - Delaware Strategic Highway Safety Plan: Toward Zero Deaths
PY  - 2010/10
SP  - 114p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) initiated the Strategic Highway Safety Plan (SHSP) in 1998, after noticing that efforts to reduce highway fatalities were stalling. The SHSP encouraged various state agencies involved in highway safety to collaboratively develop a plan of innovative strategies to reduce fatalities on America’s highways. A state SHSP is currently a requirement of SAFETEA-LU and is a key component of a state’s Highway Safety Improvement Program (HSIP). The purpose of an SHSP is to identify the state's key safety needs through a review of statewide crash data and guide investment decisions to achieve significant reductions in highway fatalities and incapacitating injuries on public roads. In September 2003, the U.S. Department of Transportation set a goal to reduce the nationwide fatality rate to 1.0 per 100 million vehicle miles traveled by the year 2008. This rate-based benchmark was established to provide a comparison of crash rates between states, although the nation did not meet the 2008 goal. According to the Fatality Analysis Reporting System (FARS), the 2009 national fatality rate was 1.16 fatalities per 100 million vehicle miles traveled (VMT), which indicates significant progress from 1.58 in 1998. As shown in Figure 1, the nation has experienced a steady decline in fatality rates since the SHSP was initiated. Delaware established their first SHSP in September 2006 as a statewide coordinated safety plan to provide a comprehensive framework to reduce fatalities, identify specific goals and objectives, and integrate the four E's - engineering, education, enforcement and emergency medical services (EMS). An update to the plan was prepared in September 2008 and this document serves as the 2010 Delaware SHSP. Delaware’s coordinating agencies include Delaware Department of Transportation (DelDOT), Federal Highway Administration (FHWA), National Highway Traffic Safety Administration (NHTSA), Delaware Office of Highway Safety (OHS), Delaware State Police (DSP), Department of Justice (DOJ), and Delaware Office of Emergency Medical Services (OEMS). Based on committee discussions and a review of crash data, both the 2006 and 2008 versions of the plan included nine emphasis areas to reduce fatalities. This document provides a summary of updated crash data, identifies new emphasis areas, evaluates Delaware’s progress in implementing strategies to address each emphasis area, and provides a comprehensive framework of goals, objectives, and strategies to guide the commitment of agency resources for the next several years. While Delaware’s fatality rates slightly increased in 2008 and 2009 partially due to a decrease in statewide vehicle-miles traveled (VMT), Delaware’s 2007 fatality rate was the lowest fatality rate experienced in Delaware since 1999. Delaware’s 2007 to 2009 fatality rates per 100 million VMT ranged from 1.25 to 1.36, exceeding the nationwide goal. As shown in Figure 2, statewide travel decreased significantly in 2008; however, travel increased marginally in 2009. Future growth in travel and the congestion it brings to Delaware’s roadways will make providing safer transportation more challenging.
KW  - Alternatives analysis
KW  - Coordination
KW  - Crash rates
KW  - Delaware
KW  - Education
KW  - Emergency medical services
KW  - Engineering
KW  - Fatalities
KW  - Highway safety
KW  - Law enforcement
UR  - http://www.deldot.gov/information/community_programs_and_services/DSHSP/pdf/SHSP.pdf
UR  - https://trid.trb.org/view/1238095
ER  - 

TY  - RPRT
AN  - 01469939
AU  - Ley, Tyler
AU  - Hajibabbee, Amir
AU  - Kadam, Shardul
AU  - Frazier, Robert
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Implementation of a Mechanistic and Empirical Pavement Design Guide (MEPDG) for Rigid Pavements: Annual Report for FY 2010
PY  - 2010/10
SP  - 63p
AB  - This document is an update of the progress of the research on Oklahoma Department of Transportation (ODOT) project 2208 “Development and Implementation of a Mechanistic and Empirical Pavement Design Guide (MEPDG) for Rigid Pavements”.  This report summarizes the work that was completed at Oklahoma State University between October 1st, 2009 and September 30th, 2010.  The focus of this project is on assisting ODOT in implementing the MEPDG into their rigid pavement design  practices.  It was decided to best accomplish this goal by completing the following tasks: (1) Review of the inputs to the MEPDG and determine the sensitivity on the final design values. (2) Investigate base material practices for concrete pavements through a literature review and survey of experiences from others. (3) Increase the quantity of weather sites in Oklahoma that provide environmental inputs  for the MEPDG. (4) Examine different curing methods for rigid pavement construction and their impact on the early age curling and warping of continuous reinforced concrete pavements. (5) Provide regional material input parameters that can be used in the MEPDG for the design of rigid pavements
KW  - Concrete curing
KW  - Concrete pavements
KW  - Durability
KW  - Literature reviews
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Oklahoma
KW  - Pavement design
KW  - Pavement performance
KW  - Rigid pavements
KW  - Surveys
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2208-fy2010-rpt-ann-ley.pdf
UR  - https://trid.trb.org/view/1237846
ER  - 

TY  - RPRT
AN  - 01458118
AU  - Kowalski, Karol J
AU  - McDaniel, Rebecca S
AU  - Olek, Jan
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Identification of Laboratory Technique to Optimize Superpave HMA Surface Friction Characteristics
PY  - 2010/10//Final Report
SP  - 294p
AB  - Wet pavement friction is known to be one of the most important roadway safety parameters. In this research, frictional properties of flexible (asphalt) pavements were investigated.  As a part of this study, a laboratory device to polish asphalt specimens was refined and a procedure to evaluate mixture frictional properties was proposed. Following this procedure, 46 different Superpave mixtures, one stone matrix asphalt (SMA) mixture and one porous friction course (PFC) mixture were tested. In addition, 23 different asphalt and two concrete field sections were also tested for friction and noise.  The results of both field and laboratory measurements were used to develop an International Friction Index (IFI)-based protocol for measurement of the frictional characteristics of asphalt pavements for laboratory friction measurements. Based on the results of the study, it appears the content of high friction aggregate should be 20% or more of the total aggregate blend when used with other polish susceptible coarse aggregates; the frictional properties increased substantially as the friction aggregate content increased above 20%. Both steel slag and quartzite were found to improve the frictional properties of the blend, though steel slag had a lower polishing rate. In general, mixes containing soft limestone demonstrated lower friction values than comparable mixes with hard limestone or dolomite. Larger nominal maximum aggregate size mixes had better overall frictional performance than smaller sized mixes. In addition, mixes with higher fineness moduli generally had higher macrotexture and friction.
KW  - Asphalt pavements
KW  - Friction
KW  - Friction course
KW  - International Friction Index
KW  - Laboratory tests
KW  - Macrotexture
KW  - Microtexture
KW  - Quartzite
KW  - Superpave
UR  - http://dx.doi.org/10.5703/1288284314265
UR  - http://publications.iowa.gov/id/eprint/20032
UR  - https://trid.trb.org/view/1218731
ER  - 

TY  - RPRT
AN  - 01458092
AU  - Day, Christopher M
AU  - Brennan, Thomas M
AU  - Premachandra, Hiromel
AU  - Hainen, Alexander M
AU  - Remias, Stephen M
AU  - Sturdevant, James R
AU  - Richards, Greg
AU  - Wasson, Jason S
AU  - Bullock, Darcy M
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Quantifying Benefits of Traffic Signal Retiming
PY  - 2010/10//Final Report
SP  - 73p
AB  - Improvements in the quality of service on a signalized intersection or arterial can be interpreted as a reduction in the user cost of service, which is expected to induce demand based on economic theory. This report presents a methodology for measuring and interpreting changes to user costs, and determining whether demand was induced. High-resolution signal event data and Bluetooth device MAC address matching are demonstrated in three case studies with the purpose of quantifying the impacts of changes in signal timing plans. In the first case study, 21 months of vehicle volume data are used to test whether demand was induced by optimizing offsets on a Saturday plan. In the second case study, the increase in demand for pedestrian service is quantified with respect to the implementation of an exclusive pedestrian phase using an econometric model taking the effects of season, weather, and special events into account. Finally, the third case study demonstrates the use of vehicle travel time data in quantifying changes in user costs and environmental impact (tons of carbon). A method of describing changes in travel time reliability is also presented.
KW  - Demand
KW  - Economic benefits
KW  - Environmental impacts
KW  - Pedestrian phase
KW  - Pedestrians
KW  - Reliability
KW  - Traffic signal timing
KW  - Travel time
KW  - User costs
UR  - http://dx.doi.org/10.5703/1288284314250
UR  - https://trid.trb.org/view/1218716
ER  - 

TY  - RPRT
AN  - 01457798
AU  - Kowalski, Karol K
AU  - McDaniel, Rebecca S
AU  - Olek, Jan
AU  - Shah, Ayesha
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Determining of the Binder Content of Hot Mix Asphalt Containing Dolomitic Aggregates Using the Ignition Oven
PY  - 2010/10//Final Report
SP  - 136p
AB  - The binder content of an HMA mix is one of the critical factors affecting the quality of the mix. The ignition oven is one widely used method for determining the binder content, however, its use is problematic with some types of aggregates, including dolomites. With these aggregates, the mass loss continues after the binder is burned off as the aggregates decompose and the test does not terminate at a stable mass. This study investigated the factors that affect this mass loss in problematic aggregates and developed a modified ignition oven procedure to limit this mass loss. The mass loss in the ignition oven was found to be both time and temperature dependent. The mass loss is also related to the binder content in the mixture. When the binder in the mixture ignites, the oven temperature increases and exceeds the pre-set test temperature. Temperature variations inside the ignition oven result in higher temperatures in the vicinity of the upper basket; these temperature differences are even more pronounced when the binder ignites. These higher temperatures can result in increased mass loss with problematic aggregates. A test temperature as low as 427°C was found to be effective for removing the binder from a mixture.  Therefore a modified ignition oven procedure was developed to control the temperatures and limit the additional mass loss for problematic aggregates. The method involves placing half the total sample mass in the bottom basket only and running the ignition oven at a temperature of 427°C. This method was verified by testing six different plant produced mixes containing problematic aggregate and by comparing the results to results of the standard ignition oven method and to solvent extraction. The modified method is recommended for use with problematic aggregates or where the standard test method yields calibration factors greater than 1.0 or the test does not terminate automatically.
KW  - Aggregates
KW  - Binder content
KW  - Dolomite
KW  - Hot mix asphalt
KW  - Ignition oven
UR  - http://dx.doi.org/10.5703/1288284314259
UR  - https://trid.trb.org/view/1218725
ER  - 

TY  - RPRT
AN  - 01457704
AU  - Schlitter, John
AU  - Henkensiefken, Ryan
AU  - Castro, Javier
AU  - Raoufi, Kambiz
AU  - Weiss, Jason
AU  - Nantung, Tommy
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Internally Cured Concrete for Increased Service Life
PY  - 2010/10//Final Report
SP  - 291p
AB  - Higher strength, lower water to cement ratio (w/c) concrete has been advocated over the last two decades due to its increased strength and reduced permeability. The lower w/c of these concretes makes them susceptible to autogenous shrinkage. This autogenous shrinkage can be significant and can be a contributing factor to early age cracking. Internal curing was investigated as a potential method to improve the durability of concrete pavements and bridge decks. Prewetted lightweight aggregate was used to supply water to the hydrating cement paste. This additional water can counteract the hindered strength development, suspended hydration, autogenous shrinkage, and early age cracking. An overview of the concepts behind internal curing was presented. It is important the internal curing agent (lightweight aggregate (LWA) in this case): be able to provide a sufficient volume of water, has a structure that allows the water to be released to the paste as needed, and is small enough so that they can be appropriately spaced in the matrix. Local materials were used. Before concrete could be prepared the locally produced LWA was characterized to determine absorption and desorption properties. Concrete mixtures were prepared for concrete with and without internal curing. A constant aggregate volume was maintained. Tests performed on these mixtures were designed to measure: autogenous shrinkage, drying shrinkage, plastic shrinkage cracking, drying shrinkage cracking, autogenous shrinkage cracking, water absorption, compressive strength, elastic modulus, tensile strength, thermal cracking and freeze-thaw resistance. Internally cured mixtures showed less autogenous shrinkage. In addition they were less likely to crack due to plastic, autogenous, and drying effects. Internal curing reduced the water absorption and potential for freeze-thaw damage. Further, internal curing allowed a greater temperature swing in the concrete before cracking would occur. Internally cured concrete mixtures could enable INDOT to produce more durable concrete pavements and structures that are less susceptible to cracking and have improved transport properties thereby providing great potential for more sustainable, cost-effective construction.
KW  - Absorption
KW  - Concrete curing
KW  - Concrete pavements
KW  - Cracking
KW  - Curing agents
KW  - Durability
KW  - Hydraulic cement concrete
KW  - Lightweight concrete
KW  - Service life
KW  - Shrinkage
UR  - http://dx.doi.org/10.5703/1288284314262
UR  - https://trid.trb.org/view/1218728
ER  - 

TY  - RPRT
AN  - 01457701
AU  - McDaniel, Rebecca S
AU  - Kowalski, Karol J
AU  - Shah, Ayesha
AU  - Olek, Jan
AU  - Bernhard, Robert J
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Long Term Performance of a Porous Friction Course
PY  - 2010/10//Final Report
SP  - 46p
AB  - In 2003, the Indiana Department of Transportation and the Federal Highway Administration allowed a test section of Porous Friction Course (PFC) to be placed on I74 east of Indianapolis. The design, construction and early performance of that surface were compared to an adjacent Stone Matrix Asphalt (SMA) surface and a conventional Superpave HMA surface in a report prepared for the Institute for Safe, Quiet and Durable Highways. The early performance indicated that the PFC offered several advantages over the SMA and the conventional surfaces, including reduced tire/pavement noise, high friction and surface texture, and reduced splash and spray. There was a concern, however, that porous surfaces can lose their porosity, and therefore their performance advantages, over time. Consequently, the project summarized in this report was planned to continue monitoring the performance of the PFC and the comparison surfaces in order to investigate the durability of the porous surface over a five-year period (after construction).  After five years under traffic, there have indeed been some changes in these properties. Most of the changes, however, took place quickly as the asphalt binder film coating the exposed aggregate particles was worn off by traffic. Since then, the changes have been relatively minor. The PFC section is still significantly quieter than the adjacent SMA section to which it has been compared. The PFC has retained most of its texture and is still providing good friction levels. Both the PFC and the SMA are still in very good condition with little distress and have higher friction levels than a section of dense graded asphalt constructed with similar materials that has also been evaluated for the duration of the study.
KW  - Friction course
KW  - Pavement performance
KW  - Porous pavements
KW  - Stone matrix asphalt
KW  - Surface treating
KW  - Texture
KW  - Tire/pavement noise
UR  - http://dx.doi.org/10.5703/1288284314284
UR  - https://trid.trb.org/view/1218750
ER  - 

TY  - RPRT
AN  - 01457698
AU  - Agbelie, Bismark R D K
AU  - Bai, Qiang
AU  - Labi, Samuel
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Forecasting of Highway Revenues Under Various Options
PY  - 2010/10//Final Report
SP  - 138p
AB  - Throughout the United States, state highway revenue, which is dominated by receipts from fuel taxes, has failed to keep up with expected investments required for infrastructure preservation and improvement. The reasons for this trend include the increasing fuel efficiency of vehicles, slowing of the growth in vehicle-miles of travel, and the erosion of the purchasing power of the dollar due to inflation. This development motivates highway agencies not only to seek revisions of existing funding structures but also to consider potential alternative sources. To establish and implement an effective and efficient financing strategy that incorporates potential new funding sources, it is necessary to model the possible outcomes of these sources in terms of their impacts on revenue stream and to study the sensitivity of these outcomes with respect to changes in key revenue factors such as vehicle-miles of travel and fuel price. In addressing this issue, this study utilizes data on amounts of travel, fuel price, and other primary information to enhance the existing models for state highway revenue forecasting in Indiana. To facilitate implementation of the study results, the existing revenue forecasting software package has been enhanced to include traditional and new revenue sources, to estimate revenue under several different scenarios, and also to analyze sensitivity of revenue to changes in input factors such as fuel price, per capita income, gross domestic product, driving age population, and traffic growth rate. The package provides annual forecasts for both existing and alternative highway revenue sources in Indiana. Short range forecasts for fuel tax revenues are also estimated.
KW  - Fees
KW  - Forecasting
KW  - Fuel taxes
KW  - Highways
KW  - Mathematical models
KW  - Mileage-based user fees
KW  - Prices
KW  - Registration fees
KW  - Revenues
KW  - Vehicle miles of travel
UR  - http://dx.doi.org/10.5703/1288284314268
UR  - https://trid.trb.org/view/1218734
ER  - 

TY  - RPRT
AN  - 01454474
AU  - Zegeer, Charles
AU  - Nabors, Dan
AU  - Gelinne, Dan
AU  - Lefler, Nancy
AU  - Bushell, Max
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Pedestrian Safety Strategic Plan: Recommendations for Research and Product Development
PY  - 2010/10//Final Report
SP  - 232p
AB  - Pedestrian fatalities continue to be a major highway safety problem in the U.S., with pedestrians accounting for approximately 12 percent of all traffic‐related deaths. This report is based on a comprehensive analysis of pedestrian crash data trends and factors, a detailed review of more than 200 reports and publications on pedestrian safety, and input from more than 25 expert stakeholder members. The Federal Highway Administration (FHWA) led the development of the Strategic Plan to address these safety concerns and equip professionals with knowledge, resources, and information needed to identify problems and implement solutions related to the roadway environment. The Strategic Plan identified 28 new research topics to address four primary categories of research needs: problem identification and data collection, analysis and decision making, innovative research and evaluation, and technology transfer. Detailed research problem statements were developed for each of the 28 proposed research topics, including the research goals, background, and schedule. The Strategic Plan also recommends updates to existing FHWA technology transfer tools and resources based on an evaluation by potential end‐users. Dissemination activities identified by the Strategic Plan include event marketing, successful practices guides, in‐person and web‐based training, and software development. Recommended innovative strategies for distributing information include convening interactive webinars, developing a video‐share website, and utilizing 3D visualization tools. Recommendations are made for Strategic Plan implementation, while keeping in mind the importance of interagency collaboration. Potential barriers to successful plan implementation are identified along with possible solutions. A recommended timeline for activities is also included, which covers a 15‐year period. Strategies for plan review, evaluation, and updates are also included which ensures that the Strategic Plan will be a flexible, living document. Recommendations for research and product development are intended to be addressed through a collaborative approach between various agencies and offices. A cooperative effort is suggested to address the variety of crash problems discussed in the Strategic Plan.
KW  - Data collection
KW  - Decision making
KW  - Pedestrian safety
KW  - Problem identification
KW  - Recommendations
KW  - Research
KW  - Research needs
KW  - Research problem statements
KW  - Strategic planning
KW  - Technology transfer
UR  - http://safety.fhwa.dot.gov/ped_bike/pssp/fhwasa10035/fhwasa10035.pdf
UR  - https://trid.trb.org/view/1223070
ER  - 

TY  - RPRT
AN  - 01454126
AU  - Johnson, Andrew M
AU  - Smith, Bryan C
AU  - Johnson, Wei Hong
AU  - Gibson, Luke W
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating the Effect of Slab Curling on IRI for South 
Carolina Concrete Pavements
PY  - 2010/10//Final Report
SP  - 30p
AB  - Concrete pavements are known to curl due to a temperature gradient within the concrete caused by both daily and seasonal temperature variations. This research project measured the magnitude of concrete pavement slab curling of two newly constructed jointed plain concrete pavements in South Carolina and the effect of the slab curling on rideability of the pavements. Three methods were used to measure the amount of slab curling: digital indicators suspended over the pavement surface, a terrestrial laser scanner, and a high-speed inertial profiler. It was found that the pavements showed small changes in curvature as the temperature increased during the day. These changes also correlated to increases in the International Roughness Index (IRI) measurement of the pavement, the IRI increase were found to be less than 10 inches/mile on days with large swings in temperature.  The change in IRI from seasonal temperature variations was in the range of 1 to 4 inches/mile. Based on this research project, it is recommended that South Carolina Department of Transportation schedule its quality acceptance rideability testing of concrete pavements for the same time of day (i.e. afternoon) to reduce the variation in the IRI measurements caused by daily temperature cycles and make measurements from different roads more comparable.
KW  - Concrete pavements
KW  - Curling
KW  - International Roughness Index
KW  - Pavement performance
KW  - Periods of the day
KW  - Slabs
KW  - South Carolina
KW  - Temperature
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR%20688%20final%20report.pdf
UR  - http://ntl.bts.gov/lib/46000/46200/46247/SPR_688.pdf
UR  - https://trid.trb.org/view/1222357
ER  - 

TY  - RPRT
AN  - 01451014
AU  - United States Federal Highway Administration
TI  - Reconstruction of M-15 from I-75 to I-69, Oakland and Genesee counties : environmental impact statement
PY  - 2010/10//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Michigan
UR  - https://trid.trb.org/view/1219558
ER  - 

TY  - RPRT
AN  - 01447869
AU  - Wang, Yinhai
AU  - Wu, Yao-Jan
AU  - Ma, Xiaolei
AU  - Corey, Jonathan
AU  - Transportation Northwest Regional Center X (TransNow)
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Real-Time Travel Time Prediction on Urban Traffic Network
PY  - 2010/10//Final Report
SP  - 80p
AB  - Travel time is one of the most desired operational and system Measures of Effectiveness (MOEs) for evaluating the performance of freeways and urban arterials. With accurate travel time information, decision makers, road users, and traffic engineers can make informed decisions. However, retrieving network-level travel time information has several challenges, such as travel time estimation, prediction, and data processing. This research addresses these challenges by developing innovative methodologies and computer applications. First, the authors developed a two-step empirical approach to effectively estimating link journey speeds using merely advance loop detector outputs. Second, an α–β filter is adopted to dynamically predict and smooth real-time loop measured spot speeds. In addition to travel time estimation and prediction, a time dependent shortest path algorithm is also developed, to determine the shortest travel time route based on real-time traffic. Lastly, the developed algorithms are implemented in a web-based Real-time Analysis and Decision-making for ARterial Network (RADAR Net) system. In order to achieve real-time performance, sensor and signal control databases are carefully designed to ensure fast query over a huge amount of network-level traffic data. Furthermore, the data visualization and statistical analysis modules are also added to RADAR Net to facilitate user applications. Currently, the RADAR Net system is part of the Digital Roadway Interactive Visualization and Evaluation Network (DRIVE Net) (www.uwdrive.net), developed by the STAR Lab of the University of Washington. RADAR Net is capable of performing all required tasks efficiently in real-time
KW  - Algorithms
KW  - Arterial highways
KW  - Decision making
KW  - Empirical methods
KW  - Mathematical prediction
KW  - Real time information
KW  - Traffic network performance
KW  - Travel time
KW  - Urban travel
KW  - Web-based systems
UR  - http://ntl.bts.gov/lib/32000/32200/32235/TNW2009-11.pdf
UR  - https://trid.trb.org/view/1213871
ER  - 

TY  - RPRT
AN  - 01444927
AU  - Preston, Howard
AU  - Barry, Michael
AU  - CH2M HILL
AU  - University of Minnesota, Twin Cities
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - Minnesota's Best Practices for Traffic Sign Maintenance/Management Handbook, Including Insight on How to Remove Unnecessary and Ineffective Signage
PY  - 2010/10
SP  - 111p
AB  - This Best Practices Guide is a resource document intended to help transportation professionals develop a technically sound set of policies and practices to better maintain their system of traffic signs.  The contents are presented in the following Parts:  (A) Background; (B) Maintenance Methods; (C) Financial Budgeting; (D) Policy Development; (E) Implementation; (F) Effectiveness of Traffic Signs; and (G) Summary of Key Points.  It does not contain requirements, mandates, warrants or standards, and it does not supersede other publications that do.
KW  - Best practices
KW  - Handbooks
KW  - Maintenance management
KW  - Minnesota
KW  - Traffic signs
UR  - http://www.dot.state.mn.us/research/TS/2010/2010RIC10.pdf
UR  - https://trid.trb.org/view/1212534
ER  - 

TY  - RPRT
AN  - 01376223
AU  - Hunter, Michael
AU  - Guin, Angshuman
AU  - Boonsiripant, Saroch
AU  - Rodgers, Michael
AU  - Georgia Institute of Technology, Atlanta
AU  - Georgia Institute of Technology, Atlanta
AU  - Georgia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Effectiveness of Converging Chevron Pavement Markings
PY  - 2010/10//Final Report
SP  - 35p
AB  - Converging chevron pavement markings have recently seen rising interest in the United States as a  means to reduce speeds at high-speed locations in a desire to improve safety performance.  This report presents an investigation into the effectiveness of chevron markings in reducing vehicle speeds on two-lane  freeway-to-freeway directional ramps in Atlanta, Georgia.  The evaluation is based on a statistical comparison  at pre-selected sites of speeds before and after the installation of the chevron markings.  The analysis focuses  on the impact of converging chevrons over the range of speed percentiles and on the mean speed.  The analysis indicates that the chevrons had a minimal impact on vehicle speeds, with drivers adjusting  back to their previous speeds as they acclimate to the treatment.  The effect of the chevrons’ treatments on  speed tended to be most pronounced immediately after the chevron implementation.  However, by the ninth  month after implementation the magnitude of the effect dropped to under 1 to 2 mph for the mean speed and  most vehicle speed percentiles.  While this result does not necessarily imply that the chevron treatment is not a  meaningful safety treatment, any safety benefits are not likely to result from a general decrease in speeds
KW  - Atlanta (Georgia)
KW  - Before and after studies
KW  - Chevron markings
KW  - Converging chevron road marking pattern
KW  - Evaluation
KW  - Highway safety
KW  - Operating speed
KW  - Ramps (Interchanges)
KW  - Road markings
KW  - Speed control
UR  - https://trid.trb.org/view/1144010
ER  - 

TY  - RPRT
AN  - 01368593
AU  - Prozzi, Jolanda
AU  - Carroll, Lindsey
AU  - Loftus-Otway, Lisa
AU  - Bhat, Chandra
AU  - Paleti, Rajesh
AU  - McCray, Talia
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Assessing the Environmental Justice Impacts of Toll Road Projects
PY  - 2010/10//Technical Report
SP  - 155p
AB  - Inadequate and uncertain transportation funding have in recent years resulted in a renewed emphasis on using investments that can be recovered by toll charges to finance new roads and modernize existing roads. This has raised questions about environmental justice (EJ) and how it pertains to tolling. In 2004, Texas Department of Transportation (TxDOT) Project 0-5208 was funded to propose an approach for the identification, measurement, and mitigation of disproportionately high or adverse impacts imposed on minority and low-income communities by toll roads relative to non-tolled facilities. The methodology proposed had two equally important components: an analysis/quantitative component and an effective EJ participation component. However, the research team raised concerns about the ability of various available analytical tools and analysis techniques to measure the potential impacts imposed on EJ communities by toll roads relative to non-toll roads. The objective of this study was to extend the work that was conducted under TxDOT Research Project 0-5208 by (a) reviewing the ability of available tools and analysis techniques to quantify and qualitatively describe the EJ impacts associated with toll road projects and toll road systems through an evaluation of state-of-the-practice applications, and (b) recommending a suitable approach to assess the EJ impacts of toll roads and toll road systems on EJ communities. The research conducted to meet the project objectives has culminated in this research report.
KW  - Environmental justice
KW  - Evaluation and assessment
KW  - Financing
KW  - Highways
KW  - Impacts
KW  - Low income groups
KW  - Minorities
KW  - Toll roads
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6544_1.pdf
UR  - https://trid.trb.org/view/1137185
ER  - 

TY  - RPRT
AN  - 01354146
AU  - Walton, C M
AU  - Harrison, Robert
AU  - Bienkowski, Bridget
AU  - Kockelman, Kara
AU  - Weissmann, Angela Jannini
AU  - Weissmann, Jose
AU  - Papagiannakis, A T
AU  - Yang, Mijia
AU  - Kunsietty, Jaya Lakshmi
AU  - University of Texas, Austin
AU  - University of Texas, San Antonio
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Potential Use of Longer Combination Vehicles in Texas: Second-Year Report
PY  - 2010/10//Technical Report
SP  - 97p
AB  - The second year of this study focused on Texas highway corridors carrying heavy truck volumes and examined LCV operations—particularly infrastructure costs—to identify where the highest economic advantage from LCV implementation would be achieved. First an Executive Summary of the entire study describes the two-year findings. Then Chapter 1 provides a short background and summarizes the outlines of both reports. Chapter 2 covers the potential LCV impacts on the pavements of the high volume heavy truck corridors (segments) on the TxDOT system. The work is a fundamental contribution to estimating pavement life and critical in ensuring that any recommended increase of truck size or weight meets the marginal cost rule. The chapter covers the method used to determine pavement life, together with the collection and analysis of data required in the evaluation. It reports the characteristics, analysis, results, and conclusions for each of five Texas corridors. The chapter then summarizes the findings for both rigid and flexible pavement and closes with limitations and recommendations for additional research. Chapter 3 identifies LCV impacts on the bridges identified on the corridors specified in Chapter 2. It describes the method selected to determine bridge impacts, including the traditional moment analysis method and a fatigue moment analysis method that promises greater precision. The LCV types selected for study analysis—97,000 lb tridem, 138,000 lb double 53ft, and a 90,000 lb double 53ft—are then introduced sequentially and the results for both moment methods given. Results are then summarized with one surprising result. Chapter 4 provides the findings regarding users, pavements, and bridges. The major recommendation of the advisory panel was a pilot study of LCV types over a selection of Texas corridors that are economically attractive to truckers. Finally, a series of appendices covered supporting material to the analytical work undertaken in the second year and the presentations made at the final study workshop.
KW  - Axle loads
KW  - Bridges
KW  - Heavy duty trucks
KW  - High volume roads
KW  - Highway corridors
KW  - Longer combination vehicles
KW  - Marginal costs
KW  - Pavement performance
KW  - Service life
KW  - Texas
KW  - Torque
KW  - Tractor trailer combinations
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6095_2.pdf
UR  - https://trid.trb.org/view/1116008
ER  - 

TY  - RPRT
AN  - 01354092
AU  - Harrison, Rob
AU  - Persad, Khali
AU  - Dhumal, Ateeth
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Employment Impacts of ARRA Funding on TxDOT Projects
PY  - 2010/10//Technical Report
SP  - 115p
AB  - The stimulus package signed by President Obama on March 6, 2009 is known as the American Recovery and Reinvestment Act (ARRA). This act allocated $48.1 billion to transportation of which $27.5 billion was for highway projects. Texas was allotted the second highest distribution of $2.2 billion and by September 1, 2009, 298 projects were authorized and $1.2 billion obligated. The full allocation was taken up by the April 2010 deadline. State agencies like TxDOT who receive ARRA funds must report, on a monthly basis, various data on each project in the ARRA program including staff numbers, hours worked and payroll. Construction labor, however, is only one part of the full economic impact of highway investment. The direct jobs, such as those reported by the main contractor and the subs, can be smaller than those working in the indirect sector—material suppliers, transportation companies, and so forth. And when those in the direct and indirect sectors are employed, they spend money in a variety of ways to create induced impacts. This report documents research that explores labor usage on TxDOT ARRA construction projects, including statistical analyses and interviews with contractors and suppliers. It also includes an analysis of the differences observed in labor, material, and equipment costs on ARRA projects compared to ‘normal’ project costs.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Economic impacts
KW  - Employment
KW  - Financing
KW  - Labor force
KW  - Labor market
KW  - Road construction
KW  - Road construction workers
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6592_1.pdf
UR  - https://trid.trb.org/view/1116020
ER  - 

TY  - RPRT
AN  - 01346520
AU  - Nash, Phillip T
AU  - Hood, John
AU  - Hutson, Nathan
AU  - Knipstein, Ben
AU  - Loftus-Otway, Lisa
AU  - Smith, Doug
AU  - Sober, Joseph C
AU  - Walker, Richard P
AU  - Welch, Ben
AU  - Texas Tech University, Lubbock
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - TxDOT and Electric Power Transmission Lines
PY  - 2010/10//Technical Report
SP  - 100p
AB  - Rural areas of Texas are being extensively developed as locations for renewable energy projects and generation facilities. Wind power, solar power, and other renewable energy technologies are viewed by the public as the next economic boom and have been compared to the oil boom of the early twentieth century. However, studies have indicated that the existing transmission network is unable to support significant transmission of electricity from additional wind generation. The Public Utilities Commission of Texas created Competitive Renewable Energy Zones (CREZ) to match renewable resources with needs in pursuit of adequate future transmission. The Texas Department of Transportation (TxDOT) has the potential for a unique and expansive role in the development of future transmission capacity given the authorizations contained in House Bill 3588 that allow the department to build, own, or operate transmission. The purpose of this study was to provide baseline information and case studies to better define TxDOT’s role in electric power transmission lines and partnering with public utilities. Technical and legal issues were documented in literature and legal analysis undertaken during the study. Stakeholders in electric power generation and transmission were identified, and researchers interviewed a variety of state agencies, transmission providers, renewable energy non-profit organizations, property rights advocates, independent system operators, public utilities and other state departments of transportation. The researchers conclude that at present, the location of transmission alongside transportation is a reasonable and achievable goal. While there are incongruencies in the comparative planning regimens of TxDOT and transmission developers, none seem to present an unbreachable barrier to successful joint development. There are numerous examples of successful installations around the country. In most cases, these alignments are placed just outside of the highway right of way (ROW) on private land, though in a few cases they have also been placed within the ROW. Avoiding conflict with landowners and preserving landscapes was found to be the primary motivation for co-location. The research offered recommendations that would be required (federally and locally) to encourage utility accommodation within ROW, and enhance TxDOT's role in this process.
KW  - Case studies
KW  - Electric power transmission facilities
KW  - Joint development
KW  - Legal factors
KW  - Location
KW  - Partnerships
KW  - Public utilities
KW  - Renewable energy sources
KW  - Right of way (Land)
KW  - Stakeholders
KW  - Texas Department of Transportation
KW  - Underground utility lines
KW  - Utility accommodation policy
KW  - Wind power generation
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6495_final_report.pdf
UR  - https://trid.trb.org/view/1108670
ER  - 

TY  - RPRT
AN  - 01345463
AU  - Howard, Milady
AU  - Whittington, Jordan
AU  - Strickland, Matthew
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Profilograph Specification Study
PY  - 2010/10//Final Report
SP  - 39p
AB  - Pavement smoothness is probably the single most important indicator of pavement performance according to the traveling public. Rough or uneven pavements adversely affect driver safety, ride quality, fuel efficiency, and vehicle wear and tear. Rough pavements also lead to decreased pavement durability as rough pavements are proven to deteriorate faster than smooth pavements. Under the current specification the Mississippi Department of Transportation uses the Profile Index for highway pavement smoothness acceptance. This report covers the activities that were performed to enhance the current Mississippi Department of Transportation (MDOT) ride specification for pavements. The project team reviewed the MDOT ride specification for flexible and portland cement concrete pavements and compared it with current literature and state of practice. This report provides information on the review of MDOT current ride specification, literature review, and recommendations for improvements. The recommendations cover the proposed improvements to the current ride specification, tolerances, project classification levels, analysis tools and indices, and methods of acceptance.
KW  - Concrete pavements
KW  - Flexible pavements
KW  - Literature reviews
KW  - Mississippi Department of Transportation
KW  - Performance based specifications
KW  - Portland cement concrete
KW  - Profilographs
KW  - Recommendations
KW  - Ride quality
KW  - Roughness
KW  - Smoothness
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS144.pdf
UR  - http://ntl.bts.gov/lib/44000/44500/44548/State_Study_144_-_Profilograph_Specification_Study.pdf
UR  - https://trid.trb.org/view/1107373
ER  - 

TY  - RPRT
AN  - 01341787
AU  - Bham, Ghulam H
AU  - Long, Suzanna
AU  - Baik, Hojong
AU  - Ryan, Tom
AU  - Gentry, Lance
AU  - Lall, Khushboo
AU  - Arezoumandi, Mahdi
AU  - Liu, Daxiao
AU  - Li, Tao
AU  - Schaeffer, Brian
AU  - Missouri University of Science and Technology, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Variable Speed Limits on I‐270/I‐255 in St. Louis
PY  - 2010/10//Final Report
SP  - 50p
AB  - In May of 2008, the Missouri Department of Transportation installed a “Variable Speed Limit” (VSL) system along the I‐270/I‐255 corridor in St. Louis. This project evaluated the VSL system and its potential impacts and benefits to the transportation users. The technical system evaluation focused on three areas ‐mobility, safety, and public and police perceptions. The VSL is not performing as desired in terms of improvements to overall mobility along the corridor, but is providing limited benefits to some segments. Noticeable benefits have been seen with respect to reduction in the number of crashes during the evaluation period. The driving public and law enforcement are widely dissatisfied with the VSL system based on their perceptions of benefits to congestion relief, compliance with posted speed limits, and overall visibility of the current sign configuration.
KW  - Benefits
KW  - Compliance
KW  - Highway safety
KW  - Impact studies
KW  - Interstate highways
KW  - Mobility
KW  - Public opinion
KW  - Saint Louis (Missouri)
KW  - Speed limits
KW  - Traffic congestion
KW  - Traffic law enforcement
KW  - Traffic mitigation
KW  - Traffic signs
KW  - User perceptions
KW  - Variable speed limits
KW  - Visibility
UR  - http://library.modot.mo.gov/RDT/reports/Ri08025/or11014rpt.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37999/or11014app.pdf
UR  - https://trid.trb.org/view/1103196
ER  - 

TY  - RPRT
AN  - 01340901
AU  - Bham, Ghulam H
AU  - Long, Suzanna
AU  - Baik, Hojong
AU  - Ryan, Tom
AU  - Gentry, Lance
AU  - Lall, Khushboo
AU  - Arezoumandi, Mahdi
AU  - Liu, Daxiao
AU  - Li, Tao
AU  - Schaeffer, Brian
AU  - Missouri University of Science and Technology, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Appendices: Evaluation of Variable Speed Limits on I-270/I-255 in St. Louis
PY  - 2010/10//Final Report
SP  - 462p
AB  - In May of 2008, the Missouri Department of Transportation installed a “Variable Speed Limit” (VSL) system along the I-270/I-255 corridor in St. Louis. This project evaluated the VSL system and its potential impacts and benefits to the transportation users. The technical system evaluation focused on three areas - mobility, safety, and public and police perceptions. The VSL is not performing as desired in terms of improvements to overall mobility along the corridor, but is providing limited benefits to some segments. Noticeable benefits have been seen with respect to reduction in the number of crashes during the evaluation period. The driving public and law enforcement are widely dissatisfied with the VSL system based on their perceptions of benefits to congestion relief, compliance with posted speed limits, and overall visibility of the current sign configuration. This document contains the following appendices to the final report: (A) Methodology; (B) Process Data and Assessment; (C) Literature Review; (D) References; and (E) Data Collected.
KW  - Benefits
KW  - Compliance
KW  - Highway safety
KW  - Impact studies
KW  - Interstate highways
KW  - Mobility
KW  - Public opinion
KW  - Saint Louis (Missouri)
KW  - Speed limits
KW  - Traffic congestion
KW  - Traffic law enforcement
KW  - Traffic mitigation
KW  - Traffic signs
KW  - User perceptions
KW  - Variable speed limits
KW  - Visibility
UR  - http://library.modot.mo.gov/RDT/reports/Ri08025/or11014app.pdf
UR  - https://trid.trb.org/view/1102878
ER  - 

TY  - RPRT
AN  - 01340417
AU  - Strickland, Matthew
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Construction Monitoring of Full-Depth Reclamation in Madison County for MDOT Project No. NH-0008-03(032)
PY  - 2010/10//Final Report
SP  - 39p
AB  - This report presents the results of construction monitoring of the full-depth reclamation (FDR) process used on MDOT project number NH-0008-03(032) in Madison County on US49. FDR is a method of pavement rehabilitation in which the entire pavement structure is milled up, crushed, blended, and placed back in order to provide a homogenous material that, when properly compacted, is suitable for use as a pavement base layer. This report discussed the techniques used, problems encountered, and lessons learned from the FDR project.
KW  - Full-depth reclamation
KW  - Mississippi
KW  - Pavement maintenance
KW  - Paving
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/FDR_Rpt.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37832/FDR_Report.pdf
UR  - http://ntl.bts.gov/lib/44000/44500/44519/Construction_Monitoring_of_Full-Depth_Reclamation_in_Madison_County_for_MDOT_Project_No._NH-0008-03_032_.pdf
UR  - https://trid.trb.org/view/1101885
ER  - 

TY  - RPRT
AN  - 01340410
AU  - Whittington, Jordan
AU  - Strickland, Matthew
AU  - Wiles, Paula
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Transtech PQI 301 Pavement Quality Indicator Device Evaluation
PY  - 2010/10//Final Report
SP  - 21p
AB  - The PQI 301 Asphalt Density device, developed by Transtech Systems, Inc., was evaluated by MDOT to determine if it could be used in lieu of the currently required nuclear density gauge. Nuclear density gauges require MDOT personnel to have a license, to be certified and wear a badge, and to be exposed to radiation. The PQI 301 was advertised as being easy and cost-effective to own, lightweight and easy to transport, as well as being quick and accurate. MDOT purchased two PQI 301 devices, one placed in the Gulfport Project Office and the other in the MDOT Materials Division. Both devices were used for comparison of results. During the study 236 density readings were taken with the PQI 301. However, difficulties in training, the lack of a standardized method of data collection and documentation, and lack of uniformity in data collection made data comparison between the PQI and the nuclear density gauge impossible. MDOT could seek further investigation into quality assurance, training, and standardized data collection methods if the agency wishes to implement the PQI 301 device.
KW  - Asphalt
KW  - Density
KW  - Measuring instruments
KW  - Quality assurance
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS198.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37920/SS198_PQI_Final_Report.pdf
UR  - https://trid.trb.org/view/1101888
ER  - 

TY  - RPRT
AN  - 01339691
AU  - Tatham, Chris
AU  - ETC Institute
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Identifying Customer-Focused Performance Measures
PY  - 2010/10//Final Report
SP  - 20p
AB  - The Arizona Department of Transportation (ADOT) completed a comprehensive customer satisfaction assessment in July 2009. ADOT commissioned the assessment to acquire statistically valid data from residents and community leaders to help it identify short-term and long-term transportation priorities. The survey found that state residents feel:  Safe on the state’s highways; ADOT keeps the roads clean; ADOT keeps the landscaping well maintained; Satisfied with the Motor Vehicle Division; ADOT is moving in the right direction; Dissatisfied with condition of highway shoulders (should be improved); Dissatisfied with nighttime visibility of highway striping; Dissatisfied with the frequency of public transit where they live; and Dissatisfied with traffic flow on highways during rush hour.  Both residents and community leaders said the transportation issues with the highest priorities were:  Repairing and maintaining existing highways; Enhancing highway safety; and Relieving congestion on highways.
KW  - Administration
KW  - Arizona Department of Transportation
KW  - Customer satisfaction
KW  - Highway maintenance
KW  - Highway safety
KW  - Highway traffic control
KW  - Motor vehicle departments
KW  - Peak hour traffic
KW  - Public opinion
KW  - Public transit
KW  - State departments of transportation
KW  - Strategic planning
KW  - Surveys
KW  - Traffic congestion
KW  - Transit service
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ655.pdf
UR  - https://trid.trb.org/view/1102449
ER  - 

TY  - RPRT
AN  - 01338175
AU  - O'Connor, Jerome S
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Post-Earthquake Bridge Inspection Guidelines
PY  - 2010/10//Final Report
SP  - 145p
AB  - This report presents a course of action that can be used by the New York State Department of Transportation (NYSDOT) to respond to an earthquake that may have damaged bridges, so that the highway system can be assessed for safety and functionality in an orderly and expeditious manner. If a significant earthquake occurs, maintenance personnel will respond immediately by driving all state highways in the affected area, starting with pre-defined priority routes. They will report their findings to the Resident Engineer (RE) and erect barricades to close damaged bridges. The second phase of the Department’s response will consist of detailed bridge inspections. The Regional Structures Engineer (RSE) will mobilize and deploy bridge inspection teams according to preliminary damage assessments and data that are available about the proximity, importance and seismic vulnerability of each structure. A computer program was produced under this project to facilitate the prioritization of inspections: it uses Global Positioning System (GPS) coordinates that are in the bridge inventory to compute the distance from the epicenter to each bridge. Tools needed for implementation of the earthquake response plan are provided and/or described in this report: a process flowchart, clear lines of responsibility, prioritization software, reporting forms, lists of necessary resources, sample photos of damage that might occur, strategies for repairing damaged bridges, and training exercises for staff.
KW  - Bridges
KW  - Computer programs
KW  - Damage assessment
KW  - Disasters and emergency operations
KW  - Earthquakes
KW  - Guidelines
KW  - Inspection
KW  - New York (State)
KW  - New York State Department of Transportation
KW  - Safety
KW  - Strategic planning
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-14_Post-Eq%20Final%20Report_October%202010_0.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37992/C-06-14_Post-Eq_Final_Report_October_2010.pdf
UR  - https://trid.trb.org/view/1100691
ER  - 

TY  - RPRT
AN  - 01337276
AU  - Kockelman, Kara
AU  - Xie, Chi
AU  - Fagnant, Dan
AU  - Thompson, Tammy
AU  - McDonald-Buller, Elena
AU  - Waller, Travis
AU  - Kockelman, Kara
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Comprehensive Evaluation of Transportation Projects: A Toolkit for Sketch Planning
PY  - 2010/10//Technical Report
SP  - 115p
AB  - A quick-response project-planning tool can be extremely valuable in anticipating the congestion, safety, emissions, and other impacts of large-scale network improvements and policy implementations. This report identifies the advantages and limitations of existing methods and toolkits for sketch-planning project evaluation. The report also describes the design and application of a new project evaluation toolkit, to assist transportation agencies and their consultants in the project planning phase. The toolkit is a spreadsheet-based application that offers users a familiar and powerful data manipulation interface for evaluation of abstracted networks’ improvements and modifications, versus a base case scenario, relying largely on traffic counts. The toolkit includes a travel demand prediction module for destination, mode, time of day and route choices, across multiple user classes and implemented as a set of external C++ programs. The toolkit estimates vehicle emissions using an extensive spreadsheet database of EPA’s MOBILE 6.2 emissions rates. Crash rates come from Texas-based models, and changes in traveler/consumer surplus (versus base case scenarios) are estimated using the Rule of Half. Estimates of link reliability also are available, and can be included in comprehensive benefit-cost metrics, which discount future impacts over time. The toolkit enables planners to comprehensively yet quickly anticipate and analyze the various impacts of diverse network improvement strategies.
KW  - Emissions modeling
KW  - Evaluation and assessment
KW  - Exhaust gases
KW  - Improvements
KW  - Programming (Planning)
KW  - Sketch planning
KW  - Traffic forecasting
KW  - Traffic networks
KW  - Travel demand
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6235_1.pdf
UR  - https://trid.trb.org/view/1097568
ER  - 

TY  - RPRT
AN  - 01334232
AU  - Wang, Yinhai
AU  - Lao, Yunteng
AU  - Wu, Yao-Jan
AU  - Corey, Jonathan
AU  - University of Washington, Seattle
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Identifying High Risk Locations of Animal-Vehicle Collisions on Washington State Highways
PY  - 2010/10//Final Research Report
SP  - 107p
AB  - Animal-vehicle collisions (AVCs) have been increasing with increases in both animal populations and motor vehicle miles of travel and have become a major safety concern nationwide. Most previous AVC risk studies have not considered factors related to human behavior or the spatial distribution of animal populations in depth because of missing datasets or the poor quality of data. The two common sources of data—the Collision Report (CRpt) and Carcass Removal (CR) datasets—are often found significantly different. To address these data issues, two approaches were followed in this research. In the first approach, a fuzzy logic-based data mapping algorithm was developed to obtain a more complete AVC dataset from the CRpt and CR data. In comparison to the original CR dataset, the combined dataset increased the number of AVC records by 13~22 percent. This combined dataset was used to develop and calibrate a microscopic probability (MP) model that can explicitly consider drivers’ behaviors and the spatial distributions of animal populations. In the second approach, a Diagonal Inflated Bivariate Poisson (DIBP) regression model was developed to fit the two datasets simultaneously. The DIBP model can effectively identify the overlapping parts of the two datasets and quantify the impacts of road and environmental factors on AVCs. Both proposed models used the CRpt and CR data collected from ten selected study routes in Washington state. The MP model results showed that variables including number of lanes and animal habitat areas are significantly associated with the probability of animals crossing the highway. Two factors, speed limit and truck percentage, have impacts on the probability of a driver’s ineffective response. A wider median may decrease the probability of an animal failing to avoid a collision. The DIBP results showed that speed limit, restrictive access control, and roadway segment length have an increasing relationship with AVCs. Furthermore, hotspots (high risk roadway segments) were identified for all the study routes on the basis of the modeling and data analysis results. These quantitative results will help WSDOT develop countermeasures to AVCs.
KW  - Access control (Transportation)
KW  - Animal vehicle collisions
KW  - Animals
KW  - Behavior
KW  - Crash reports
KW  - Data mapping
KW  - Data quality
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Human factors in crashes
KW  - Mathematical models
KW  - Medians
KW  - Risk analysis
KW  - Road kill
KW  - Speed limits
KW  - Truck traffic
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/752.1.pdf
UR  - https://trid.trb.org/view/1097593
ER  - 

TY  - RPRT
AN  - 01333806
AU  - Smith, K L
AU  - Larson, R M
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Relationship between Pavement Surface Characteristics and Crashes, Volume 2: Annotated Bibliography
PY  - 2010/10//Final Report
SP  - 153p
AB  - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways. Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S. This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies. This volume presents a comprehensive listing of documents collected for use in the study and pertinent to the issue of PSC and highway safety, and to the legal aspects of both.  The documents listed include technical reports, manuals and guides, official policy and legal documents, and literary articles, grouped according to the following subject areas: (1) highway safety/crash prevention, (2) pavement friction/texture, (3) pavement friction design/texture selection, (4) pavement friction management, (5) pavement surface characteristics, (6) hydroplaning potential, (7) splash/spray, and (8) legal issues.  Each listing includes an annotation explaining or summarizing the contents of the document.  This is the second volume of a three-volume report. The other volumes in the series are: Volume 1 - Synthesis Report; Volume 3 - Executive Report on Legal Issues Associated with Surface Characteristics Data.
KW  - Bibliographies
KW  - Friction
KW  - Highway safety
KW  - Hydroplaning
KW  - Legal factors
KW  - Pavement design
KW  - Roughness
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Texture
KW  - Tort liability
KW  - Traffic crashes
UR  - https://trid.trb.org/view/1094150
ER  - 

TY  - RPRT
AN  - 01333785
AU  - Larson, R M
AU  - Smith, K L
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Relationship between Pavement Surface Characteristics and Crashes, Volume 1: Synthesis Report
PY  - 2010/10//Final Report
SP  - 138p
AB  - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways.  Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and  crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S.  This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies.  In this volume, the contribution of pavement friction and texture on the reduction of vehicle crashes is examined, both in general and for specific roadway locations, such as curves, intersections, and work zones.  The synthesis draws upon important information and findings contained in hundreds of literary documents compiled for the study.  The synthesis is intended to provide pavement, materials, and safety engineers at the federal, state, and local levels with the information necessary to effect crash-reducing improvements in pavement surface conditions.  This is the first volume of a three-volume report.  The other volumes in the series are: Volume 2 - Annotated Bibliography; Volume 3 - Executive Report on Legal Issues Associated with Surface Characteristics.
KW  - Friction
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Legal factors
KW  - Roughness
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Texture
KW  - Tort liability
KW  - Traffic crashes
UR  - https://trid.trb.org/view/1094148
ER  - 

TY  - RPRT
AN  - 01333778
AU  - Lefler, Nancy
AU  - Council, Forrest
AU  - Harkey, David
AU  - Carter, Daniel
AU  - McGee, Hugh
AU  - Daul, Michael
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Model Inventory of Roadway Elements - MIRE, Version 1.0
PY  - 2010/10//Final Report
SP  - 185p
AB  - Safety data are the key to sound decisions on the design and operation of roadways. Critical safety data include not only crash data, but also roadway inventory data, traffic data, driver history data, citation/adjudication information, and other files. The need for improved and more robust safety data is increasing due to the development of a new generation of safety data analysis tools and methods. The Model Inventory of Roadway Elements (MIRE) Version 1.0 is a listing and accompanying data dictionary of roadway and traffic data elements critical to safety management. It builds upon the initial minimum MIRE listing released in 2007. A MIRE website has been developed to provide additional background information, resources, and discussion Forums. The website is available at http://www.mireinfo.org/.
KW  - Crash data
KW  - Data elements (Databases)
KW  - Driver history
KW  - Highway safety
KW  - Road inventory data
KW  - Safety data
KW  - Traffic citations
KW  - Traffic data
UR  - http://safety.fhwa.dot.gov/tools/data_tools/mirereport/mirereport.pdf
UR  - https://trid.trb.org/view/1094851
ER  - 

TY  - RPRT
AN  - 01333743
AU  - Larson, R M
AU  - Smith, K L
AU  - Applied Pavement Technology, Incorporated
AU  - Federal Highway Administration
TI  - Relationship between Pavement Surface Characteristics and Crashes, Volume 3: Executive Report on Legal Issues Associated with Surface Characteristics Data
PY  - 2010/10//Final Report
SP  - 34p
AB  - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways. Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S. This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies.  In this volume, a summary of the historical legislation and key judicial decisions impacting a highway agency's ability and interest to improve pavement conditions and thus safety, is presented.  In addition, this report provides best practices for reducing PSC-related crashes and guidance for limiting exposure to liability risk.  The information and recommendations included in this report are intended to assist high- and mid-level managers within a highway agency to implement policies, programs, and practices that make road surfaces safer.  This is the third volume of a three-volume report. The other volumes in the series are: Volume 1 - Synthesis Report; Volume 2 - Annotated Bibliography.
KW  - Friction
KW  - Highway safety
KW  - Hydroplaning
KW  - Legal factors
KW  - Roughness
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Tort liability
KW  - Traffic crashes
UR  - https://trid.trb.org/view/1094151
ER  - 

TY  - RPRT
AN  - 01333312
AU  - Chen, Linfeng
AU  - Graybeal, Benjamin A
AU  - Federal Highway Administration
TI  - Finite Element Analysis of Ultra-High Performance Concrete: Modeling Structural Performance of an AASHTO Type II Girder and a 2nd Generation Pi-Girder
PY  - 2010/10//Final Report
SP  - 198p
AB  - Ultra-high performance concrete (UHPC) is an advanced cementitious composite material which has been developed in recent decades. When compared to more conventional cement-based concrete materials, UHPC tends to exhibit superior properties such as increased durability, strength, and long-term stability. This computational investigation focused on modeling the behaviors of existing UHPC structural components including a prestressed UHPC AASHTO Type II girder and a prestressed UHPC 2nd generation pi-girder. Both a concrete smeared cracking model and a concrete damaged plasticity model were tailored to model UHPC within a commercially available finite element analysis package. The concrete damaged plasticity model using three types of tension stiffening definitions can replicate both linear and nonlinear structural responses of both girders reasonably well. A set of UHPC constitutive properties were developed that facilitate the model replication of the local and global responses observed in the series of physical tests. The finite element analysis modeling techniques developed herein are intended to be applicable to other UHPC structural components.
KW  - Composite materials
KW  - Cracking
KW  - Durability
KW  - Finite element method
KW  - Girders
KW  - Plasticity
KW  - Structural analysis
KW  - Ultra high performance concrete
UR  - http://ntl.bts.gov/lib/35000/35400/35418/FHWA-HRT-11-020.pdf
UR  - https://trid.trb.org/view/1097252
ER  - 

TY  - RPRT
AN  - 01331230
AU  - Cramer, Steven M
AU  - Anderson, Marc
AU  - Tejedor, M Isabel
AU  - Munoz, Jose F
AU  - Effinger, Jacob
AU  - Kropp, Ramsey
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Detecting Deleterious Fine Particles in Concrete Aggregates and Defining Their Impact
PY  - 2010/10//Final Report
SP  - 89p
AB  - This study examined the types of microfines in aggregates found in northern Wisconsin and their influence on concrete prepared according to Wisconsin Department of Transportation (WisDOT) specifications. Aggregates were collected from 28 sources and 69 percent were found to contain clay particles known to be deleterious in concrete. Seven aggregates sources were selected from the 28 for detailed evaluation including concrete performance. The microfines from the aggregates were evaluated by x-ray diffraction and thermal gravimetric analysis. Concrete performance testing included strength, shrinkage, porosity and rapid chloride ion penetrability for concrete subject to standard wet curing and dry curing. A rapid field test for microfine identification was attempted but found to be unsuitable for field conditions but potentially useful for laboratory identification of microfines with further development. The results of this research suggest the current P200 threshold for naturally occurring microfines associated with coarse and fine aggregates in the WisDOT Standard Specification results in acceptable concrete performance when conditions are optimal and meet typical ASTM laboratory test requirements. When microfines are present in aggregates, if air entrainment, uncontrolled water additions, certain intentional or unintentional chemical additions, and curing are not carefully monitored and controlled, then microfines in Wisconsin concrete aggregates can and do cause deleterious impacts.
KW  - Aggregate sources
KW  - Chloride permeability
KW  - Clay
KW  - Compressive strength
KW  - Concrete
KW  - Concrete aggregates
KW  - Fines (Materials)
KW  - Microfines
KW  - Porosity
KW  - Shrinkage
KW  - Thermogravimetric analysis
KW  - Wisconsin
KW  - X-ray diffraction
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53292/07-02%2520Final%2520Report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/07-02_Final_Report.pdf
UR  - https://trid.trb.org/view/1094980
ER  - 

TY  - RPRT
AN  - 01330476
AU  - Paul, Harold
AU  - Biswas, Mrinmay
AU  - Casanova, Lorenzo J
AU  - Franco, Colin A
AU  - Williams, Donald L
AU  - Virginia Transportation Research Council
AU  - Federal Highway Administration
TI  - Virginia’s Transportation Research Peer Exchange: July 19–21, 2010
PY  - 2010/10//Final Report
SP  - 21p
AB  - From July 19 through 21, 2010, the Virginia Transportation Research Council (VTRC) hosted a peer exchange with state department of transportation research managers/directors from Louisiana, North Carolina, Rhode Island, and West Virginia and a representative from the Virginia Division of the FHWA. Performance measurement and monitoring are becoming critically important for research programs and, thus, particular emphasis in the exchange was placed on implementation of research results and documentation of monetary benefits with respect to individual research projects and research programs as a whole.
KW  - Economic benefits
KW  - Implementation
KW  - Louisiana
KW  - Monitoring
KW  - North Carolina
KW  - Peer exchange
KW  - Performance measurement
KW  - Research
KW  - Research management
KW  - Rhode Island
KW  - West Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r8.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56146/VA-11-R8.PDF
UR  - https://trid.trb.org/view/1093552
ER  - 

TY  - RPRT
AN  - 01329741
AU  - Sabra, Ziad A
AU  - Gettman, Douglas
AU  - Henry, R David
AU  - Nallamothu, Venkata
AU  - Sabra, Wang and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Balancing Safety and Capacity in an Adaptive Signal Control System—Phase 1
PY  - 2010/10//Final Report
SP  - 110p
AB  - This research focuses on the development of real-time signal timing methodologies and algorithms that balance safety and efficiency. The research consists of two phases, and this report summarizes the findings of phase 1. First, it examines the relationships between signal timing and surrogate measures of safety: frequency of rear-end, angle, and lane-change conflicts. The Federal Highway Administration (FHWA) Surrogate Safety Assessment Methodology (SSAM) was used to evaluate simulated scenarios to test the relationships between signal timing parameters and the occurrence of traffic conflicts. A single intersection and a three-intersection arterial were examined, and each parameter was tested independently. The analysis effort indicated the following results: (1) The ratio of demand to capacity (i.e., the length of the split) is a factor that influences the total number of conflicts. There is an inverse linear relationship between splits and total conflicts. (2) Cycle length has the most significant impact on the total number of conflicts. Increasing the cycle length beyond its optimum value on an arterial system has a significant effect in reducing all types of conflicts. (3) Detector extension times have only a minor impact on changes to conflict rates. (4) The phase-change interval has a marginal effect on the total number of conflicts. (5) Left-turn phasing (protected/permitted) has a significant effect on the total number of conflicts. (6) An offset has an insignificant effect on conflicts until the change is more than ±10 percent of the cycle length. (7) Phase sequence has a significant effect on the total number of conflicts on an arterial. These results were obtained by modifying each variable independently for specific geometric and volume conditions. As such, these results provide evidence that certain parameters have a positive correlation to changes in surrogate measures of safety, but they do not provide metrics that can be used for real-time signal timing optimization. This report also discusses a methodology based on design of experiments to calculate a safety performance function that can be used for estimating the effect of changes to signal timing parameters in tandem. The report concludes with the development of a multiobjective optimization methodology and the five principle algorithms that constitute the proposed adaptive system for tuning the cycle length, splits, offsets, left-turn phase protection treatment, and left-turn phase sequence of a set of intersections.
KW  - Adaptive control
KW  - Highway capacity
KW  - Highway safety
KW  - Microsimulation
KW  - Traffic conflicts
KW  - Traffic signal phases
KW  - Traffic signal timing
KW  - Traffic simulation
UR  - http://www.fhwa.dot.gov/publications/research/safety/10038/10038.pdf
UR  - https://trid.trb.org/view/1090348
ER  - 

TY  - RPRT
AN  - 01329283
AU  - Garber, Nicholas J
AU  - Rivera, G
AU  - University of Virginia, Charlottesville
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Safety Performance Functions for Intersections on Highways Maintained by the Virginia Department of Transportation
PY  - 2010/10
SP  - 63p
AB  - In recent years, significant effort and money have been invested through research and implemented safety projects to enhance highway safety in Virginia. However, there is still substantial room for improvement in both crash frequency and severity. As there are limits in the available funds for safety improvements, it is crucial that allocated resources for safety improvement be spent at highway locations that will result in the maximum safety benefits. In addition, intersection crashes play a significant role in the safety conditions in Virginia. For example, crashes at intersections in Virginia for the period 2003 through 2007 account for 43.8% of all crashes and 26% of fatal crashes. Therefore, identifying intersections for safety improvements that will give the highest potential for crash reduction when appropriate safety countermeasures are implemented will have a significant impact on the overall safety performance of roads in Virginia. The Federal Highway Administration (FHWA) has developed a procedure for identifying highway locations that have the highest potential for crash reduction (ITT Corporation, 2008). A critical component of this method is the use of safety performance functions (SPFs) to determine the potential for crash reductions at a location. An SPF is a mathematical relationship (model) between frequency of crashes by severity and the most significant causal factors on a specific highway. Although the SafetyAnalyst Users Manual presents several SPFs for intersections, these were developed using data from Minnesota. FHWA also suggested that if feasible, each state should develop its own SPFs based on crash and traffic volume data from the state, as the SPFs that are based on Minnesota data may not adequately represent the crash characteristics in all states. SPFs for intersections in Virginia were developed using the annual average daily traffic as the most significant causal factor, emulating the SPFs currently suggested by SafetyAnalyst. The SPFs were developed for both total crashes and combined fatal plus injury crashes through generalized linear modeling using a negative binomial distribution. Models were also developed for urban and rural intersections separately, and in order to account for the different topographies in Virginia, SPFs were also developed for three regions: Northern, Western, and Eastern. This report covers Phases I and II of the study, which includes urban and rural intersections maintained by VDOT. Statistical comparisons of the models based on Minnesota data with those based on the Virginia data showed that the specific models developed for Virginia fit the Virginia crash data better. The report recommends that VDOTs Traffic Engineering Division use the SPFs developed for Virginia and the specific regional SPFs suggested in this report to prioritize the locations in need of safety improvement.
KW  - Countermeasures
KW  - Crash causes
KW  - Crash reduction factors
KW  - Highway maintenance
KW  - Highway safety
KW  - Intersections
KW  - Safety performance functions
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-cr1.pdf
UR  - https://trid.trb.org/view/1090581
ER  - 

TY  - RPRT
AN  - 01328477
AU  - Ren, Dianjun
AU  - Smith, James A
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Environmental Impacts of Two Common Restoration Methodologies
for Pipes that Convey Stormwater Runoff
PY  - 2010/10//Final Contract Report
SP  - 25p
AB  - The Virginia Department of Transportation (VDOT) is responsible for the maintenance of underground pipes that convey stormwater runoff from roadways and other relatively impervious surfaces. Due to normal fatigue, cracks can develop in these pipes over time. Excavation and replacement of the damaged pipe section are expensive, intrusive, and time-consuming. As an alternative, VDOT has used pipe-repair technologies that involve the insertion of the synthetic liner material inside the damaged pipe. Although this technology can effectively seal water leaks caused by cracks in the pipe, the environmental impact of chemicals that leach from the liner materials into water in the pipe are not known. In this work, the authors have investigated two common commercial pipe-repair technologies: Ultraliner and Troliner. Both technologies employ a synthetic liner material. Troliner installation also requires the use of grout that helps to provide an effective seal between the synthetic liner and the original host pipe wall. Review of the materials safety data sheets of the liner materials revealed three possible plasticizers of potential environmental concern: bisphenol A (BPA), bis(2-ethylhexyl) phthalate (DEHP), and benzyl butyl phthalate (BBP). A high-performance liquid chromatography (HPLC) analysis methodology was developed to quantify trace concentrations of these compounds in water. In addition, a generic gas-chromatography scan with a flame ionization detector (GC-FID) was developed to identify other possible organic constituents that could possibly leach from the liner materials. Kinetic batch experiments were conducted to determine if contaminants were leaching from Ultraliner, Troliner, and/or the grout. In all cases and for all incubation times up to 48 hr, none of the three plasticizers was detected in water in contact with any of the pipe-repair materials. In addition, the generic GC-FID scan did not detect any unidentified compounds relative to control samples. It is possible that one or more of the target analytes were released from the liner materials at concentrations below the analytical detection limit. To investigate this possibility, a mathematical model of plasticizer leaching from the pipe-liner material was developed with the assumption that the leached pollutant concentration after a 48-hr period exactly equals the analytical detection limit. By normalizing this leaching rate to the surface area of the liner materials, the concentration of each plasticizer in pipe water could be estimated as a function of time, pipe diameter, and discharge of water through the pipe. Both flowing and stagnant conditions were considered. In all cases, simulated aqueous concentrations of the target analytes were well below drinking-water limits. In summary, these experiments and analyses suggest that both Ultraliner and Troliner are technologies that are not expected to have any significant, adverse environmental impact.
KW  - Environmental impacts
KW  - Excavation
KW  - Linings
KW  - Pipe
KW  - Repairing
KW  - Restoration
KW  - Runoff
KW  - Trenchless technology
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-cr3.pdf
UR  - https://trid.trb.org/view/1089575
ER  - 

TY  - RPRT
AN  - 01328476
AU  - Tate, D Jean
AU  - Enviro-Support, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Bird Nesting and Droppings Control on Highway Structures
PY  - 2010/10//Final Report & Addendum
SP  - 143p
AB  - This report provides a comprehensive literature survey of permanent and temporary deterrents to nesting and roosting, a discussion of risks to human health and safety from exposure to bird nests and droppings and recommended protective measures, and the results of a multi-year field study to test temporary nesting deterrents judged to be most effective. An extensive survey of the literature was conducted on the following: 1. measures used to deter roosting and nesting of pigeons, temporarily deter nesting of swallows (primarily cliff and barn swallows); 2. the nesting requirements of these species to better enable evaluation of the efficacy of these measures; and 3. the biology, diseases, and parasites of these species to enable evaluating and minimizing the risks of human detriment from exposure to these birds, their nests and droppings. Implementation: The most effective methods to deter pigeon roosting/nesting are either physical deterrents (i.e., spikes, wires, corner slopes, and netting) or non-toxic chemical methods. The most effective deterrents for swallow nesting are corner slopes, hanging curtains, and netting. For any of these methods, proper installation and maintenance are the keys to success. Consideration should be given to the configuration of the specific site, the extent of the problem, and the cost-effectiveness of the method relative to the extent of the problem.
KW  - Bird droppings
KW  - Birds
KW  - Highway bridges
KW  - Highways
KW  - Maintenance
KW  - Nesting
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/birdcontrol/at_download/file
UR  - https://trid.trb.org/view/1089452
ER  - 

TY  - RPRT
AN  - 01328471
AU  - Shuler, Scott
AU  - Colorado State University, Fort Collins
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Performance, Cost-Effectiveness, and Timing of Various
Pavement Preservation Treatments
PY  - 2010/10//Final Report
SP  - 187p
AB  - This research study evaluated the performance of various pavement preservation treatments over time and under different environmental conditions to quantify the economics of each treatment type. There are three primary techniques utilized in Colorado for preservation of asphalt pavements and three for concrete pavements. For asphalt pavements these are crack sealing, chip seals, and thin hot mix asphalt overlays. For concrete pavements the treatments are joint resealing, cross-stitching, and microgrinding. Full-scale test sections were constructed in 2005 and some additional test sections previously constructed were also included for performance measurement. These test sections include crack sealing, chip seals, thin overlays, joint resealing, cross-stitching and microgrinding. Test results indicate that continuation of crack sealing, chip sealing, and thin hot mix overlays is justified for asphalt pavements. Performance results of the preservation treatments for concrete pavements were not as successful. Propagation of the crack into the adjacent slab occurred in the cross-stitching test sections. Microgrinding concrete pavements does not appear to be effective at reducing cracking and may be detrimental to performance. The disappointing results of the joint resealing test sections indicate that a review of the specifications should be considered. Implementation: The Preventive Maintenance Best Practices Manual is Appendix A of this report. The methods described in this manual are based on a review of the literature, a series of interviews conducted in each Colorado DOT region, full-scale field test sections, and experience of the researchers. These best practices should be followed when preventive maintenance procedures are conducted on asphalt and concrete pavements in Colorado.
KW  - Asphalt pavements
KW  - Best practices
KW  - Colorado
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Maintenance practices
KW  - Pavement maintenance
KW  - Performance
KW  - Preservation
KW  - Preventive maintenance
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/preventivemaintenance.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/preventivemaintenance.pdf/view
UR  - https://trid.trb.org/view/1089453
ER  - 

TY  - RPRT
AN  - 01328465
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Freeway Geometric Design for Active Traffic Management in Europe, Executive Summary
PY  - 2010/10//Executive Summary
SP  - 12p
AB  - In June 2010 a team of 10 U.S. transportation professionals with expertise in planning, design, and operations of freeways visited four countries in Europe: England, Germany, the Netherlands, and Spain. The purpose of the scanning study was to examine active traffic management design practices used in other countries to improve the operational performance of congested freeway facilities without compromising safety. This 2010 scan built on other scans that focused on congestion management and managed lane programs.
KW  - Active traffic management
KW  - Congestion management systems
KW  - Europe
KW  - Freeway operations
KW  - Geometric design
KW  - Managed lanes
KW  - Traffic congestion
KW  - United States
UR  - http://international.fhwa.dot.gov/pubs/pl11003/pl11003.pdf
UR  - https://trid.trb.org/view/1089574
ER  - 

TY  - SER
AN  - 01328130
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Do, Ann
AU  - Federal Highway Administration
TI  - Crosswalk Marking Field Visibility Study
PY  - 2010/10
SP  - 6p
AB  - This document is a technical summary of the Federal Highway Administration (FHWA) report, Crosswalk Marking Field Visibility Study, FHWA-HRT-10-068. The objective of this study was to investigate the relative daytime and nighttime visibility of three crosswalk marking patterns: transverse lines, continental, and bar pairs.
KW  - Crosswalks
KW  - Field studies
KW  - Highway safety
KW  - Road markings
KW  - Unsignalized intersections
KW  - Visibility
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10067/index.cfm
UR  - https://trid.trb.org/view/1086574
ER  - 

TY  - SER
AN  - 01328127
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Do, Ann
AU  - Federal Highway Administration
TI  - Evaluation of Shared Lane Markings
PY  - 2010/10
SP  - 8p
AB  - Shared lane markings help convey to motorists and bicyclists that they must share the roads on which they operate. The markings create improved conditions by clarifying where bicyclists are expected to ride and by notifying motorists to expect bicyclists on the road. Figure 1 illustrates a generic sharrow as it appears in the 2009 version of the Manual on Uniform Traffic Control Devices (MUTCD). The present study was sponsored by the Federal Highway Administration (FHWA), and its purpose was to evaluate the impact of several uses of shared lane pavement markings, specifically the sharrow design, on operational and safety measures for bicyclists and motorists. Experiments were conducted in Cambridge, MA; Chapel Hill, NC; and Seattle, WA. This TechBrief provides a summary of the findings from the research, and the corresponding main technical report (FHWA-HRT-10-041) provides additional details.
KW  - Cyclists
KW  - Design
KW  - Drivers
KW  - Highway traffic control
KW  - Road markings
KW  - Shared-use lanes
KW  - Sharrows
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10044/10044.pdf
UR  - https://trid.trb.org/view/1086590
ER  - 

TY  - RPRT
AN  - 01325177
AU  - Vincent, R
AU  - Ecker, M
AU  - Sanborn Map Company
AU  - HDR One Company
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Light Detection and Ranging (LiDAR) Technology Evaluation
PY  - 2010/10//Final Report
SP  - 104p
AB  - Evaluation project was undertaken to provide an analysis on the current state of Laser based technology and its applicability, potential accuracies and information content with respect to Missouri Department of Transportation( MODOT) applications.
KW  - Aerial photography
KW  - Data quality
KW  - Laser radar
KW  - Mapping
KW  - Missouri
KW  - Technological innovations
UR  - http://library.modot.mo.gov/RDT/reports/TRyy1007/or11007.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35088/or11007.pdf
UR  - https://trid.trb.org/view/1085891
ER  - 

TY  - RPRT
AN  - 01325147
AU  - Farnsworth, Stephen P
AU  - Talbot, Eric
AU  - Songchitruksa, Praprut
AU  - Reeder, Phillip
AU  - Pearson, David F
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Alternative Methods for Developing External Travel Survey Data
PY  - 2010/10//Final Report
SP  - 126p
AB  - The Texas Department of Transportation (TxDOT) has a comprehensive on-going travel survey program that supports the travel demand models being developed for transportation planning efforts in urban areas throughout Texas. One component of the survey program is the external travel survey. External travel surveys provide data on travel movements into, out of, and through urban areas. In recent years, there has been a heightened sensitivity to the methods used to collect external survey data as well as the type of data that is collected. This research examines alternative methods for collecting data on external travel movements and evaluates the potential for synthesizing/modeling external travel in lieu of conducting external surveys. The research will provide recommendations to TxDOT on the most viable methods to estimate external travel movements for use in travel demand models in urban areas in Texas.
KW  - Data collection
KW  - Public transit
KW  - Texas
KW  - Transportation planning
KW  - Travel demand
KW  - Travel surveys
KW  - Trip tables
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/35000/35000/35077/0-6583-1.pdf
UR  - https://trid.trb.org/view/1085932
ER  - 

TY  - RPRT
AN  - 01324953
AU  - Burton, John
AU  - Engineering and Environmental Consultants, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Storm Water Monitoring Along Loop 202 and Salt River
PY  - 2010/10//Final Report
SP  - 45p
AB  - A comprehensive research program for the characterization of storm water runoff from an Arizona highway was conducted from January through December 2007. The study area covered a portion of the Loop 202 freeway west of Mesa Drive to a retention basin east of Lindsay Road in Mesa, Arizona. Storm water samples were collected from two storm water detention basins and a discharge point to the Salt River. The study was conducted by manually collecting storm water samples with passive automatic samplers and analyzing them for various roadway constituents. A primary objective of this research effort was to establish baseline values of constituents in ADOT highway runoff, aiding in the evaluation of related best management practices. A total of 16 storm water samples was collected from the research area between January 2007 and December 2007. The storm water sampling data indicates suspended solids (reported as total suspended solids, or TSS) were present in 14 of the 16 samples collected and zinc (reported as total zinc) was present in 13 out of 16 samples collected. Other heavy metals such as copper, lead, and chromium were occasionally detected. Phosphorous and ammonia were detected only once during this research program. TSS is the most significant pollutant, by mass, found in our nation’s waterways, a standing consistent with the outcome of this research. It is important to note that exceedance of an Environmental Protection Agency benchmark does not constitute a storm water violation.
KW  - Arizona
KW  - Environmental monitoring
KW  - Runoff
KW  - Total suspended solids
UR  - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/9639
UR  - https://trid.trb.org/view/1085885
ER  - 

TY  - RPRT
AN  - 01323818
AU  - Hagemann, Garrett
AU  - Michaels, Jennifer
AU  - Minnice, Paul
AU  - Pace, David
AU  - Radin, Sari
AU  - Spiro, Arlen
AU  - West, Rachel
AU  - Research and Innovative Technology Administration
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - ITS Technology Adoption and Observed Market Trends from ITS Deployment Tracking
PY  - 2010/10//Final Report
SP  - 161p
AB  - This report examines the market dynamics and benefits associated with the deployment and diffusion of Intelligent Transportation Systems (ITS) technologies across the United States. For several ITS technologies, the current market structure, events that have influenced the historical deployment trends, and factors that may play a role in future deployment are all examined and analyzed. This qualitative research consists primarily of interviews with suppliers and public sector purchasers. The report also presents monetized estimates of the mobility, safety, and environmental benefits produced by a selection of ITS technologies at their current nationwide level of deployment. These estimates are derived from the results of previous studies gathered through an extensive literature review. The qualitative and quantitative data used in this analysis were obtained from the ITS Joint Program Office deployment statistics database (http://www.itsdeployment.its.dot.gov/Default.asp). The objective of this analysis is to allow the ITS JPO to learn from the experience of historical and current generation ITS deployment and use this knowledge to guide research and related activities to support next generation ITS and inform strategic planning efforts.
KW  - Deployment
KW  - Intelligent transportation systems
KW  - ITS program technologies
KW  - Market surveys
KW  - Trend (Statistics)
KW  - United States
UR  - http://ntl.bts.gov/lib/34000/34900/34991/ITS_Deployment_Tracking_FINAL_508C_101210.pdf
UR  - https://trid.trb.org/view/1085249
ER  - 

TY  - RPRT
AN  - 01321742
AU  - Hartell, Ann
AU  - Martin, James
AU  - North Carolina State University, Raleigh
AU  - Federal Highway Administration
TI  - CSS National Dialog - Conducted for the Context Sensitive Solutions Virtual Team, 
FHWA Office of Human and Natural Environment, 
November 2008 through September 2010
PY  - 2010/10//Final Report
SP  - 82p
AB  - In the fall of 2008, FHWA engaged the Center for Transportation and the Environment (CTE) to develop and deliver Context Sensitive Solutions (CSS) National Dialog activities. The objectives of this current initiative are: 1) Deliver CSS principles and messages to a wide array of partner organizations, 2) Strengthen and broaden the constituency for CSS, 3) Discover partnership opportunities, 4) Bring in new perspectives, and  5) Foster a community of practice.
KW  - Communication
KW  - Context sensitive design
KW  - Cooperation
KW  - Information dissemination
KW  - Partnerships
KW  - Transportation planning
UR  - http://cssnationaldialog.org/documents/CSS-National-Dialog-Final-Report.pdf
UR  - https://trid.trb.org/view/1082774
ER  - 

TY  - RPRT
AN  - 01321097
AU  - Scott, M
AU  - Arnold, J
AU  - Gibson, D
AU  - Starodub, Incorporated
AU  - Federal Highway Administration
TI  - Step Frequency Ground Penetrating Radar Characterization and Federal Evaluation Tests
PY  - 2010/10//Electromagnetic Emissions Testing and Characterization Report
SP  - 94p
AB  - A step frequency ground penetrating radar (SF GPR) system was characterized and evaluated to determine whether it can be operated safely in a proposed configuration that may include frequency notching in specific frequency bands. This emission testing was conducted with possible notching configurations turned on and then turned off to allow for both scenarios to be evaluated. Testing work focused on emissions characterization measurements suitable for computer analysis of potential interference with relevant systems. After initial testing was completed, needs for follow-up testing were defined. This follow-up testing was completed, and results are included in this report. Results from initial emissions testing showed that the SF GPR met National Telecommunications and Information Administration (NTIA) criteria for most frequencies, but some emissions frequencies still exceeded NTIA criteria. In addition, unintentional emissions below 140 MHz were observed to exceed intentional emission criteria at many frequencies. System adjustments were performed, and follow-up emissions testing was conducted using a final system configuration. The final system configuration met NTIA criteria for intentional emissions as described in the report. Unintentional emissions below 140 MHz were characterized to allow them to be evaluated as needed.
KW  - Emissions testing
KW  - Equipment tests
KW  - Evaluation and assessment
KW  - Ground penetrating radar
KW  - Measurement
KW  - Pollutants
UR  - http://www.fhwa.dot.gov/publications/research/operations/10037/10037.pdf
UR  - https://trid.trb.org/view/987588
ER  - 

TY  - ABST
AN  - 01573552
TI  - Green Energy-Powered Dirigible Transportation

AB  - The project is an 18-month feasibility study of key elements of a transportation system to reduce truck and other vehicle use of highways, using an airship approach while utilizing only "green" energy sources, especially microwave beamed power transmission to the vehicle.

KW  - Airships
KW  - Electric vehicles
KW  - Energy conservation
KW  - Green
KW  - Microwave devices
KW  - Renewable energy sources
KW  - Truck traffic
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0060
UR  - https://trid.trb.org/view/1366750
ER  - 

TY  - ABST
AN  - 01573269
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Environmental Models and Applications

AB  - For over a decade, researchers at the University of California Riverside have been actively researching and working towards performing energy/environmental assessments for various intelligent transportation systems (ITS) programs. The proposed research would build upon existing work through developing and improving data collection methods, developing new data fusion techniques to improve estimates, and applying appropriate models for ITS environmental/energy assessments.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Data collection
KW  - Data fusion
KW  - Energy
KW  - Environmental impacts
KW  - Evaluation and assessment
KW  - Intelligent transportation systems
UR  - https://trid.trb.org/view/1366397
ER  - 

TY  - ABST
AN  - 01573268
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Design for Environmental Data Capture System

AB  - The purpose of this project is to examine the relevance of the Federal Highway Administration's (FHWA's) Clarus and Michigan Department of Transportation’s Data Use Analysis and Processing (DUAP) data, and their core system designs, to the needs of the Applications for the Environment: Real-Time Information Synthesis (AERIS) Program, and to recommend a Preliminary System Development Plan for an AERIS data environment.  Clarus and Data Use Analysis and Processing (DUAP) represent state-of-the-art data acquisition tools. The Clarus system emphasizes data collection from fixed environmental sensor stations (ESS), but is currently being enhanced to incorporate data from mobile sources, such as snow plows. DUAP focuses on the collection of data from mobile sources, particularly connected vehicle fleets, but also acquires data from fixed roadway traffic sensors. Between the two systems, sophisticated real-time data quality checking algorithms have been implemented; techniques for integrating data from multiple disparate sources have been developed; real-time data visualization tools have been created; and applications that translate raw data into actionable information for the benefit of system users have been designed and implemented.Since the Clarus and DUAP systems are operational and significant investment has already been made, the intent of this project is to determine how Federal Highway Administration (FHWA) can leverage these assets and leapfrog some of the normal system development cycle. This report covers the following material to arrive at a recommended Preliminary System Development Plan.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Clarus
KW  - Data collection
KW  - Environmental impacts
KW  - Michigan Department of Transportation
KW  - Real time data processing
KW  - Vehicle to vehicle communications
UR  - https://trid.trb.org/view/1366395
ER  - 

TY  - ABST
AN  - 01463810
TI  - National Cooperative Highway Research Program (NCHRP) and Special Projects Support: Analytical Travel Forecasting Approaches for Project Level Planning and Design
AB  - The objective of this research is to develop a guidebook describing methods, data sources and procedures for producing travel forecasts for highway project-level analysis. The guidebook should evaluate and expand currently used methods and tools to include appropriate data or information sources and system-level methods (ranging from readily available practices to advanced practices) to address a variety of project development purposes, needs and impacts. The guidebook is intended to be used by transportation planning, operations and project development staff to better support planning, design and operations recommendations.
KW  - Guidelines
KW  - Highway operations
KW  - National Cooperative Highway Research Program
KW  - Planning and design
KW  - Traffic forecasting
KW  - Transportation planning
UR  - https://trid.trb.org/view/1232037
ER  - 

TY  - RPRT
AN  - 01613831
AU  - Federal Highway Administration
TI  - Improving Safety Data Collection, Access, and Analysis for California’s
Strategic Highway Safety Plan (SHSP)
PY  - 2010/09/28
SP  - 15p
AB  - This report provides a summary of a peer exchange held September 28-29, 2010 in Sacramento, California, sponsored by the California Office of Traffic Safety (OTS), California Department of Transportation (Caltrans), the California Highway Patrol (CHP), and the Federal Highway Administration (FHWA). The report also includes recommendations to improve traffic safety data systems, which are used in addressing issues related to various Challenge Areas in California’s Strategic Highway Safety Plan (SHSP). California’s goals for the peer exchange were (1) to review the State’s current data systems and (2) to evaluate opportunities to better address data needs for California’s SHSP. The peer exchange convened safety stakeholders from California’s Traffic Records Coordinating Committee/SHSP Challenge Area 16 (TRCC/CA 16) team to explore improvements to California’s traffic safety data systems. Twenty-one members of the TRCC/CA 16 team attended, including representatives from Caltrans, OTS, CHP, the California Department of Motor Vehicles (DMV), California Department of Public Health (DPH), and the California Emergency Medical Services Authority (EMSA). The event provided an opportunity for stakeholders to learn from selected peers with model traffic records systems, including the North Carolina Department of Transportation (NC DOT), the Michigan Department of Technology, Management, and Budget (MI DTMB), and the Washington Traffic Safety Commission (WTSC). Criteria for selecting peers included demonstration of successful collaboration with safety partners, including State DOTs, law enforcement, local governments, emergency medical services (EMS), and public health providers. The peer exchange discussions and presentations focused on the following topics: National perspective on traffic safety data systems issues and challenges; Current California data systems, including crash data processing; Peer States’ noteworthy experiences with traffic data records; and Recommended next steps to improve the coordination of data systems for reduced traffic fatalities and overall safer roadways in California.
KW  - California Department of Transportation
KW  - Crash data
KW  - Data analysis
KW  - Data collection
KW  - Peer exchange
KW  - Recommendations
KW  - Stakeholders
KW  - State departments of transportation
KW  - Strategic Highway Safety Plan
KW  - Strategic planning
KW  - Traffic safety
UR  - http://ntl.bts.gov/lib/59000/59400/59462/peer_report_CA_Sept2010.pdf
UR  - https://trid.trb.org/view/1425511
ER  - 

TY  - ABST
AN  - 01463805
TI  - Incorporating Livability into Rural and Small Metropolitan Transportation Planning
AB  - The National Association of Development Organizations (NADO) Research Foundation proposes to research the methodologies and extent to which livable community concepts are incorporated into rural and small metropolitan transportation planning processes. The research will identify mechanisms that rural and small metropolitan transportation planning organizations (typically referred to as RPO's or RTPO's) are implementing to incorporate the tenets of livable communities, while also working to meet the transportation needs of residents in these communities. Specifically, the research will assess the roles that RPOs are undertaking to incorporate the goals of U.S. Department of Transportation, Department of Housing and Urban Development and Environmental Protection Agency's Interagency Partnership for Sustainable Communities, such as promoting transportation choice, enhancing economic competitiveness and coordinating policies into their planning processes.
KW  - Livable communities
KW  - Metropolitan planning organizations
KW  - Quality of life
KW  - Regional planning
KW  - Regional transportation
KW  - Rural areas
KW  - Small cities
KW  - Sustainable development
KW  - Transportation planning
UR  - https://trid.trb.org/view/1232032
ER  - 

TY  - ABST
AN  - 01573217
TI  - Enhancement of HIPERPAV (HIgh PERformance Concrete PAVing) III
AB  - HIPERPAV© (HIgh PERformance Concrete PAVing) software was first released in 1996, followed by an updated version in 2005. The software program allows users to predict early-age concrete pavement behavior based on user-defined inputs for environmental, design, and construction conditions. The user inputs variables such as ambient weather conditions, thickness of pavement, mix design, time of placement, and type of curing. Mathematical models then calculate the progression of the concrete's strength gain and developing stresses for the first 72 hours after placement. In the new HIPERPAV III©, an enhanced moisture transport model has been developed, incorporated into the software, and has been released in January 2010. The improved moisture model captures the interaction between pavement design, materials, environmental, and construction inputs and provides a more realistic characterization of moisture transport in the slab and its effect on early-age drying shrinkage, warping stresses, and strength development in the slab. The Transtec Group, Inc., under a Federal Highway Administration (FHWA) contract, is currently working on further enhancing the HIPERPAV III© software program to incorporate additional features. These features will include automatically downloading weather data from the National Weather Service Web site and adding slag aggregate input into HIPERPAV III©, along with its default thermal properties, such as coefficient of thermal expansion, specific heat, and thermal conductivities. For more information or to download a free copy of the software program, visit www.hiperpav.com.
KW  - Concrete curing
KW  - Concrete pavements
KW  - Drying
KW  - High performance concrete
KW  - HIPERPAV (Computer program)
KW  - Mathematical models
KW  - Mix design
KW  - Shrinkage
KW  - Thermal expansion
KW  - Weather conditions
UR  - https://trid.trb.org/view/1365867
ER  - 

TY  - ABST
AN  - 01573271
TI  - Applications for the Environment Real-Time Synthesis State-of-the-Practice Support

AB  - The AERIS (Applications for the Environment: Real-Time Information Synthesis) research program is intended to conduct research on generating and/or acquiring environmentally-relevant real-time transportation data to create actionable information to support and facilitate “green” transportation choices by transportation system users and operators. The AERIS program will better define how connected vehicle data and applications might contribute to mitigating some of the negative environmental impacts of surface transportation. The purpose of this project is to conduct for the AERIS program a state of the practice assessment of behavioral and activity-based models that will be of use to assess how behaviors may be influenced to reduce negative environmental impacts of the transportation system; environmental models; and technologies that will allow the capture of environmental data and data needed to measure environmental impacts.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Data collection
KW  - Environmental impacts
KW  - Real time information
KW  - State of the art
KW  - Vehicle to infrastructure communications
KW  - Vehicle to vehicle communications
UR  - https://trid.trb.org/view/1366401
ER  - 

TY  - ABST
AN  - 01573270
TI  - Applications for the Environment: Real-Time Synthesis Broad Agency Announcement Project: Evaluate Fuel Efficient Route Guidance

AB  - The project will conduct a realistic assessment using a case study of a medium-sized metropolitan area of the likely environmental benefits of an Intelligent Transportation Systems (ITS) strategy that involves providing route guidance to travelers based on the lowest fuel consumption route. At the present time, motorists typically choose their routes based on minimizing their perceived total travel time or generalized cost. Almost all routing algorithms commonly used within the transportation industry, such as user equilibrium (UE) and system optimal (SO) assignments, are based on the assumption of drivers selecting the shortest path (i.e. least travel time) between a given origin-destination (OD) pair. Moreover, the basis for routing in virtually all of the current Global Positioning System (GPS) 2 navigation devices, the use of which has skyrocketed in the United States in recent years, is still the minimum travel time, subject to perhaps some driver preference parameters (e.g. prefer highway, avoid toll roads, etc.).Until recently, the transportation profession lacked the necessary tools to determine whether the fastest route between an origin-destination (OD) pair were, in fact, the optimal one from an environmental (i.e. energy consumption and emissions) standpoint. The dramatic scientific advances in state-of-the-art microscopic traffic simulation models and emissions models have made it possible to accurately determine the impact of route choice on regional energy consumption and emissions. Moreover, with advances in Intelligent Transportation Systems (ITS), the opportunity now exists to research the feasibility and likely benefits of routing strategies that explicitly consider the criteria of minimum energy consumption and emissions in recommending a route for a driver. This is especially true, given the most recent United States Department of Transportation (USDOT) connected vehicle research, which envisions a networked environment supporting vehicle-to-vehicle and vehicle-to-infrastructure communications.The proposed research will be conducted using a Transportation Analysis Simulation System (TRANSIMS) model of the Greater Buffalo-Niagara region. The model was originally developed by the John A. Volpe National Transportation Systems Center, in a Transportation Analysis Simulation System (TRANSIMS) test deployment study funded by the Federal Highway Administration (FHWA). The model is currently being refined and expanded in another study funded by FHWA, and being conducted by the University at Buffalo (UB) and the State University of New York.  To use TRANSIMS for the development of environmentally based routes and for evaluating the benefits of environmentally based routing, the model will be linked to the Multiscale Motor Vehicle Emissions Simulator Model (MOVES2010), which was recently released by the Environmental Protection Agency’s (EPA's) Office of Transportation and Air Quality. Multiscale Motor Vehicle Emissions Simulator Model (MOVES2010) is designed to allow for conducting environmental analyses based on second-by-second dynamic vehicle information, which will be provided by the TRANSIMS model (EPA, 2009; EPA, 2010). The research will also assess the impact of several factors on the likely benefits of environmentally based route guidance. These factors will include: (1) the market penetration for users of such routing strategies; (2) the additional benefits from providing real-time information about accidents and other traffic disturbances, information that should be readily available from a connected vehicle system; (3) the additional benefits from customizing the optimal environmental routes for the vehicle type (e.g. light-duty vehicle versus a truck). The study will also evaluate the degree to which the optimal routes derived based on the objective of minimizing fuel consumption are different from those derived based on minimizing the total travel time, as well as the reductions in emissions resulting from environmental-based routing.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Environmental impacts
KW  - Fuel consumption
KW  - Global Positioning System
KW  - Intelligent transportation systems
KW  - Origin and destination
KW  - Route guidance
KW  - Transportation Analysis and Simulation System
KW  - Travel time
KW  - United States
UR  - https://trid.trb.org/view/1366399
ER  - 

TY  - ABST
AN  - 01573267
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Assessment of Data and Modeling Opportunities for Heavy Trucks

AB  - The Electronic Control Units (ECU) data of heavy-duty trucks (HDT) can be accessed through the industry standard Society of Automobile Engineers (SAE) J1939 data bus. Many fleet owners have equipped their truck fleets with onboard devices that couple ECU with telematics capabilities where vehicle and engine operating parameters, as well as positioning information (i.e. via a Global Positioning System (GPS)), are wirelessly transmitted to a computer server on a periodic basis. Through partnership with these fleet owners, the research team has created a master database that gathers and aggregates these ECU data that can be used in real-time applications to evaluate and improve the performance of transportation systems, especially those related to freight movement. This project has been chartered to investigate how broader data types from a vehicle’s data bus might be collected and what value these data types might have in studies of the environmental issues associated with highway transportation and in the development of advanced applications to manage these issues.

KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Data collection
KW  - Electronic control
KW  - Environmental impacts
KW  - Freight traffic measurement
KW  - Global Positioning System
KW  - Heavy duty trucks
KW  - Real time data processing
KW  - Vehicle electronics
UR  - https://trid.trb.org/view/1366394
ER  - 

TY  - ABST
AN  - 01573266
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Eco-Adaptive Signalized Intersection Algorithm

AB  - An eco-adaptive signalized intersection application and algorithm will be developed and evaluated.

KW  - Adaptive control
KW  - Algorithms
KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Real time control
KW  - Signalized intersections
KW  - Traffic control devices
UR  - https://trid.trb.org/view/1366393
ER  - 

TY  - ABST
AN  - 01573261
TI  - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Evaluating Intelligent Eco-Drive Applications

AB  - The project will examine the potential of ecoadaptive cruise control (eco-ACC) applications to improve environmental performance. A traffic simulation tool will be modified to model eco‐ACC strategies, and research will be conducted to develop an effective algorithm for this application.

KW  - Algorithms
KW  - Applications for the Environment: Real-Time Information Synthesis
KW  - Cruise control
KW  - Ecodriving
KW  - Environmental control
KW  - Real time control
KW  - Traffic simulation
UR  - https://trid.trb.org/view/1366340
ER  - 

TY  - ABST
AN  - 01463803
TI  - Linking Transportation Planning with Public Health: An Ecological-Based Paradigm for Institutional Collaboration
AB  - The objective of this project is to develop an ecological-based planning paradigm to promote greater collaboration among transportation planning agencies and public health agencies. In order to achieve this broad objective, the research will focus on: (1) Identifying the barriers that exist between agencies in the transportation planning and public health communities, as well as other agencies/key players in the public and private sectors with keen interests in transportation planning and regional development. (2) Understanding the reasons behind the jurisdictional and institutional barriers. (3) Developing a comprehensive tool in line with the emerging regional ecological framework to facilitate communication and collaboration among stakeholders in the transportation planning and healthcare communities to develop a shared vision for future infrastructure development. The proposed paradigm includes a set of policy suggestions, practical procedures and technical instruments for facilitating communications between the two communities in order to develop shared visions for urban growth and the development of transportation infrastructure.
KW  - Communication
KW  - Cooperation
KW  - Ecology
KW  - Infrastructure
KW  - Public health
KW  - Regional development
KW  - Technical assistance
KW  - Transportation infrastructure
KW  - Transportation planning
UR  - https://trid.trb.org/view/1232030
ER  - 

TY  - ABST
AN  - 01575022
TI  - Traffic Management Center Pooled Fund Study—Task 1: Methodologies to Measure and Quantify Traffic Management Center Benefits, Phase 1

AB  - The purpose of this project is to gain a better understanding of and to quantify benefits in traffic operations due to the implementation of transportation management centers and the systems, infrastructure, and functions associated with their operations. Phase 1 will produce a Synthesis Report and evaluate the feasibility of developing a software tool for quantifying the benefits of transportation management centers. If feasible, phase 2 will develop a software tool.

KW  - Benefits
KW  - Highway operations
KW  - Highway traffic control
KW  - Methodology
KW  - Pooled funds
KW  - Traffic control centers
KW  - Traffic control devices
UR  - https://trid.trb.org/view/1367079
ER  - 

TY  - RPRT
AN  - 01557043
AU  - Gross, John H
AU  - Stout, Robert D
AU  - Cook, D C
AU  - Roberts, J E
AU  - Arico, K E
AU  - Conrad, M B
AU  - Lehigh University
AU  - Federal Highway Administration
TI  - Improved Corrosion Resistant Steel for Highway Bridge Construction
PY  - 2010/09/22/Final Report
SP  - 30p
AB  - Under contract to the Federal Highway Administration (FHWA), the Lehigh University Center for Advanced Technology for Large Structural Systems (ATLSS) implemented a program to develop an improved corrosion-resistant highway-bridge steel. The contract required that the steel be producible on existing American facilities, meet American Association of State Highway and Transportation Officials (AASHTO)  design specifications, with mechanical properties similar to “today’s steel grades”, be readily weldable by standard processes, and have a cost similar to A709 steels. Twenty-three developmental steel compositions were evaluated with elemental additions to a base Cu-Ni precipitation-strengthened steel developed by ATLSS that was previously shown to have excellent toughness and weldability for infrastructure applications, particularly bridges. Various amounts of copper, nickel, chromium, and silicon were added to the base composition. The steel that best met the FHWA requirements was identified as Steel D, which contained 2% copper and 2% nickel. Several steels with increased chromium exhibited good corrosion resistance but the other properties, particularly toughness and weldability, were not acceptable. Production of a commercial heat of Steel D is recommended for (1) confirming its excellent mechanical properties and weldability, (2) conducting large-scale prototype tests, and (3) for retaining steel slabs that can be rolled to the structural components required for erecting three highway bridges at locations selected by FHWA where improved corrosion resistance is highly desirable.
KW  - Alloy steel
KW  - Bridge construction
KW  - Copper
KW  - Corrosion resistant steel
KW  - Highway bridges
KW  - Nickel
UR  - http://preserve.lehigh.edu/cgi/viewcontent.cgi?article=1248&context=engr-civil-environmental-atlss-reports
UR  - https://trid.trb.org/view/1345763
ER  - 

TY  - RPRT
AN  - 01343270
AU  - Pulugurtha, Srinivas S
AU  - Mora, Rakesh
AU  - University of North Carolina, Charlotte
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Traffic Operational Evaluation of Traffic Impact Analysis (TIA) Case Sites
PY  - 2010/09/22/Final Report
SP  - 170p
AB  - This report summarizes traffic operational evaluation of six select traffic impact analysis (TIA) case sites and the effectiveness of forecasting methods used in TIA studies. Six TIA case sites comprising 15 signalized intersections and 2 unsignalized intersections in North Carolina (four sites in the Charlotte region and two sites in the Raleigh region) were considered for comparison. Data collected during morning peak hours (7 AM – 9 AM) and evening peak hours (4 PM – 6 PM) on a typical weekday were used for evaluation. The measures of effectiveness (MOEs) considered for the evaluation of data are total number of hourly stops, 50th percentile queue length, average intersection delay, and level-of-service (LOS). The comparison of operational performance and forecasting methods was conducted using three different methods. The first method was used to compare the operational performance at selected intersections before and after the construction of the new development proposed in the TIA study using Synchro® traffic simulation software. The second method was used to compare “what was forecasted to happen after the development?” with “what is happening after the development?” using Synchro® traffic simulation software. The third method was used to compare outcomes obtained using Synchro® traffic simulation software with field observations after the development. Results obtained from the evaluations indicate that new developments naturally have a considerable effect on operational performance at intersections near the development. The build-out year forecasted traffic volumes and traffic conditions had not been reached for the six reviewed TIA reports. This difference can at least in part be attributed to economic conditions and the fact that several of the sites still had vacant parcels / outlots and additional unconstructed development. Recognizing that seasonal traffic fluctuations can have a significant impact on the magnitude of commercial site traffic, improved forecasts and traffic operational condition modeling could be achieved with improved regional traffic growth rates, conservative peak hour factors (PHF) and use of representative heavy vehicle percentages. Given the variability and significance of the build out of complex mixed use sites, a five year build out horizon may be more appropriate for determination of needed improvements and acceptable levels of service since a three year window often only allows completion of the construction of the primary anchors.
KW  - Case studies
KW  - Charlotte (North Carolina)
KW  - Level of service
KW  - Measures of effectiveness
KW  - Mixed use development
KW  - Peak hour traffic
KW  - Raleigh (North Carolina)
KW  - Signalized intersections
KW  - Stopping
KW  - Synchro (Computer program)
KW  - Traffic delays
KW  - Traffic forecasting
KW  - Traffic impact analysis
KW  - Traffic queuing
KW  - Traffic simulation
KW  - Unsignalized intersections
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-09finalreport.pdf
UR  - https://trid.trb.org/view/1105100
ER  - 

TY  - ABST
AN  - 01463808
TI  - Program Development Study for SR-11/Otay Mesa East Port of Entry
AB  - The Federal Highway Administration (FHWA) and the California Department of Transportation (CALTRANS) are serving as lead agencies under the National Environmental Policy Act (NEPA) for the preparation of a joint project-level or Tier II Environmental Impact Report/Environmental Impact Statement (EIR/EIS) for SR-11 and the Otay Mesa East Port of Entry (POE). The Tier II EIR/EIS will address project-specific impacts and propose specific avoidance, minimization and/or compensation measures. The scope of the project is focused on the preparation of the EIR/EIS necessary to satisfy requirements of NEPA and California Environmental Quality Act (CEQA).
KW  - Air quality management
KW  - California
KW  - Environmental impact statements
KW  - Freight traffic
KW  - Freight transportation
KW  - Port operations
KW  - Port traffic
KW  - Truck terminals
UR  - https://trid.trb.org/view/1232035
ER  - 

TY  - RPRT
AN  - 01478164
AU  - Littleton, Paul
AU  - Mallela, Jagannath
AU  - Hoffman, Gary
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - North Dakota Demonstration Project: Whitetopping on U.S. 2 West of Rugby
PY  - 2010/09/20/Final Report
SP  - 37p
AB  - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the North Dakota Department of Transportation was awarded a $1 million grant to demonstrate the use of proven, innovative thin concrete overlay known as whitetopping and full lane closure for resurfacing U.S. Highway 2, west of the town of Rugby. This report details the use of whitetopping to rehabilitate this major interregional highway. Using full lane closure during construction greatly reduced the duration of traffic interruption compared with traditional methods. Full lane closure on a major highway has been used on reconstruction projects in North Dakota but is typically not used for overlay projects. As a result, an estimated 19 days and $32,927 in road user costs were saved by implementing a full lane closure on this project. A life cycle cost analysis shows that the costs of whitetopping are within 1.8 percent of an asphalt alternative for both agency and road user costs during construction and future maintenance and rehabilitation. The success of this project will encourage the use of whitetopping and full lane closure techniques as viable alternatives for future rehabilitation projects.
KW  - Highways for LIFE
KW  - Lane closure
KW  - Life cycle costing
KW  - North Dakota
KW  - Overlays (Pavements)
KW  - Resurfacing
KW  - Road construction
KW  - Technological innovations
KW  - Whitetopping
UR  - http://www.fhwa.dot.gov/hfl/summary/pdfs/nd_062011.pdf
UR  - https://trid.trb.org/view/1247043
ER  - 

TY  - ABST
AN  - 01463798
TI  - Evaluation of Deep Patch Landslide Mitigation Design Methodology
AB  - The purpose of this project is to evaluate and improve current Federal Highway Administration (FHWA) Office of Federal Lands Highway (FLH) and US Forest Service (USFS) deep patch design and construction methods.
KW  - Construction
KW  - Design
KW  - Landslides
KW  - Mitigation measures (Construction)
KW  - Patching
UR  - http://www.westerntransportationinstitute.org/research/4W3350.aspx
UR  - https://trid.trb.org/view/1232025
ER  - 

TY  - RPRT
AN  - 01331167
AU  - Wang, Jyh-Hone
AU  - Clark, Aaron
AU  - University of Rhode Island, Kingston
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Employing Graphic-Aided DMS to Assist Elder Drivers’ Message Comprehension
PY  - 2010/09/15/Final Report
SP  - 137p
AB  - This report presents a human factors study that was conducted to seek ways to assist elder drivers’ understanding of dynamic message sign (DMS) messages. The study employed a computer based questionnaire survey and a driving simulation experiment with a goal to measure drivers’ preferences and responses to various DMS displays and formats. The results are included in this report. While the age of the subjects studied ranged between 20 and 94, results for drivers over 60 were of special concern. The survey assessed drivers’ preferences toward different types of graphics, use of graphics in messages, color of the message, color of the graphic, message flashing, animation, text alignment, abbreviations, shadowing, and wording sequence. Survey results indicated that drivers preferred text only messages compared with graphic-aided messages, and also preferred animated graphics over stationary ones. Subjects differed on their preferences toward color, however. A driving simulation experiment was conducted to measure subjects’ responses to DMS displays in different colors and graphical formats, similar to those shown in the survey to provide a comparison. Results from the driving simulation experiment showed that drivers responded faster to amber-colored messages and graphic-aided messages. Older drivers responded slower and less accurately than younger drivers, but their response time and accuracy were improved with the use of graphics in the DMS messages. Correlations and discrepancies between the results of the survey and simulation are also discussed.
KW  - Aged drivers
KW  - Color
KW  - Comprehension
KW  - Computer animation
KW  - Graphics
KW  - Messages (Communications)
KW  - Simulation
KW  - Surveys
KW  - Variable message signs
UR  - http://www.netc.umassd.edu/netcr82_05-6.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr82_05-6.pdf
UR  - https://trid.trb.org/view/1094752
ER  - 

TY  - RPRT
AN  - 01339662
AU  - Hannon, John J
AU  - University of Southern Mississippi, Hattiesburg
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - MDOT Implementation Plan for GPS Technology in Planning, Design, and Construction Delivery
PY  - 2010/09/13/Final Report
SP  - 97p
AB  - Global Positioning System (GPS) technology offers advantages to transportation agencies in the planning, design and construction stages of project delivery. This research study will develop a guide for Mississippi Department of Transportation (MDOT) implementation of GPS technology, both internally and externally, assisting the agency in the areas of construction specifications, quality control, business policies and procedures, and cost budgeting. This study will result in the delivery of a report that includes recommendations for specification language regarding contractor use of GPS for automated machine grading and the sharing of MDOT electronic data. This report will include a suggested plan for implementation of GPS technology in the MDOT corresponding functional areas. Workshops will be delivered with the participation of MDOT personnel and construction company representatives centered on the GPS Guidance Specification and Implementation Plan to facilitate their adoption.
KW  - Construction projects
KW  - Global Positioning System
KW  - Grading (Earthwork)
KW  - Implementation
KW  - Mississippi Department of Transportation
KW  - Project delivery
KW  - Quality control
KW  - Specifications
KW  - Workshops
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20214%20-MDOT%20Implementation%20Plan%20for%20Global%20Positioning%20Systems%20%28GPS%29%20Technology%20in%20Planning%2C%20Design%2C%20and%20Construc.pdf
UR  - https://trid.trb.org/view/1102381
ER  - 

TY  - RPRT
AN  - 01331227
AU  - Buxbaum, Jeffrey N
AU  - Click, Matthew
AU  - Higgins, Thomas
AU  - Bhatt, Kiran
AU  - Cambridge Systematics, Incorporated
AU  - K.T. Analytics, Incorporated
AU  - Federal Highway Administration
TI  - Integrating Pricing into the Metropolitan Transportation Planning Process: Four Case Studies
PY  - 2010/09/13/Final Report
SP  - 60p
AB  - Road pricing often has come about separate from the traditional metropolitan planning process through pilot projects and demonstrations. As pricing demonstration projects have shown road pricing to be an effective tool, there is a growing need to incorporate road pricing into long-range plans. This study examined how road pricing was incorporated into long-range planning at four metropolitan planning organizations (MPOs) to provide examples that could support other regions seeking to do the same. The study summarized the experience in the Dallas/Fort Worth region, the Puget Sound region, the Minneapolis/St. Paul region, and the San Francisco Bay area, and identified common themes and differences amongst the approaches used and the outcomes.
KW  - Case studies
KW  - Congestion pricing
KW  - Dallas-Fort Worth Metropolitan Area
KW  - Long range planning
KW  - Metropolitan areas
KW  - Metropolitan planning organizations
KW  - Puget Sound Region
KW  - Road pricing
KW  - San Francisco Bay Area
KW  - Transportation planning
KW  - Twin Cities Metropolitan Area (Minnesota)
UR  - http://ops.fhwa.dot.gov/publications/fhwahop11002/cong_pricing.pdf
UR  - https://trid.trb.org/view/1094971
ER  - 

TY  - ABST
AN  - 01573547
TI  - Integrated Active Transportation System Operational Vision and Implementation Research Plan

AB  - Analysis of the likely impact of changes in key factors relating to social, political, economic, legal, and technical issues that may influence or constrain the realization of the Integrated Active Transportation System (IATS) over a timeframe of 30 to 50 years.

KW  - Active safety systems
KW  - Economic impacts
KW  - Implementation
KW  - Legal factors
KW  - Political factors
KW  - Social factors
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0042
UR  - https://trid.trb.org/view/1366739
ER  - 

TY  - ABST
AN  - 01465790
TI  - Near Road Collaboration Project
AB  - The objective of this Environmental Protection Agency (EPA)-Federal Highway Administration (FHWA) collaboration is to determine certain ambient air concentrations and variations in concentrations as a function of distance from the highway and to establish relationships between ambient air concentrations as related to highway traffic flows including traffic count, vehicle types and speeds; and meteorological conditions such as wind speed and wind direction.  As such, the Near Road Collaboration Project would be expected to provide data detailing concentrations and distributions of motor vehicle emitted pollutants including criteria pollutants such as PM2.5 and mobile source air toxics.
KW  - Ambient air
KW  - Highway traffic
KW  - PM2.5
KW  - Pollutants
KW  - Traffic flow
KW  - Vehicle speed
KW  - Vehicle type
KW  - Wind direction
KW  - Wind speed
UR  - https://trid.trb.org/view/1234024
ER  - 

TY  - ABST
AN  - 01467721
TI  - Characterization of Drainage Layer Properties for MEPDG
AB  - The objectives of the pooled fund study are to develop methods to characterize the elastic modulus and strength of drainage layers for mechanistic-empirical pavement design guide (MEPDG), to perform analysis of the stability and failure of the drainage layer in the pavement structure, and to develop specifications for required minimum porosity for effective drainage.
KW  - Drainage layers
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Modulus of elasticity
KW  - Pavements
KW  - Porosity
KW  - Stability analysis
UR  - http://www.pooledfund.org/Details/Study/457
UR  - https://trid.trb.org/view/1235957
ER  - 

TY  - RPRT
AN  - 01493871
AU  - Hunt, John H
AU  - Zerges, Stephen M
AU  - Roberts, Brian C
AU  - Bergendahl, Bart
AU  - Ayres Associates, Incorporated
AU  - Water Resources Learning Center
AU  - Federal Highway Administration
TI  - Culvert Assessment and Decision-Making Procedures Manual For Federal Lands Highway
PY  - 2010/09//Final Report
SP  - 222p
AB  - Federal Lands Highway (FLH) Division of FHWA works in cooperation with federal land management agencies to plan, design, construct and rehabilitate highways and bridges on federally owned lands. In support of this mission, FLH has developed project-level guidelines for assessing the condition and performance of existing roadway culverts, and when necessary, selecting corrective action for any deficiencies found as part of specific project development activities. The end-result of this effort is this procedure manual, which consists of a fully integrated culvert assessment tool and culvert decision-making tool that provides guidance for selecting replacement or rehabilitation alternatives.
KW  - Culverts
KW  - Decision making
KW  - Evaluation and assessment
KW  - Guidelines
KW  - Maintenance management
KW  - Manuals
KW  - Rehabilitation (Maintenance)
UR  - http://www.cflhd.gov/programs/techDevelopment/hydraulics/culvert-assessment/
UR  - https://trid.trb.org/view/1262538
ER  - 

TY  - RPRT
AN  - 01470840
AU  - Toniolo, Horacio
AU  - Duvoy, Paul
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Study to Compare the Performance of Two Designs to Prevent River Bend Erosion in Arctic Environments
PY  - 2010/09//Final Report
SP  - 201p
AB  - Messing with Mother Nature takes knowledge and work, and she is hard to outfox, especially when it comes to redirecting rivers. To protect infrastructure, however, sometimes river flow must be altered. This study focuses on two erosion-control projects built in Alaska using different design criteria. One was constructed by Alaska Department of Transportation & Public Facilities (ADOT&PF) at the Sagavanirktok River to protect the Dalton Highway; the other was built by Alyeska Pipeline Service Company at Hess Creek to protect the trans-Alaska pipeline. Though bank erosion along river bends is a natural process, lateral erosion, which causes streams to shift laterally, can expose infrastructure to serious risk. To avoid damaging or destroying the transportation system, researchers and engineers have developed several types of strategies to prevent streambank erosion, including watercourse realignment, that is, moving water away from the bank. Project researchers gathered hydraulic data, including continuous velocity measurements, at selected points in both streams. The project took an unexpected turn when the research team decided to include a hydraulic numerical model. This model is capable of simulating different flow conditions, calculates shear stress, velocity and Froude number, among other hydraulic parameters. Different scenarios were simulated by the model, showing how the river might behave under different flow conditions at different seasons .
KW  - Alaska
KW  - Banks (Waterways)
KW  - Erosion control
KW  - Frigid regions
KW  - Hydraulic models
KW  - Hydraulics
KW  - Protection against environmental damage
KW  - Realignment
KW  - Rivers
KW  - Scour
KW  - Streamflow
KW  - Velocity measurement
UR  - http://ine.uaf.edu/autc/files/2011/09/Final_Report_309009.pdf
UR  - http://ntl.bts.gov/lib/46000/46800/46802/Final_Report_309009.pdf
UR  - https://trid.trb.org/view/1238503
ER  - 

TY  - RPRT
AN  - 01458109
AU  - Sinfield, Joseph V
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Refine Process to Identify, Evaluate, and Adopt New Technologies and Identify New Proven Technologies for Indiana
PY  - 2010/09//Final Report
SP  - 103p
AB  - Identifying, evaluating and adopting the latest proven technologies is crucial to ensure the efficiency, quality, cost effectiveness, and safety of INDOT operations. While focused efforts to understand and employ new technologies for the benefit of INDOT have been pursued successfully in the past, there remains an opportunity to develop a robust approach to need identification and related technology selection and adoption that is more “continuous” in nature and capable of helping the organization keep pace with the rapid rate of technological change. In response, this study builds on the more than 40 years of work that has been carried out on this topic in the transportation sector and complements these efforts with insights from a wide variety of successful organizations in other fields to put forward a comprehensive approach to identify, evaluate, and adopt new “proven” and/or “ready to use” technologies that have the potential to improve INDOT’s ability to perform its multifaceted mission. This proposed process, which encompasses need identification, solution identification, solution evaluation, and staged solution implementation, incorporates several novel features to ensure effective technology adoption, namely: a new means of assessing INDOT needs that relies upon a survey of end-user “jobs-to-be-done” to focus technology adoption efforts; a web-based mechanism to link INDOT needs and potential solutions that is based on leading systems in the commercial sector; provision for “champions” that will provide idea “ownership” in the technology adoption process and help overcome traditional barriers; centralization of evaluation activities to drive efficiencies across INDOT and eliminate redundant efforts; and, a unique assumption-driven approach to implementation that optimizes resources and includes a tiered marketing strategy to build awareness and encourage broad adoption of technologies. In addition, this report provides recommendations for a governance structure that can guide the technology adoption process and ensure its on-going effectiveness. A pilot of the initial stages of the proposed process (needs identification and solution identification) is also presented which calls attention to a series of INDOT-specific needs and associated high-potential technology-based solutions that if pursued could directly enhance INDOT operations. Overall, the results of this work provide the foundation for a capability in technology awareness and adoption that will benefit INDOT operations for many years to come.
KW  - Best practices
KW  - Evaluation
KW  - Indiana Department of Transportation
KW  - Technological innovations
KW  - Technology assessment
KW  - Technology transfer
UR  - http://dx.doi.org/10.5703/1288284314252
UR  - https://trid.trb.org/view/1218718
ER  - 

TY  - RPRT
AN  - 01457795
AU  - Bilal, Muhammad K
AU  - Irfan, Muhammad
AU  - Ahmed, Anwaar
AU  - Labi, Samuel
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - A Synthesis of Overweight Truck Permitting
PY  - 2010/09//Final Report
SP  - 117p
AB  - For purposes of safety and system preservation, trucking operational characteristics are regulated through legislation and policies. However, special permits are granted for trucks to exceed specified operational restrictions. Thus, the Indiana DOT not only seeks highway operations policies that retain/attract heavy industry including those that haul large loads but also seeks to protect the billions of taxpayer dollars invested in highway infrastructure. As such, it is sought to avoid policies that may lead to premature and accelerated deterioration of assets through excess loading or undue safety hazard through oversize loads. This study was carried out primarily to document the state of practice of truck weight permitting in Indiana vis-à-vis those of its neighboring states. This was done on the basis of the fee amounts, fee structure, and the ease of the permit acquisition process for the permit applicant. The study determined that while the upper thresholds (dimensions and weights) for legal trucking operations are generally the same across states, those for extra-legal operations vary considerably. Also, findings from published literature, agency websites, and phone interviews showed that there is great variability in overweight and oversize truck permitting criteria across the states. Furthermore, it was seen that no state has adopted explicitly the weight-distance concept for its overweight trucks. However, in the states of Indiana, Ohio, and Illinois, the fee structures for overweight vehicles include weight levels and extents of travel, and thus operate in a manner similar to a weight-distance fee. From the perspective of overweight and oversize thresholds and associated permit fees, it was observed that a number of states such as Indiana appear to be generally more favorable to trucking because they have relatively higher upper thresholds for defining an overweight truck and/or relatively lower fees for overweight trucking operations. However, as demonstrated in the excel spreadsheet case studies that accompany this report, the differences in fees incurred by truckers across the states are significantly influenced by a variety of factors including the trip circumstances, permitting criteria, and trip frequency and distance. This report also documents the streams of revenue from the permits issued for extra-legal trucking operations over the recent past: approximately $12 million annually. On the subject of revenue neutrality, the study reports that highway agencies that had switched from a single-trip permit system to an annual flat fee permit system report that they benefited from cost savings due to reduced monitoring efforts of truck trips but had lost significant revenue overall. Using data from a national study, the report quantifies the extent to which each additional payload increases pavement deterioration. The data also suggests that having more axles on a truck reduces pavement deterioration and consequently, damage repair cost, but could decrease the revenue to be derived from overweight permitting. In conclusion, the study recommended the conduction of a cost allocation study to update these load-damage relationships as well as the overweight permit fee structures, to reflect current conditions in Indiana.
KW  - Indiana
KW  - Oversize loads
KW  - Overweight loads
KW  - Pavement distress
KW  - Permits
KW  - Revenues
KW  - Size and weight regulations
KW  - Trucks
UR  - http://dx.doi.org/10.5703/1288284314260
UR  - https://trid.trb.org/view/1218726
ER  - 

TY  - RPRT
AN  - 01457700
AU  - Wilkerson, Jared L
AU  - Merwade, Venkatesh M
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Determination of Unit Hydrograph Parameters for Indiana Watersheds
PY  - 2010/09//Final Report
SP  - 119p
AB  - Regression equations predicting Clark Synthetic Unit Hydrograph (SUH) parameters for time of concentration (tc) and storage coefficient (R) are developed for small watersheds across Indiana. The state is partitioned into three regions: North, Central, and South, with consideration for past regionalization studies of Indiana and geomorphology. The equations are derived using multiple linear regression analysis for 30 watersheds with 90 observed rainfall-runoff events. Clark SUH parameters are optimized using Hec-HMS to match the observed rainfall-runoff events. The optimized Clark SUH parameters are related to geomorphologic parameters estimated using geographic information system (GIS) applications. An extensive list of 29 geomorphologic parameters is considered including parameters related to depression storage, slope, drainage area, basin shape, and stream network. Separate regression equations for tc and R are developed for each region and the entire state. Values for tc and R are predicted using the regression equations and used to model 7 new rainfall-runoff events in HEC-HMS for comparison to the National Resources Conservation Service (NRCS) SUH method.
KW  - Geomorphology
KW  - Indiana
KW  - Linear regression analysis
KW  - Runoff
KW  - Unit hydrographs
KW  - Watersheds
UR  - http://dx.doi.org/10.5703/1288284314266
UR  - https://trid.trb.org/view/1218732
ER  - 

TY  - RPRT
AN  - 01450995
AU  - United States Federal Highway Administration
TI  - NC 109 improvements study from Old Greensboro Road (SR 1798) to I-40/US 311, Davidson and Forsyth counties : environmental impact statement
PY  - 2010/09//Volumes held: Draft
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1219539
ER  - 

TY  - RPRT
AN  - 01450869
AU  - Dutta, Utpal
AU  - Bodke, Sujay
AU  - Dara, Brian
AU  - Lynch, James
AU  - University of Detroit Mercy
AU  - Michigan Ohio University Transportation Center
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Safety Evaluation of SCATS Control System
PY  - 2010/09//Final Report
SP  - 35p
AB  - Since 1992, traffic signals in Oakland County and a portion of Macomb and Wayne Counties of  Michigan have been converted to the Sydney Coordinated Adaptive Traffic System (SCATS).  When compared to pre-timed signals, installation and maintenance cost of SCATS is almost two times greater. Therefore, there is a need to determine the added related benefits of SCATS. In this context, determination of crash benefit of SCATS can play a significant role. If congestion and crash related benefits are combined, then it is most likely the combined benefits will outweigh the cost.   Crash data from 1999 to 2008 of two corridors, one controlled by SCATS and the other by the  pre-timed signal system were examined to determine the effectiveness of SCATS. In  order to evaluate the effectiveness of SCATS, intersections as well as segment  crash data before and after the installation of SCATS signals were compared. In addition, a series  of statistical tests were performed to compare safety performance of SCATS and pre-timed  signal systems. It was observed that there was shift in severity types A and B to C, which is  noteworthy. However, statistical tests were not able to identify any difference of significance at  95 percent confidence level. Finally, cost related information for both SCATS as well as pre-timed was also computed and compared.
KW  - Adaptive traffic systems
KW  - Before and after studies
KW  - Benefit cost analysis
KW  - Crashes
KW  - Michigan
KW  - Pretimed traffic signal controllers
KW  - SCATS (Computer program)
KW  - Traffic congestion
KW  - Traffic safety
KW  - Traffic signal control systems
UR  - http://mioh-utc.udmercy.edu/research/ts-22/pdf/MIOH_UTC_TS22p1-2_2010-Final_Rpt_Safety_Evaluation_of_SCATS_etc.pdf
UR  - https://trid.trb.org/view/1218124
ER  - 

TY  - RPRT
AN  - 01450867
AU  - Tidwell, Amy
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Impacts of Climate Variability and Change on Flood Frequency Analysis 
for Transportation Design
PY  - 2010/09//Final Report
SP  - 38p
AB  - Planning for construction of roads and bridges over rivers or floodplains includes a hydrologic analysis of rainfall amount and intensity for a defined period. Infrastructure design must be based on accurate rainfall estimates: how much (intensity), how long (duration), and how often (frequency or probability). University of Alaska Fairbanks and the National Oceanic and Atmospheric Administration are updating this important design tool with support from Alaska University Transportation Center and Alaska Department of Transportation and Public Facilities. Measuring precipitation in an environment like Alaska’s is difficult. Challenges include poor gauge performance in windy environments, especially for solid precipitation (such as snow, sleet, and hail); and accessing and working in remote, sparsely populated, rough, and complex terrain. Another issue is the sparseness and distribution of the gauge stations. For example, the area north of the Brooks Range, known as the Arctic Slope of Alaska, is one of the least-understood climatic regions of the country. This region, with an area of over 230,000 square kilometers, has only a handful of long-term precipitation gauges, and many of the existing gauges are unattended. The quality of reported precipitation data varies due to gauge location, type,  and whether or not a rain or snow gauge shield is present.
KW  - Alaska
KW  - Climate
KW  - Climate change
KW  - Design criteria
KW  - Flood frequency analysis
KW  - Floods
KW  - Hydrologic analyses
KW  - Hydrology
KW  - Measuring instruments
KW  - Precipitation (Meteorology)
KW  - Rainfall
UR  - http://ine.uaf.edu/autc/files/2012/09/207120-A.Tidwell-FINAL-Report-9.13.10-ineautc1102.pdf
UR  - http://ntl.bts.gov/lib/46000/46100/46189/207120-A.Tidwell-FINAL-Report-9.13.10-ineautc1102.pdf
UR  - https://trid.trb.org/view/1218199
ER  - 

TY  - RPRT
AN  - 01449582
AU  - Wies, Richard
AU  - Ellingson, Dalton
AU  - Elbert, Michael
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - LED Street Lights in Alaska
PY  - 2010/09//Final Report
SP  - 119p
AB  - This report documents results of testing light-emitting diode (LED) and high pressure sodium (HPS) street lights to determine if they meet AASHTO standards for illumination of roadways. Two power levels of LED, Everlight LED, and traditional HPS street lights were tested and compared to AASHTO roadway illuminance specifications. Each light was tested for road level illuminance, power consumption, and light spectrum at all possible settings with a 120 volt supply.  A grid 40 feet along the roadway by 30 feet (20 feet across the roadway and 10 feet beside the roadway) was used for the illuminance testing. The light was mounted at a 10 foot height with the center of light located on one end of the 40 foot dimension and 20 feet from one side of the 30 foot dimension.  Measurement points were set up at 2 foot intervals on radial lines from the center of light spaced 15 degrees apart. The results showed that LED street lights provide predominantly blue spectrum light with less than half the illuminance of HPS street lights, but at 20% to 75% of the power consumption.  These findings suggest that LED street lights need improvement in illuminance and quality before these lights are recommended for use on Alaskan roadways.
KW  - Alaska
KW  - American Association of State Highway and Transportation Officials
KW  - Energy consumption
KW  - Feasibility analysis
KW  - High pressure sodium lighting
KW  - Illuminance
KW  - Light emitting diodes
KW  - Street lighting
UR  - http://ine.uaf.edu/autc/files/2011/07/RR10.1-Final_Report_AUTC_LED-_Wies-9-24-2010.pdf
UR  - http://ntl.bts.gov/lib/46000/46100/46146/207099-Final_Report_AUTC_LED-_Wies-9-24-2010.pdf
UR  - http://ntl.bts.gov/lib/46000/46200/46235/RR10.1-Final_Report_AUTC_LED-_Wies-9-24-2010.pdf
UR  - https://trid.trb.org/view/1217177
ER  - 

TY  - RPRT
AN  - 01383556
AU  - Sadid, H
AU  - Wabrek, R M
AU  - Dongare, S
AU  - Coryell, B
AU  - Ebrahimpour, A
AU  - Idaho State University, Pocatello
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Materials Acceptance Risk Analysis: Superpave Hot Mix Asphalt
PY  - 2010/09//Final Report
SP  - 40p
AB  - The objective of this study is to review Superpave Hot Mix asphalt used by other state departments of transportation and make recommendations to Idaho Transportation Department (ITD) in using this product in its roadways and in particular in low-traffic roadways. Based on the literature review, it is concluded that Superpave mix design provides better performance for roadways that experience heavy to medium traffic volumes. For low-traffic roadways, Superpave, Marshall, and Hveem-designed mixes perform about the same. Considering the unit price, it appears that there are no significant differences among the three mix-design methods.
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Hot mix asphalt
KW  - Idaho
KW  - Literature reviews
KW  - Low volume roads
KW  - Risk analysis
KW  - Superpave
KW  - Traffic volume
UR  - http://www.itd.idaho.gov/highways/research/archived/reports/Final%20RP182B%20Superpave%20Hot%20Mix%20Asphalt.pdf
UR  - https://trid.trb.org/view/1147952
ER  - 

TY  - JOUR
AN  - 01383317
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scriba, T
AU  - Symoun, J
AU  - Beasley, K A
TI  - To lessen work zone impacts: try TMPs [transportation management plans]
PY  - 2010/09
VL  - 74
IS  - 2
SP  - 10-7
KW  - Construction site
KW  - Highway traffic control
KW  - Road construction
KW  - Road construction
KW  - Traffic management
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/02.cfm
UR  - https://trid.trb.org/view/1151259
ER  - 

TY  - JOUR
AN  - 01383312
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Elkins, G
AU  - Walker, D
AU  - Senn, K
TI  - LTPP keeps rolling [pavement performance]
PY  - 2010/09
VL  - 74
IS  - 2
SP  - 18-25
KW  - Durability
KW  - Durability
KW  - Pavement performance
KW  - Pavement performance
KW  - Pavement technology
KW  - Research
KW  - Research and development
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/03.cfm
UR  - https://trid.trb.org/view/1151254
ER  - 

TY  - RPRT
AN  - 01373382
AU  - Minge, Erik
AU  - Kotzenmacher, Jerry
AU  - Peterson, Scott
AU  - SRF Consulting Group, Incorporated
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Non-Intrusive Technologies for Traffic Detection
PY  - 2010/09//Final Report
SP  - 100p
AB  - The use of non-intrusive technologies for traffic detection has become a widespread alternative to conventional roadway-based detection methods. Many sensors are new to the market or represent a substantial change from earlier versions of the product. This pooled fund study conducted field tests of the latest generation of non-intrusive traffic sensors. Sensors were evaluated in a variety of traffic and environmental conditions at two freeway test sites, with additional tests performed at both signalized and unsignalized intersections. Emphasis was placed on urban traffic conditions, such as heavy congestion, and varying weather conditions. Standardized testing criteria were followed so that the results from this project can be directly compared to results obtained by other transportation agencies. While previous tests have evaluated sensors’ volume and speed accuracy, the current generation of sensors has introduced robust classification capabilities, including both length-based and axle-based classification methods. New technologies, such as axle detection sensors, and improved radar, contribute to this improved performance. Overall, the sensors performed better than their counterparts in previous phases of testing for volume and speed accuracy. However, the additional classification capabilities had mixed results. The length-based sensors were generally able to report accurate vehicle lengths. The axle-based sensors provided accurate inter-axle measurements, but significant errors were found due to erroneously grouping vehicles, affecting their ability to accurately classify trucks.
KW  - Automatic vehicle classification
KW  - Axles
KW  - Evaluation
KW  - Length
KW  - Sensors
KW  - Technology
KW  - Urban areas
KW  - Vehicle detectors
UR  - http://www.lrrb.org/pdf/201036.pdf
UR  - https://trid.trb.org/view/1141362
ER  - 

TY  - RPRT
AN  - 01370151
AU  - Bham, Ghulam H
AU  - Leu, Ming C
AU  - Mathur, Durga Raj
AU  - Vallati, Manoj
AU  - Missouri University of Science and Technology, Rolla
AU  - Smart Work Zone Deployment Initiative
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - A Driving Simulator Study: Evaluation of Vehicle Mounted Attenuator Markings in Work Zones During Different Times of the Day
PY  - 2010/09//Final Report
SP  - 37p
AB  - This report presents a study of driver perceptions using a driving simulator. The evaluation required one hundred and twenty participants from different age groups to drive through virtual highway work zones. During this experiment, driver reaction to VMA markings was determined based on their lane change distance. The drivers were also surveyed using a detailed subjective survey. Analysis of variance was performed to determine the significant variables affecting the lane change distance. For each time of day, a test was conducted to calculate the difference in lane change distance between the markings. A Kolmogorov-Smirnov test was carried out to evaluate the significance of differences between the lane change distance frequency distributions of the markings. For the subjective evaluation, the markings were ranked by participants indicating their preferences using four different criteria for each time of day. Additionally, the participants were surveyed on the features of the individual markings and for the most preferred marking. The results of the objective and subjective evaluations indicated that, overall, the red and white checkerboard pattern was most effective.
KW  - Behavior
KW  - Drivers
KW  - Driving simulators
KW  - Perception
KW  - Periods of the day
KW  - Truck mounted attenuators
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.intrans.iastate.edu/smartwz/documents/project_reports/FinalReport_VMA_Project.pdf
UR  - https://trid.trb.org/view/1138367
ER  - 

TY  - RPRT
AN  - 01354110
AU  - Gregory, Garry H
AU  - Baryun, Azmi
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Correlation of Fully-Softened Shear Strength of Clay Soil with Index Properties, Phase I
PY  - 2010/09//Final Report
SP  - 68p
AB  - Shallow slope failures in clay soils cause many millions of dollars of damage annually on highway embankments and cut slopes and necessitate difficult and expensive repairs that negatively impact budgets, traffic flow, and the environment. The embankments typically fail when clay soils become “fully softened” due to shrink-swell action during wet-dry-wet cycles and experience downhill creep. Slope analyses using either peak or residual strength properties do not properly model most slope failure or potential failure conditions. The use of peak strength in the analyses tends to overestimate the factor of safety (stability) and the use of residual shear strength in the analysis tends to underestimate the factor of safety (stability). The use of fully-softened shear strength values results in a more accurate analysis and leads to designs or repair methods that provide long-term stability at reasonable costs. Understanding the mechanisms of these slope failures and being able to economically predict the fully softened shear strength of clay soils is key to successful design, repair, and stabilization of clay slopes.
KW  - Atterberg limits
KW  - Clay soils
KW  - Embankments
KW  - Moisture content
KW  - Shear strength
KW  - Sieve analysis
KW  - Slope failure
KW  - Slope stability
UR  - http://ntl.bts.gov/lib/42000/42400/42430/FY10_2225_Gregory_FR.pdf
UR  - https://trid.trb.org/view/1117064
ER  - 

TY  - RPRT
AN  - 01354105
AU  - Eck, Bradley J
AU  - Klenzendorf, J Brandon
AU  - Charbeneau, Randall J
AU  - Barrett, Michael E
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Stormwater Quality Improvements Utilizing Permeable Friction Course (PFC)
PY  - 2010/09//Technical Report
SP  - 318p
AB  - This report describes research into the water quality and hydraulics of the Permeable Friction Course (PFC). Water quality monitoring of 3 locations in the Austin area indicates up to a 90 percent reduction in pollutant discharges from PFC compared to conventional pavement. This reduction is the result of accumulation of pollutants within the pavement and the reduction in pollutants washed off of vehicles during storm events. The project also developed a methodology for measuring permeability of the pavement in situ. The required overcoming several instances where conventional assumptions in permeability measurements were violated. In particular, flow through the pavement at the heads evaluated was nonlinear and not consistent with Darcy’s law. One dimensional steady state and two dimensional dynamic models of flow in PFC were developed. The latter model is capable of predicting surface and subsurface flow from highways of various geometries.
KW  - Austin (Texas)
KW  - Friction course
KW  - Hydraulics
KW  - Measurement
KW  - Permeability
KW  - Pollutants
KW  - Runoff
KW  - Water quality
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5220_2.pdf
UR  - https://trid.trb.org/view/1116015
ER  - 

TY  - RPRT
AN  - 01353761
AU  - Ghosh, Ashok Kumar
AU  - Wilson, Claudia M Dias
AU  - Budek-Schmeisser, Andrew
AU  - Razavi, Mehrdad
AU  - Harrision, Bruce
AU  - Birbahadur, Naitram
AU  - Felli, Prosfer
AU  - Budek-Schmeisser, Barbara
AU  - New Mexico Institute of Mining and Technology
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Standards for Tire-Bale Erosion Control and Bank Stabilization Projects: Validation of Existing Practice and Implementation
PY  - 2010/09//Final Report
SP  - 211p
AB  - In an effort to promote the use of increasing stockpiles of waste tires and a growing demand for adequate backfill material in highway construction, the New Mexico Department of Transportation (NMDOT) has embarked on a move to use compressed tire-bales as a means to reduce cost of construction and to recycle used tires which would otherwise occupy much larger space in landfills or be improperly disposed of. Compressing the tires into bales has prompted unique environmental, technical, and economic opportunities. This is due to the significant volume reduction obtained when using tire-bales [approximately 100 auto tires with a volume of 20 cu yd (15.3 cu m) can be compressed to 2 cu yd (1.53 cu m) blocks, i.e., a tenfold reduction in landfill space]. Lighter unit weight, 37 pcf dry (592 kg/cu m), results in lower earth pressure with lesser possibility for foundation failure. The objective of this project was to address the question, “Can tire-bales be used as a cost effective alternate fill material for erosion control and bank stabilization projects?”
KW  - Backfill materials
KW  - Backfilling
KW  - Cost effectiveness
KW  - Embankments
KW  - Erosion control
KW  - Fills
KW  - Recycling
KW  - Scrap tires
KW  - Soil stabilization
KW  - Tire bales
KW  - Tires
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/Tire-bale_FinalReport.pdf
UR  - http://ntl.bts.gov/lib/42000/42500/42501/Tire-bale_FinalReport.pdf
UR  - https://trid.trb.org/view/1118690
ER  - 

TY  - RPRT
AN  - 01337319
AU  - Hossain, M Shabbir
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Characterization of Unbound for Use in the New Mechanistic-Empirical Pavement Design Procedure Pavement Materials From Virginia Sources
PY  - 2010/09//Final Report
SP  - 38p
AB  - The implementation of mechanistic-empirical pavement design requires mechanistic characterization of pavement layer materials. The subgrade and base materials are used as unbound, and their characterization for Virginia sources was considered in this study as a supplement to a previous study by the Virginia Transportation Research Council. Resilient modulus tests were performed in accordance with AASHTO T 307 on fine and coarse soils along with base aggregates used in Virginia. The degree of saturation as determined by moisture content and density has shown significant influence on the resilient behavior of these unbound materials. The resilient modulus values, or k-values, are presented as reference for use by the Virginia Department of Transportation (VDOT). The results of other tests were analyzed for correlation with the results of the resilient modulus test to determine their use in estimating resilient modulus values. The results of the triaxial compression test, referred to as the quick shear test in AASHTO T 307, correlated favorably with the resilient modulus. Although the complexity of such a test is similar to that of the resilient modulus test for cohesionless coarse soil and base aggregate, fine cohesive soil can be tested with a simpler triaxial test: the unconfined compression test. In this study, a model was developed to estimate the resilient modulus of fine soil from the initial tangent modulus produced on a stress-strain diagram from an unconfined compression test. The following recommendations are made to VDOT’s Materials Division: (1) implement the use of the resilient modulus test for pavement design along with the implementation of the MEPDG; (2) use the universal constitutive model recommended by the MEPDG to generate the k-values needed as input to MEPDG Level 1 design/analysis for resilient modulus calculation; (3) develop a database of resilient modulus values (or k-values), which could be used in MEPDG design/analysis if a reasonable material match were to be found; (4) use the initial tangent modulus from an unconfined compression test to predict the resilient modulus values of fine soils for MEPDG Level 2 input and the 1993 AASHTO design; and (5) continue to collect data for the unconfined compression test and update the prediction model for fine soil in collaboration with the Virginia Transportation Research Council. Implementing these recommendations would support and expedite the implementation efforts under way by VDOT to initiate the statewide use of the MEPDG. The use of the MEPDG is expected to improve VDOT’s pavement design capability and should allow VDOT to design pavements with a longer service life and fewer maintenance needs and to predict maintenance and rehabilitation needs more accurately over the life of the pavement.
KW  - Base course (Pavements)
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Modulus of resilience
KW  - Pavement design
KW  - Subgrade (Pavements)
KW  - Unbound materials
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r6.pdf
UR  - https://trid.trb.org/view/1097599
ER  - 

TY  - RPRT
AN  - 01337267
AU  - Abu-Farsakh, Murad Y
AU  - Yu, Xinbao
AU  - Yoon, Sungmin
AU  - Tsai, Ching
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - Calibration of Resistance Factors Needed in the LRFD Design of Drilled Shafts
PY  - 2010/09//Final Report
SP  - 110p
AB  - The first report on Load and Resistance Factor Design (LRFD) calibration of driven piles in Louisiana (LTRC Final Report 449) was completed in May 2009. As a continuing effort to implement the LRFD design methodology for deep foundations in Louisiana, this report will present the reliability based analyses for the calibration of the resistance factor for LRFD design of axially loaded drilled shafts. A total of 16 cases of drilled shaft load tests were available to authors from Louisiana Department of Transportation and Development (LADOTD) archives. Out of those, only 11 met the Federal Highway Administration (FHWA) "5%B" settlement criterion. Due to the limited number of available drilled shaft cases in Louisiana, additional drilled shaft cases were collected from state of Mississippi that has subsurface soil conditions similar to Louisiana soils. A total of 15 drilled shafts from Mississippi were finally selected from 50 available cases, based on selection criteria of subsurface soil conditions and final settlement. As a result, a database of 26 drilled shaft tests representing the typical design practice in Louisiana was created for statistical reliability analyses. The predictions of total, side, and tip resistance versus settlement behavior of drilled shafts were established from soil borings using the FHWA O’Neill and Reese design method via the SHAFT computer program. The measured drilled shaft axial nominal resistance was determined from either the Osterberg cell (O-cell) test or the conventional top-down static load test. For the 22 drilled shafts that were tested using O-cells, the tip and side resistances were deduced separately from test results. Statistical analyses were performed to compare the predicted total, tip, and side drilled shaft nominal axial resistance with the corresponding measured nominal resistance. Results of this showed that the selected FHWA design method significantly underestimates measured drilled shaft resistance. The Monte Carlo simulation method was selected to perform the LRFD calibration of resistance factors of drilled shaft under strength I limit state. The total resistance factors obtained at different reliability index were determined and compared with those available in literature. Results of reliability analysis, corresponding to a target reliability index of 3.0, reveals resistance factors for side, tip, and total resistance factor are 0.20, 0.75, and 0.5, respectively.
KW  - Axial loads
KW  - Bridge foundations
KW  - Calibration
KW  - Drilled shafts
KW  - Load and resistance factor design
KW  - Louisiana
KW  - Reliability analysis
KW  - Resistance (Mechanics)
KW  - Resistance factors
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_470.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37870/fr_470.pdf
UR  - https://trid.trb.org/view/1098658
ER  - 

TY  - RPRT
AN  - 01333797
AU  - Ghorbanpoor, Al
AU  - Feile, Eric P
AU  - Schultz, Cory E
AU  - University of Wisconsin, Milwaukee
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Load Distribution Study for the Land Bridge
PY  - 2010/09//Final Report
SP  - 179p
AB  - A monitoring program and a live load distribution study were conducted for the Land Bridge, located on State Highway 131 between Ontario and LaFarge in southwest Wisconsin. The bridge is a 275-ft long curved double trapezoidal steel box girder construction. Hybrid HPS70W and A588 weathering steels were used for the construction of the bridge. The monitoring program included measurements of live load and thermal strains as well as displacements for the girders over a four-year period. The effects of the in-service live load, in terms of both the applied stresses and the number of load cycles, were found to be insignificant. The thermal stress levels were found to be more significant but with only a limited number of load cycles. It was also found that there was no significant change in the load pattern, for both the stress level and number of load cycles, over the four years of the monitoring program for the bridge. The observed stress levels in the bridge were found to be below the fatigue stress threshold prescribed by AASHTO. This indicated that an infinite life could be expected for the bridge when fatigue is a consideration for the steel box girders. The live load distribution study for the Land Bridge included a field testing, a 3-D numerical simulation, and a comparative study of the results with those determined by the provisions of the AASHTO standard and LRFD specifications. Good agreement was achieved between the load distribution factor values that were obtained from the field testing and the numerical simulation. The comparison of the results with the values obtained from the AASHTO specifications indicated that over-conservative results yielded from the standard specifications while the results from the LRFD specifications were under-conservative. It is recommended that an additional study be performed to overcome this shortcoming of the current design specifications.
KW  - Box girder bridges
KW  - Field tests
KW  - Live loads
KW  - Load transfer
KW  - Steel bridges
KW  - Strain measurement
KW  - Structural health monitoring
KW  - Thermal response
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53016/07-09%2520Final%2520Report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/07-09bridgeperformance-f.pdf
UR  - https://trid.trb.org/view/1096579
ER  - 

TY  - RPRT
AN  - 01332911
AU  - McLean, David I
AU  - Walkenhauer, Brian J
AU  - Washington State University, Pullman
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Seismic Retrofit of Cruciform-Shaped Columns in the Aurora Avenue Bridge Using FRP Wrapping
PY  - 2010/09//Research Report
SP  - 96p
AB  - Experimental tests were conducted on seven 1/3-scale column specimens to evaluate the vulnerabilities of existing cruciform-shaped columns and to develop appropriate retrofit measures that address the identified vulnerabilities. The specimens represented both solid and split columns in the Aurora Avenue Bridge in Seattle, Washington. The as-built specimens failed at low ductility levels due to shear distress. Fiber reinforced polymer (FRP) jackets with FRP inserts to anchor the jackets in the column reentrant corners along with steel confinement collars to provide confinement in the hinging regions were used to retrofit the column specimens. The retrofitted specimens developed plastic hinging in the column, with enhanced strength, energy and ductility capacities. Guidelines were presented for designing the various components of the retrofit measures.
KW  - Anchoring
KW  - Bridges
KW  - Columns
KW  - Earthquake resistant design
KW  - Fiber reinforced polymers
KW  - Jacketing (Strengthening)
KW  - Retrofitting
KW  - Seismicity
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/753.1.pdf
UR  - http://ntl.bts.gov/lib/35000/35400/35481/753.1.pdf
UR  - https://trid.trb.org/view/1096601
ER  - 

TY  - RPRT
AN  - 01332481
AU  - Nabors, Dan
AU  - Moriarty, Kevin
AU  - Gross, Frank
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Road Safety Audit Toolkit for Federal Land Management Agencies and Tribal Governments
PY  - 2010/09//Final Report
SP  - 66p
AB  - Road Safety Audits/Assessments (RSAs) have proven to be an effective tool for improving safety on and along roadways.  As such, the use of RSAs continues to grow throughout the United States.  The success has led to the Federal Highway Administration (FHWA) including the RSA as one of its nine "proven safety countermeasures."  Federal Land Management Agencies (FLMAs) and Tribes are beginning to witness the benefits of conducting RSAs.  However, FLMAs and Tribes often face unique conditions, staffing, and funding constraints that do not allow resources to be devoted to improving roadway safety.  The "Road Safety Audit Toolkit for Federal Land Management Agencies and Tribal Governments" is intended to be used by FLMAs and Tribes to overcome these obstacles.  Information, ideas, and resources are provided in key topic areas including how to conduct an RSA, common safety issues and potential improvements, establishing an RSA program, and incorporating RSAs into the planning process.  The Toolkit serves as a starting point, providing information to FLMAs and Tribes about partnerships needed to build support, available funding sources for the program and improvements, tools to conduct RSAs, and resources to identify safety issues and select countermeasures.  Worksheets and other sample materials have been provided to aid in the RSA process including requesting assistance, scheduling, analyzing data, conducting field reviews, and documenting issues and suggestions.  Examples of programs and experiences of other agencies have also been included throughout to provide examples of successes and struggles in implementing RSAs and improving safety for all road users.
KW  - Countermeasures
KW  - Federal Land Management Agencies
KW  - Financial sources
KW  - Highway safety
KW  - Partnerships
KW  - Road Safety Audit Program (Federal Highway Administration)
KW  - Safety audits
KW  - Toolkits
KW  - Tribal government
UR  - http://safety.fhwa.dot.gov/rsa/resources/toolkitflh/
UR  - https://trid.trb.org/view/1096644
ER  - 

TY  - RPRT
AN  - 01329777
AU  - Shurbutt, Jim
AU  - Van Houten, Ron
AU  - Western Michigan University, Kalamazoo
AU  - Federal Highway Administration
TI  - Effects of Yellow Rectangular Rapid-Flashing Beacons on Yielding at Multilane Uncontrolled Crosswalks
PY  - 2010/09//Technical Report
SP  - 50p
AB  - The rectangular rapid-flashing beacon (RRFB) device is a pedestrian-activated beacon system located at the roadside below side-mounted pedestrian crosswalk signs. This study examined the effects of the RRFB at uncontrolled marked crosswalks. Several methods have been examined to increase driver yielding to pedestrians at multilane crosswalks at uncontrolled locations with relatively high average daily traffic (ADT). Previously, only treatments that employed a red phase have consistently produced sustained high levels of yielding at high-volume multilane crosswalks. A series of five experiments examined the efficacy of RRFBs. These studies found that RRFBs produced an increase in yielding behavior at all 22 sites located in 3 cities in the United States. Data collected over a 2-year follow-up period at 18 of these sites also documented the long-term maintenance of yielding produced by RRFBs. A comparison of RRFBs to a traditional overhead yellow flashing beacon and a side-mounted traditional yellow flashing beacon documented higher driver yielding associated with RRFBs that was not only statistically significant, but also practically important. Data from other experiments demonstrated that mounting additional beacons on pedestrian refuge islands, or medians, and aiming the beacons to maximize its salience at the dilemma zone increased the efficacy of the system, while two other variants were not found to influence the effectiveness of the system.
KW  - Crosswalks
KW  - Flashing beacons
KW  - Highway traffic control
KW  - Multilane traffic
KW  - Unsignalized intersections
KW  - Yellow
KW  - Yield (Traffic)
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10043/10043.pdf
UR  - https://trid.trb.org/view/1090356
ER  - 

TY  - RPRT
AN  - 01328470
AU  - Federal Highway Administration
TI  - Best Practices in Traffic Incident Management Executive Summary
PY  - 2010/09
SP  - 10p
AB  - Traffic incident management (TIM) is a planned and coordinated program to detect and remove incidents and restore traffic capacity as safely and as quickly as possible. Over time, various tools and strategies have been developed and implemented in an effort to improve overall TIM efforts. The nature and extent of tools and strategies in use are highly variable across the Nation, reflecting different priorities, congestion effects, levels of program maturity, and investment. As a direct result, the reported effectiveness of individual or combined strategies is inconsistent. To achieve a higher level of effectiveness in U.S. TIM efforts and to accelerate the implementation process, the objectives of this investigation were to review and assess various TIM policies, procedures, and technologies to identify current “best practices” in the United States, and seek a synergistic partnership with the National Traffic Incident Management Coalition (NTIMC) to support both the identification of best practices in the United States and the implementation of these practices by State, regional, and local TIM partners. Information to support this investigation was obtained through a review of published and electronic information sources and input from TIM practitioners representing law enforcement, fire and rescue, emergency medical services, transportation, and towing and recovery agencies in Arizona, California, Florida, Maryland, Michigan, Nevada, New Jersey, New York, Ohio, Pennsylvania, Tennessee, Texas, Utah, and Washington. Task-specific and cross-cutting challenges commonly encountered by TIM responders in the performance of their duties, and novel or effective strategies for overcoming these challenges (i.e., best practices), were considered. Task-specific challenges may include obtaining accurate information from motorists, accessing the scene, and condemning a spilled load. Crosscutting challenges may include interagency coordination and communication, technology procurement and deployment, and performance measurement. The reported tools and strategies for improving TIM range from sophisticated, high-technology strategies to simple, procedural strategies.
KW  - Best practices
KW  - Communication
KW  - Coordination
KW  - Incident management
KW  - Policy
KW  - Procedures
KW  - Strategic planning
KW  - Technology
KW  - United States
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10050x/fhwahop10050x.pdf
UR  - https://trid.trb.org/view/1089511
ER  - 

TY  - RPRT
AN  - 01328461
AU  - ETC Institute
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - A Report Card From Missourians - 2010
PY  - 2010/09//Final Report
SP  - 145p
AB  - This survey populates data for five customer satisfaction measures for the MoDOT Tracker; 5a, 12j, 13c, 17d and 18b. The survey also asks other evaluative and priority questions that measure the public’s support for various ways of raising and appropriating revenue for transportation. Using previous annual surveys as a baseline, the investigators collaborated with MoDOT to finalize the survey questions to be asked. A professional calling center was contracted to obtain a representative sample of each of the 10 MoDOT Districts, with a minimum of 350 respondents per District. Potential respondents were contacted through random digit dialing (RDD) from May 11 through May 22. A total of 3,526 interviews were completed for the study.
KW  - Customer satisfaction
KW  - Fund raising
KW  - Interviewing
KW  - Missouri
KW  - Missouri Department of Transportation
KW  - Public opinion
KW  - Revenue generation
KW  - Surveys
UR  - http://library.modot.mo.gov/RDT/reports/Rd08018/or11001.pdf
UR  - https://trid.trb.org/view/1089632
ER  - 

TY  - JOUR
AN  - 01328256
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Yen, Wen-Huei Phillip
TI  - Earthquake!
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 26-33
AB  - Earthquakes can quickly and without warning damage bridges, tunnels, pavements, and other components of highway infrastructure. Seismic research projects conducted by the Federal Highway Administration (FHWA) are developing mitigation approaches to reduce those risks, including a method for assessing seismic risks and various structural designs and retrofitting measures.  This paper describes the FHWA’s earthquake research efforts, which were initiated following a 1964 earthquake in Alaska and continues today with two major initiatives focusing on innovative protection technologies and seismic resilience for larger earthquakes.   The FHWA research, much of it conducted in cooperation with the Multidisciplinary Center for Earthquake Engineering Research, has been invaluable in mitigating earthquake hazards and reducing losses to the Nation's highway infrastructure.
KW  - Design standards
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Earthquakes
KW  - Multidisciplinary Center for Earthquake Engineering Research
KW  - Research
KW  - Retrofitting
KW  - Seismicity
KW  - Structural design
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/04.cfm
UR  - https://trid.trb.org/view/1082786
ER  - 

TY  - JOUR
AN  - 01328255
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Elkins, Gary
AU  - Walker, Deborah
AU  - Senn, Kevin
TI  - LTPP Keeps Rolling
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 18-25
AB  - Accurately predicting performance and durability is critical to improving pavement design. Since 1987, the Federal Highway Administration's (FHWA) Long-Term Pavement Performance (LTPP) program, the most comprehensive pavement research program ever undertaken, has addressed the issues of improving pavement performance and optimizing the Nation's investment in the surface transportation system. This article describes the LTPP program, including its history, goals, successes and future plans. FHWA researchers work in partnership with state and provincial departments of transportation (DOTs) to gather and analyze data from 2,500-plus test sections across the United States and southern Canada. The LTPP program relies on pavement test sections constructed on public roads in all major climate zones and soil types. The main task of the LTPP program is to understand the effects of variations in loading, environment, material properties, construction variability, maintenance, and rehabilitation on pavement performance. A plan has been developed for data collection that links user needs to data requirements and provides guidelines to help transportation agencies and researchers measure data accurately and on a regular basis. The end goal is to develop a knowledge base to help advance management and engineering tools to extend pavement life on the interstates and other roadways. The LTPP program collates and releases an updated database annually and distributes analysis findings via publications and reports throughout the year to help manage existing pavements and inspire research into the pavements of tomorrow. FHWA management has announced publicly its commitment to continue monitoring existing test sections and to be custodian of all LTPP data and information until at least 2015.
KW  - Data collection
KW  - Field tests
KW  - Highways
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement performance
KW  - Pavements
KW  - Research projects
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/03.cfm
UR  - https://trid.trb.org/view/1082785
ER  - 

TY  - RPRT
AN  - 01328134
AU  - Stanley, Laura M
AU  - Mueller, Jessica
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Defensive Vehicle Handling Training on Novice Driver Safety: Phase 3. Data Analysis and Results
PY  - 2010/09//Final Report
SP  - 49p
AB  - This project evaluates the effectiveness of a multistage driver education program for Montana’s young drivers. A total of 347 teenaged drivers who had completed high school driver education agreed to participate. These drivers were randomly split into two groups of approximately equal size, one of which received additional instruction in a defensive driving workshop (case group) and another that did not (control group). Self-reported and DMV data were collected over a four-year period (from 2006 to 2009) to determine the drivers’ involvement in near-misses, single- and multiple-vehicle collisions and any citations received. In 2006 and 2007, there was a significantly lower number of self-reported citations in the case group compared to the control group. However, when adjusted for driving exposure the differences were found to be insignificant. When adjusting for driving exposure, near-miss and collision experience between the two groups was not significantly different during any of the survey years. It should be noted that other possible positive outcomes of the training, such as increased knowledge, increased skills, and increased driving adaptability, cannot be measured by analyzing the dependent variables collected in this study.
KW  - Defensive drivers
KW  - Driver experience
KW  - Driver training
KW  - Driving
KW  - Highway safety
KW  - Teenage drivers
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/defensive/final_report.pdf
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/defensive/phaseii/final_report.pdf
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/defensive/phaseiii/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/safety/defensive.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45863/final_report85.pdf
UR  - https://trid.trb.org/view/1086344
ER  - 

TY  - RPRT
AN  - 01328116
AU  - Gallagher, Susan
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - 2010 Summer Transportation Institute
PY  - 2010/09//Final Report
SP  - 30p
AB  - The Summer Transportation Institute (STI) hosted by the Western Transportation Institute at Montana State University serves to attract high school students to participate in an innovative summer educational program in transportation. The STI aims to address the nation’s need for a diverse pool of transportation professionals. In order to meet this goal, the STI serves to heighten pre-college student interest in transportation careers and to enhance the necessary skills of students from diverse backgrounds to achieve careers in the transportation field. Fifteen secondary school students participated in the residential program at MSU from June 13 to June 25, 2010. The STI recruited rising tenth, eleventh, and twelfth grade students from a mix of backgrounds and hometowns. Students lived on MSU campus while learning about career opportunities in transportation. The two-week program provided a multidisciplinary academic curriculum, which included guest speaker presentations, hands-on laboratories, and field trips. Students learned about all modes of transportation and gained leadership skills while working on team design-build projects. Highlights included field trips to the Montana Department of Transportation headquarters in Helena, Gallatin Field airport, and two major road redesign projects in Billings, Montana. In addition, the participants learned about college preparation and career planning. During the evenings and weekend, STI students participated in educational, sports, and team-building activities.
KW  - Education and training
KW  - High school students
KW  - Montana
KW  - Summer Transportation Institute
KW  - Transportation careers
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/summer/final_report10.pdf
UR  - http://www.mdt.mt.gov/research/projects/admin/summer.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45825/final_report10_46.pdf
UR  - https://trid.trb.org/view/1086345
ER  - 

TY  - JOUR
AN  - 01327983
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scriba, Tracy
AU  - Symoun, Jennifer
AU  - Beasley, Kari Adkins
TI  - To Lessen Work Zone Impacts: Try TMPs
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 10-17
AB  - Transportation engineers must manage the mobility and safety impacts of roadway projects. Fortunately, states are addressing this challenge through the development of transportation management plans (TMPs).  This paper describes what a TMP is, highlights the benefits of using TMPs and provides tips on developing effective TMPs. To address safety issues and congestion related to road construction, the Federal Highway Administration (FHWA) updated the Work Zone Safety and Mobility Rule in 2004 (with a compliance date of October 12, 2007).  The rule requires states to develop TMPs for all Federal-aid highway projects. A TMP contains a set of coordinated strategies to help minimize the work zone impacts of a project. All TMPs must include a temporary traffic control plan, while TMPs for projects with greater impacts to safety and mobility also must include transportation operations and public information and outreach components.  Having a formal process enables a department of transportation (DOT) to streamline TMP development across its agency, ensure the appropriate stakeholders are included in the process, develop more comprehensive TMPs, and better plan future projects by documenting successful strategies. Based on the experiences of several state DOTs, the FHWA has these suggestions for developing TMPs:  start early; coordinate early and include input from all key stakeholders; use templates, guidance, and other standardized agency tools to help ensure that TMPs are consistent; provide training for all personnel involved in development and implementation; monitor, assess, and update the TMP as needed; document everything; facilitate use of alternate routes by looking into their feasibility early in the process; understand diversion rates; employ strategies that keep lanes open, especially during peak traffic times; consider using extended closures or full closures, versus numerous night closures, to reduce overall construction time and cost, and to improve safety; keep the public informed about the project and progress; and keep your eyes on the bigger picture when developing the TMP.
KW  - Construction projects
KW  - Guidelines
KW  - Highway operations
KW  - Mobility
KW  - Public information programs
KW  - Road construction
KW  - State departments of transportation
KW  - Strategic planning
KW  - Transportation management plans
KW  - U.S. Federal Highway Administration
KW  - Work zone safety
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/02.cfm
UR  - https://trid.trb.org/view/1082784
ER  - 

TY  - RPRT
AN  - 01325113
AU  - Christopher Poe
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guide for Geometric Design and Operational Factors That Impact Truck Use of Toll Roads
PY  - 2010/09
SP  - 38p
AB  - Texas has approximately 300 miles of toll roads, predominantly in the three largest and most congested urban areas of Austin, Dallas, and Houston. The Texas Turnpike Authority (TTA) Division of the Texas Department of Transportation (TxDOT) and the Central Texas Regional Mobility Authority are developing a substantial toll road network in the Austin area. The North Texas Tollway Authority and the Harris County Toll Road Authority are responsible for the toll road systems in the Dallas/Fort Worth and Houston areas. Both of these agencies have new expansion projects under development in their areas. TTA also operates a toll road on SH 49 in Tyler, Texas, in a more rural environment of east Texas. Additional toll road and managed lane projects are in development by TxDOT through comprehensive development agreements in the Dallas/Fort Worth and Austin/San Antonio areas. At the same time, the freight and trucking industry are growing at an increasing rate. The vehicle miles of truck travel have increased 216 percent since 1970, whereas overall vehicle miles of travel have only increased 137 percent in the same time (1). Ninety percent of all goods moving, measured by value, are moved by truck (2). Truck safety is also a concern. According to 2007 data from the Federal Motor Carrier Safety Administration, Texas leads the nation in the number of fatal crashes involving large trucks with 421 crashes (large trucks defined as gross vehicle weight exceeding 10,000 lb) (3). Because of Texas’ size and significant trucking industry, higher crashes would be expected. However, Texas exceeds the next two highest states, California by 30 percent and Florida by 60 percent, The purpose of this guide is to identify the potential factors that could impact truck use of toll roads and managed lanes. The guide summarizes the trucking and freight industry needs through synthesis of existing literature. Geometric design and roadway operational factors that are important to truck drivers and freight operators were identified for inclusion in new toll road design in hopes of building facilities that are more attractive to those users in terms of safety and efficiency. The factors are organized around facility geometric design characteristics (e.g., horizontal alignment, vertical alignment, cross section, ramp design), operating characteristics (e.g., signing and pavement markings), industry needs (e.g., safety, travel reliability), and corridor operational strategies (e.g., transportation management, intelligent transportation systems).
KW  - Austin (Texas)
KW  - Dallas (Texas)
KW  - Fatalities
KW  - Fort Worth (Texas)
KW  - Freight traffic
KW  - Geometric design
KW  - Highway design
KW  - Houston (Texas)
KW  - Managed lanes
KW  - Mobility
KW  - Motor carriers
KW  - Toll roads
KW  - Traffic crashes
KW  - Truck crashes
KW  - Truck traffic
KW  - Trucking
KW  - Urban goods movement
UR  - http://tti.tamu.edu/documents/0-5377-P2.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35076/0-5377-P2.pdf
UR  - https://trid.trb.org/view/1085933
ER  - 

TY  - RPRT
AN  - 01324982
AU  - Bushey, Joseph
AU  - Jackson, Eric
AU  - Correa, Juan Pablo
AU  - Connecticut Academy of Science and Engineering
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Environmental Mitigation Alternatives for Transportation Projects in Connecticut
PY  - 2010/09//Final Report
SP  - 94p
AB  - The objective of this study is to determine whether consolidated mitigation alternatives such as In-lieu Fee (ILF) and Wetland Banking (WB) programs are viable options to be implemented in Connecticut. Specifically, the study focuses on whether the Connecticut Department of Transportation (ConnDOT) may be able to develop such programs for their own use. ConnDOT is interested in the potential for alternative mitigation strategies to decrease costs and improve construction timing while potentially increasing wetland environmental benefits. To address this objective, published literature was reviewed concerning mitigation practices and surveys of other states and potential third parties were conducted to identify possible solutions. The primary study recommendation is for ConnDOT to more thoroughly evaluate the cost-benefits of implementing an ILF EMA program. As significantly less money is required up-front for an ILF program than that required for a WB program, it is recommended that an ILF program is the most appropriate mechanism to provide EMAs in Connecticut, and that ConnDOT consider developing an ILF program for its transportation projects. ConnDOT’s decision to develop an ILF program should take into consideration potential cost savings and user and public relations benefits for eliminating construction delays associated with more timely mitigation approval, as well as the increased environmental benefits of larger, more contiguous mitigation projects. Furthermore, in Connecticut the regulation of private impacts by municipalities prevents the private sector from buying into an EMA program. Until state law is amended to allow for private participation in an EMA program, ConnDOT would need to establish an EMA program accounting for only state impacts, hoping that a successful program will serve to prompt the General Assembly to update the state’s legal structure regarding wetland mitigation.
KW  - Alternatives analysis
KW  - Connecticut
KW  - Environmental mitigation
KW  - Environmental monitoring
KW  - Environmental protection
KW  - Water quality management
KW  - Wetlands
UR  - http://www.ctcase.org/reports/EMA.pdf
UR  - https://trid.trb.org/view/1086102
ER  - 

TY  - RPRT
AN  - 01324977
AU  - Solaimanian, Mansour
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Correlation of Laboratory-Compacted and Field-Compacted Hot-Mix Asphalt Permeability
PY  - 2010/09//Final Report
SP  - 39p
AB  - This report presents a summary of results, analysis, and development of a protocol for testing permeability of asphalt specimens prepared in the laboratory or produced from field cores.  The objective of the research project was to evaluate the correlation between the laboratory-measured permeability of laboratory prepared specimens and the laboratory-measure permeability of corresponding field cores.  Field cores and loose, hot-mix asphalt samples were obtained from six constructed pavements.  Four were 9.5-mm Superpave mixes and two were 12.5-mm mixes.  Falling head permeability tests were conduced on both field cores and Superpave gyratory compacted (SGC) specimens covering a range of air voids and porosities.  These tests indicated that in general permeability increases as the air void or porosity increases.  For the 12.5-mm mixes, a porosity level of approximately 7 to 8 percent for both field cores and lab-compacted specimens seems to be a threshold value beyond which permeability begins to increase drastically.  For the 9.5-mm mixes, the cores and lab-compacted specimens could be considered practically impervious for porosities lower than 8 percent.  In general, laboratory-prepared specimens demonstrated lower permeability compared with field cores at comparable levels of porosity and thickness, even though no unique correlation could be developed based on the results of this investigation.  The upper limits of 1.25x10(-3) cm/sec and 1.5x10(-3) cm/sec are recommended for SGC specimens and field cores, respectively, assuming specimens have air void and thickness levels established in the test protocol proposed under this research.
KW  - Asphalt
KW  - Compactors
KW  - Gyratory compactors
KW  - Hot mix asphalt
KW  - Permeability
KW  - Superpave
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Correlation%20of%20Laboratory%20Compacted%20and%20Field%20Compacted%20Hot%20Mix%20Asphalt%20Permeability.pdf
UR  - https://trid.trb.org/view/1086280
ER  - 

TY  - RPRT
AN  - 01322751
AU  - Carlson, Paul J
AU  - Park, Eun Sug
AU  - Miles, Jeff
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Model Performance-Based Sign Sheeting Specification Based on the Evaluation of Nighttime Traffic Signs Using Legibility and Eye-Tracker Data: Data and Analyses. Volume 2
PY  - 2010/09//Technical Report
SP  - 144p
AB  - This report presents data and technical analyses for Texas Department of Transportation Project 0-5235. This project focused on the evaluation of traffic sign sheeting performance in terms of meeting the nighttime driver needs. The goal was to develop a nighttime driver needs specification for traffic signs. Full information on the project is presented in Report 0-5235-1 Volume 1.
KW  - Eye movements
KW  - Legibility
KW  - Luminance
KW  - Materials
KW  - Night visibility
KW  - Performance based specifications
KW  - Retroreflectivity
KW  - Sign sheeting
KW  - Tracking systems
KW  - Traffic signs
UR  - http://tti.tamu.edu/documents/0-5235-1-VOL2.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34609/0-5235-1-VOL2.pdf
UR  - https://trid.trb.org/view/1084078
ER  - 

TY  - RPRT
AN  - 01322741
AU  - Carlson, Paul J
AU  - Miles, Jeff
AU  - Park, Eun Sug
AU  - Young, Sarah
AU  - Chrysler, Susan
AU  - Clark, Jeremy E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Model Performance-Based Sign Sheeting Specification Based on the Evaluation of Nighttime Traffic Signs Using Legibility and Eye-Tracker Data: Data and Analyses. Volume 1
PY  - 2010/09//Technical Report
SP  - 190p
AB  - This project focused on the evaluation of traffic sign sheeting performance in terms of meeting the nighttime driver needs. The goal was to develop a nighttime driver needs specification for traffic signs. The researchers used nighttime sign legibility and eye-tracker data to assess the performance needs of nighttime drivers on a closed-course facility as well as on the open road. The researchers also used internally illuminated signs during the research to control the sign luminance (rather than being constrained to the luminance curves provided by the retroreflective sheeting materials on the market). Using the results of the nighttime legibility and eye-tracker studies, the researchers developed a classification scheme for retroreflective sheeting materials based on luminance requirements derived from the study. Then the researchers modeled the retroreflective geometries resulting from common roadway scenarios (sign position, roadway type and cross-section, vehicle size, etc). Using the luminance requirements derived from the study and market-weighted headlamp flux matrices, the researchers developed an approach to sign sheeting specification that is based on nighttime driver needs.
KW  - Eye movements
KW  - Legibility
KW  - Luminance
KW  - Materials
KW  - Night visibility
KW  - Performance based specifications
KW  - Retroreflectivity
KW  - Sign sheeting
KW  - Tracking systems
KW  - Traffic signs
UR  - http://tti.tamu.edu/documents/0-5235-1-VOL1.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34608/0-5235-1-VOL1.pdf
UR  - https://trid.trb.org/view/1084080
ER  - 

TY  - RPRT
AN  - 01322469
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Best Practices in Traffic Incident Management
PY  - 2010/09//Technical Report
SP  - 123p
AB  - Traffic incident management (TIM) is a planned and coordinated program to detect and remove incidents and restore traffic capacity as safely and quickly as possible. Over time, various tools and strategies have been developed and implemented in an effort to improve overall TIM efforts. This report describes task-specific and cross-cutting issues or challenges commonly encountered by TIM responders in the performance of their duties, and novel and/or effective strategies for overcoming these issues and challenges (i.e., best practices). Task-specific challenges may include obtaining accurate information from motorists, accessing the scene, and condemning a spilled load. Cross-cutting challenges may include interagency coordination and communication, technology procurement and deployment, and performance measurement. The reported tools and strategies for improving TIM range from sophisticated, high-technology strategies to simple, procedural strategies. Information to support this investigation was obtained through (1) a review of published and electronic information sources and (2) input from TIM personnel in Arizona, California, Florida, Maryland, Michigan, Nevada, New Jersey, New York, Ohio, Pennsylvania, Tennessee, Texas, Utah, and Washington representing law enforcement, fire and rescue, emergency medical services, transportation, and towing and recovery agencies. For many of the individual tools and strategies, a wide range of effectiveness was reported by locale, challenging the explicit identification of best practices and suggesting that local conditions related to the nature and extent of operation, maintenance, marketing, etc. have a significant impact on the perceived or measured success of specific TIM efforts. The National Traffic Incident Management Coalition (NTIMC), in cooperation with FHWA, provides a unique forum for not only disseminating the information presented here but also for standardizing practices to consistently maximize the effectiveness of TIM efforts.
KW  - Best practices
KW  - Clearance time (Traffic incidents)
KW  - Communication
KW  - Coordination
KW  - Highway traffic control
KW  - Incident management
KW  - Performance measurement
KW  - Traffic incidents
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10050/fhwahop10050.pdf
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10050/index.htm
UR  - https://trid.trb.org/view/1082836
ER  - 

TY  - JOUR
AN  - 01321650
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Leone, Kelly
TI  - Taking on Distracted Driving
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 2-9
AB  - "Distracted driving" refers to any nondriving activity that takes drivers' attention away from the safe operation of their vehicles.  Talking and texting on a cell phone while driving have emerged as two of the most dangerous forms of distracted driving. This article describes what the U.S. Department of Transportation is doing to combat this widespread epidemic of dangerous behavior.  U.S. Transportation Secretary Ray LaHood has launched a nationwide effort to end distracted driving. Efforts to date include a 2009 Distracted Driving Summit that brought together transportation officials, safety advocates, law enforcement representatives, members of Congress, industry representatives, academics, and young adults in an effort to start solving the problem. The USDOT has also launched or cooperated with efforts that focus on law enforcement, public awareness campaigns, legislation, technology, and research surveys. Although nothing can completely eliminate the dangerous choices drivers make on the road, the USDOT hopes that  a consistent combination of education, effective enforcement, a committed judiciary, and collective efforts by local, State, and national advocates will help mitigate the problem of distracted driving.
KW  - Distraction
KW  - Drivers
KW  - Highway safety
KW  - Legislation
KW  - Research projects
KW  - Safety campaigns
KW  - Technological innovations
KW  - Traffic law enforcement
KW  - Traffic safety
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/01.cfm
UR  - https://trid.trb.org/view/1082783
ER  - 

TY  - JOUR
AN  - 01321649
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Hasson, Patrick
AU  - Moler, Steve
TI  - Doing More with Less
PY  - 2010/09
VL  - 74
IS  - 2
SP  - pp 34-42
AB  - Scarce financial resources, limited rights-of-way, and continuing concerns about the environmental footprint of highway projects are compelling transportation officials to do more with less when building and maintaining the Nation's roadways. Despite these constraints, the Federal Highway Administration and its State and local partners are facing mounting demand for greater capacity, safety, and efficiency.  Experts predict the situation will become even more challenging in the years ahead. The existing system must accommodate an overall increase in vehicle miles of travel, but with little added capacity. However, recent innovations and improved guidance on geometric design are helping address this urgent transportation challenge.  Geometric design refers to the dimensions and arrangements of the visible features of a street, including pavement width, horizontal and vertical alignment, slope, and channelization, that affect the roadway's operations, safety, and capacity. This paper highlights how new tools, technologies, and practices in geometric design can be used to improve the quality and efficiency of the transportation system. Among them are design flexibility, performance- and risk-based design approaches, human factors research, road safety audits, improved work zones, managed lanes, and design visualization. Together, these innovations are helping State departments of transportation make a difference in safety and mobility while making the best use of limited funds.
KW  - Geometric design
KW  - Highway operations
KW  - Highway safety
KW  - Human factors
KW  - Innovation
KW  - Managed lanes
KW  - Safety audits
KW  - Visualization
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/10septoct/05.cfm
UR  - https://trid.trb.org/view/1082787
ER  - 

TY  - RPRT
AN  - 01226648
AU  - Eschbach, Karl
AU  - Cline, Michael
AU  - Cherrington, Linda
AU  - Edrington, Suzie
AU  - Ellis, Patricia
AU  - Kraus, Edgar
AU  - Texas Transportation Institute
AU  - University of Texas, San Antonio
AU  - Texas Department of Transportation
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - Estimated Impacts of the 2010 Census on the Texas Transit Funding Formula
PY  - 2010/09//Technical Report
SP  - 322p
AB  - Changes in the population and land area of urbanized areas in Texas will play a significant role in determining the allocation of public transportation funds to service providers in Texas after Census 2010. The purpose of this research report is to review the impacts of the changes in urbanized area population and non-urbanized (rural) population and land area for 2010 on the current Texas Transit Funding Formula for allocation of Federal Section 5311 and state rural and urban funds. This collaborative effort between the Texas Transportation Institute and the Institute for Demographic and Socioeconomic Research at the University of Texas at San Antonio draws upon the complementary expertise of public transportation planners, demographers, and geographic information systems professionals of the two research organizations. The research project identifies areas with the potential to exceed 200,000 in population and those non-urbanized areas that have potential to become urbanized (over 50,000 people) in 2010. The implications of these changes will be examined relative to the current public transportation funding allocations. The research staff provides a comprehensive assessment of these changes for the state as a whole and for individual transit service providers.
KW  - 2010 Census
KW  - Financing
KW  - Impacts
KW  - Population
KW  - Public transit
KW  - Rural transit
KW  - Texas
KW  - Urban transit
UR  - http://tti.tamu.edu/documents/0-6199-1.pdf
UR  - https://trid.trb.org/view/987401
ER  - 

TY  - RPRT
AN  - 01226634
AU  - Poe, Christopher
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Geometric Design and Operational Factors that Impact Truck Use of Toll Roads
PY  - 2010/09//Technical Report
SP  - 78p
AB  - This purpose of this project was to identify the potential factors that could impact truck use of toll roads or managed lanes. The researchers outlined the trucking and freight industry needs through synthesis of existing literature. Identification of geometric and operating factors that are important to truck drivers and operators in terms of safety and efficiency will better characterize what makes toll roads attractive to those users. The factors are organized around industry needs (e.g., safety, travel reliability), facility design characteristics (e.g., access, ramp design, system connectivity), operating characteristics (e.g., signing and pavement markings), and corridor operating characteristics (e.g., traffic, congestion). The research resulted in published guidelines to help transportation planners, highway designers, and transportation operations professionals determine the geometric design and operational factors important to attract the trucking and freight industry to toll roads. The research was done through known relationships of design, safety, and operations.
KW  - Geometric design
KW  - Highway operations
KW  - Managed lanes
KW  - Toll roads
KW  - Truck traffic
UR  - http://tti.tamu.edu/documents/0-5377-1.pdf
UR  - https://trid.trb.org/view/982099
ER  - 

TY  - RPRT
AN  - 01226631
AU  - Federal Highway Administration
TI  - Measuring Cross-Border Travel Times for Freight: Otay Mesa International Border Crossing Final Report
PY  - 2010/09//Final Report
SP  - 90p
AB  - In October 2008 The Federal Highway Administration contracted a study team to conduct a two-part study to assess technology for the measurement of travel times for trucks through the Otay Mesa international border crossing into the US. The primary goal was to evaluate the ability of one of two technologies to accurately record travel times through the border zone. The specific objectives of the project were to: (1) Assess the effectiveness of a technology for automated capture of travel time for vehicles crossing the border. (2) Gather historical travel time data over the period of one year. The results of the work are summarized in this Final Report.
KW  - Data collection
KW  - Freight transportation
KW  - International borders
KW  - Otay Mesa-Tijuana border crossing
KW  - Technology assessment
KW  - Travel time
KW  - Truck traffic
UR  - http://ops.fhwa.dot.gov/resources/news/news_detail.asp?ID=681
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10051/fhwahop10051.pdf
UR  - https://trid.trb.org/view/987430
ER  - 

TY  - RPRT
AN  - 01226605
AU  - Carlson, Paul J
AU  - Bligh, Roger
AU  - Pike, Adam
AU  - Miles, Jeff
AU  - Menges, Wanda
AU  - Paulus, Susan
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - On-Going Evaluation of Traffic Control Devices
PY  - 2010/09//Technical Report
SP  - 134p
AB  - This project was established to provide a means of conducting small-scale research activities on an as needed basis so that the results could be available within months of starting the specific research. This report summarizes the small-scale research activities that were conducted between September 2008 and August 2009. There were four primary activities and two secondary activities. The four primary activities were: developing a temporary sign support with cross bracing, providing technical support on an AASHTO retroreflective sign sheeting material specification, conducting human factors research on sign sheeting materials, and monitoring lead-free pavement marking test deck performance. In addition, the researchers also provided support for hurricane evacuation routing and started a research activity focused on identifying traffic signs with supplemental light emitting diodes (LEDs).
KW  - Evacuation
KW  - Human factors
KW  - Impact tests
KW  - Retroreflectivity
KW  - Road markings
KW  - Routes
KW  - Sign sheeting
KW  - Sign supports
KW  - Traffic control devices
UR  - http://tti.tamu.edu/documents/0-6384-1.pdf
UR  - https://trid.trb.org/view/982049
ER  - 

TY  - RPRT
AN  - 01454080
AU  - Chowdhury, Mashrur
AU  - Wang, K C
AU  - Fries, Ryan
AU  - Zhou, Yan
AU  - Tupper, Lee
AU  - Ogle, Jennifer
AU  - Anjuman, Tahera
AU  - Bhide, Vikram
AU  - Bhavsar, Parth
AU  - South Carolina Department of Transportation
AU  - Clemson University
AU  - Federal Highway Administration
TI  - Evaluation of Communication Alternatives for Intelligent 
Transportation Systems
PY  - 2010/08/31/Final Report
SP  - 244p
AB  - The primary focus of this study involved developing a process for the evaluation of wireless technologies for intelligent transportation systems, and for conducting experiments of potential wireless technologies and topologies. Two wireless technologies: Wireless Fidelity (Wi-Fi) and Worldwide Interoperability for Microwave Access (WiMAX) were chosen to demonstrate the proposed evaluation process. The authors performed numerous field tests on these technologies to evaluate various critical parameters of wireless communication. The authors also implemented a network design process using Wi-Fi and WiMAX technologies to support a traffic surveillance system in seven metropolitan areas of South Carolina. Additionally, a video surveillance test was conducted to study the transmission of real-time traffic video over a wireless network. Making use of the results from the field study, the authors applied a communication simulator, ns-2, to compare the communication performance of a traffic sensor network under simulated environmental conditions. They also built an integrated simulator using ns-2 and a vehicular traffic simulator, PARAMICS.  This integrated simulator was then used to study the communication behavior of the system during traffic incidents. Additionally, the authors conducted a performance-cost analysis for selected wireless technologies. This study provided an important foundation for evaluating the performance and reliability of different wireless technologies. The research results presented in this study will benefit the South Carolina Department of Transportation, other transportation agencies, and stakeholders in evaluating and selecting cost-effective wireless communication options for different traffic control and management applications.
KW  - Benefit cost analysis
KW  - Communication systems
KW  - Evaluation and assessment
KW  - Field tests
KW  - IEEE 802.11 (Standard)
KW  - Intelligent transportation systems
KW  - South Carolina
KW  - Traffic surveillance
KW  - Wireless communication systems
KW  - Worldwide Interoperability for Microwave Access (WiMAX)
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/Final%20Report%20676.pdf
UR  - http://ntl.bts.gov/lib/46000/46200/46244/SPR_676.pdf
UR  - https://trid.trb.org/view/1220801
ER  - 

TY  - RPRT
AN  - 01344986
AU  - Burger, Charlotte
AU  - Mejias, Luis
AU  - Plosky, Eric
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Alternative Transportation Study: Wichita Mountains Wildlife Refuge
PY  - 2010/08/31
SP  - 107p
AB  - This report provides an assessment of historic and current visitation, infrastructure, and transportation conditions at the Wichita Mountains Wildlife Refuge and surrounding areas in southwest Oklahoma. The study defines transportation-related goals for the refuge, current issues, and identifies ten potential solutions that focus on alternative transportation, including pedestrian, bicycle, wayfinding and information, and transit. The analysis supports the development of the Wichita Mountains Comprehensive Conservation Plan.
KW  - Alternatives analysis
KW  - Cyclists
KW  - Pedestrians
KW  - Public transit
KW  - Transportation planning
KW  - Wayfinding
KW  - Wichita Mountains Wildlife Refuge
UR  - http://ntl.bts.gov/lib/36000/36100/36141/DOT-VNTSC-FWS-10-03.pdf
UR  - https://trid.trb.org/view/1105441
ER  - 

TY  - RPRT
AN  - 01207439
AU  - Rizzo, Piervincenzo
AU  - Zhu, Xuan
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Sensing Technology for Damage Assessment of Sign Supports and Cantilever Poles
PY  - 2010/08/31/Final Report
SP  - 224p
AB  - This report presents the results of research activities conducted under Contract No. 519691-PIT 008 on “Sensing Technology for Damage Assessment of Sign Supports and Cantilever Poles” between the University of Pittsburgh and the Pennsylvania Department of Transportation. The two primary goals of the contract were the development of a finite element model for the prediction of fatigue life of sign supports, and the development of a low-cost sensing technology to monitor sign support structures for the detection of damage. The project has made use of test equipment and computer support at the University of Pittsburgh’s Laboratory for Nondestructive Evaluation and Structural Health Monitoring studies and the Watkins-Haggart Structural Engineering Laboratory.
KW  - Cantilevers
KW  - Damage detection
KW  - Failure
KW  - Finite element method
KW  - Inspection
KW  - Nondestructive tests
KW  - Poles (Supports)
KW  - Sensors
KW  - Service life
KW  - Sign supports
KW  - Structural health monitoring
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Sensing%20Technology%20for%20Damage%20Assessment%20of%20Sign%20Supports%20and%20Cantilever%20Poles.pdf
UR  - http://ntl.bts.gov/lib/34000/34200/34205/Sensing_Technology_for_Damage_Assessment_of_Sign_Supports_and_Cantilever_Poles.pdf
UR  - https://trid.trb.org/view/968180
ER  - 

TY  - ABST
AN  - 01548223
TI  - Integrating the National Database of Subgrade Soil-Water Characteristic Curves and Soil Index Properties With the MEPDG
AB  - The objective of this research was to integrate an enhanced version of the geographic information systems (GIS)-enabled national database of soil index properties and soil-water characteristic curves developed in Project 9-23A with the Mechanistic Empirical Pavement Design Guide (MEPDG) software.
KW  - Databases
KW  - Geographic information systems
KW  - Mechanistic-empirical pavement design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Soil water
KW  - Subgrade materials
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2999
UR  - https://trid.trb.org/view/1335896
ER  - 

TY  - RPRT
AN  - 01567322
AU  - Cooley, L Allen
AU  - James, Robert S
AU  - Burns Cooley Dennis, Incorporated
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Characterization of Asphalt Drainage Course Layers
PY  - 2010/08/26/Final Report
SP  - 42p
AB  - Asphalt Drainage Courses (ADCs) have generally been required under all four-lane flexible pavements in Mississippi. Asphalt drainage courses are designed in Mississippi using No. 57 limestone, sandstone or granite combined with 2.5 percent asphalt binder. This research study had two primary objectives related to ADCs. First, the research was to characterize ADC layers for default input values into Mississippi’s mechanistic-empirical (M-E)  pavement design system. Secondly, the research was to characterize ADC layers in the field to provide inputs for ADC layers in ELMOD5. In order to investigate the first objective, six different aggregates were obtained and tested. The exact test method selected for testing these materials was based upon a literature review and discussions with industry experts on the testing of these materials. Based upon the testing of these materials, a default modulus value of 60,000 psi was recommended for use with the new M-E pavement design system. In order to investigate the second objective, falling weight deflectometer (FWD) testing was conducted on six in-place pavements in which an ADC layer was included. Data from these six pavements were analyzed and recommendations provided for inclusion into ELMOD5. These recommendations were based upon the conditions of the edge drains for the pavements and had input modulus values ranging from 60 ksi to 200 ksi.
KW  - Aggregates
KW  - Asphalt pavements
KW  - Drainage
KW  - Edge drains
KW  - ELMOD (Computer program)
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Mechanistic-empirical pavement design
KW  - Mississippi
KW  - Modulus of resilience
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20181%20-%20Characterization%20of%20Asphalt%20Drainage%20Course%20Layers.pdf
UR  - http://ntl.bts.gov/lib/55000/55100/55106/State_Study_181_-_Characterization_of_Asphalt_Drainage_Course_Layers.pdf
UR  - https://trid.trb.org/view/1356630
ER  - 

TY  - RPRT
AN  - 01329761
AU  - Borden, Roy H
AU  - Cote, Ben M
AU  - Gabr, M A
AU  - Park, Young Jin
AU  - Pyo, Sang Chul
AU  - Robinson, Brent R
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Establishment of Subgrade Undercut Criteria and Performance of Alternative Stabilization Measures
PY  - 2010/08/25/Final Report
SP  - 304p
AB  - The main objectives of the research work were to develop a systematic approach for determining whether or not undercut is necessary, and to investigate the adequacy of stabilization measures as implemented in conjunction with the undercut approach. The research work encompassed small and large scale laboratory testing, limited field testing using DCP, and numerical analyses and modeling. The following milestones were achieved based on the work performed in this project: i. Establishment of undercut design criteria based on the magnitude of strength and modulus of the subgrade soils. The undercut criteria were based on meeting a deformation limit state of 1 inch for both pumping and rutting, but with the additional requirement that bearing resistance of subgrade is at least twice the applied tire pressure to minimize the potential for rutting. ii. Development of a procedure for the use of DCP to provide input data for undercut criteria on the basis of modulus and strength. The proposed procedures are based on the analysis of the DCP data using wave mechanics and offer the advantage of using the DCP data to discern the need for undercut with depth (by applying the proposed undercut criteria incrementally) at the various phases of design and construction. iii. Development of guidelines for specifying a stabilization measure to achieve adequate subgrade support. Five stabilization measures were investigated through the performance of 22 large scale laboratory tests. These included the use of select fill, aggregate base course (ABC), geogrids with ABC, geotextiles with ABC, and lime stabilization. The performance of each stabilization measure was investigated in the laboratory and through numerical analyses. iv. Demonstrating the applicability of the proposed measures in several field configurations. Four field cases were idealized from actual project sections. The field cases were numerically modeled with the stabilization measures, and observations were made regarding subgrade response under static, proof roll, and cyclic loading. v. Performance of a comparative cost analysis to illustrate the relative cost of each stabilization measure in relation to measured performance (surface deformation). The cost analyses were performed with results presented in a normalized form in an attempt to account for variables such as strength of the stabilization measure and subgrade deformation.
KW  - Cone penetrometers
KW  - Excavation
KW  - Geosynthetics
KW  - Performance
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Undercutting
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2008-07finalreport.pdf
UR  - https://trid.trb.org/view/1090468
ER  - 

TY  - ABST
AN  - 01463802
TI  - Website Designer and Coding Support Services
AB  - The objective of this contract is to provide Website Designer and Coding support services to the Federal Highway Administration's (FHWA) Office of Planning, Environment and Realty in support of the programs of the Office of Real Estate Services and the Office of Planning. The contractor shall furnish personnel for on-site work to provide non-personal technical services in support of the mission of FHWA. The specific service to be requested will be handled through issuance and administration of this task order.
KW  - Coding systems
KW  - Design
KW  - Information technology
KW  - Support services
KW  - Technical assistance
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1232029
ER  - 

TY  - ABST
AN  - 01481811
TI  - Technology Transfer of Transportation Research Products and Ideas for Caltrans and the FHWA Division Office
AB  - The National Cooperative Highway Research Program's NCHRP Synthesis 355 defines technology transfer as "activities leading to the adoption of a new-to-the-user product or procedure by any user or group of users" (NCHRP 355 (2005), pg 7). The report goes on to say that technology transfer is now recognized as important to achieving agency goals. This has also led to the practice of not just having a researcher push the technology on users, but to have users seek out new technologies to help them solve problems and improve existing processes (NCHRP 355 (2005), pg. 11). The Federal Highway Administration (FHWA) has a rich history of promoting technology transfer in the transportation industry; with specific focus on state departments of transportation. This is evident in the several programs and processes that have been developed; which include the transportation pooled fund program, the local technical assistance programs, and their internal technology transfer program. This focus on technology transfer performance measures has been incorporated into the Joint Stewardship and Oversight Agreement between FHWA and the California Department of Transportation (Caltrans). This project will strengthen the technology transfer effort in California. The focus of this project is to provide a mechanism to rapidly fund small tasks that will promote or aide in the implementation of developed technologies that will enhance the transportation industry. Each of these tasks will be qualitatively analyzed, in order to capture the benefits realized from this project.
KW  - California Department of Transportation
KW  - National Cooperative Highway Research Program
KW  - Technology transfer
KW  - Transportation
KW  - U.S. Federal Highway Administration
UR  - http://www.pooledfund.org/Details/Study/462
UR  - https://trid.trb.org/view/1250992
ER  - 

TY  - ABST
AN  - 01463806
TI  - Sustainable Highways Strategic Outreach & Program Support
AB  - In support of the Office of Natural Environment's (HEPN) sustainable highways research that will develop criteria and tools for sustainable highways, HEPN will work with the Volpe National Transportation Systems Center (Volpe Center) for strategic outreach and program management support. The Criteria and Tools for Sustainable Highways Research (CTSH Research) being developed by the Federal Highway Administration (FHWA), under a separate contract with CH2M Hill, will encourage the use of specific measures and approaches in the planning, project development, design and construction process and throughout a project's lifecycle that result in sustainable roadways. An evaluation tool is being designed to serve as a system for assessing the sustainability of roadway projects.
KW  - Highway design
KW  - Highways
KW  - Planning and design
KW  - Project management
KW  - Strategic planning
KW  - Sustainable development
KW  - Sustainable transportation
UR  - https://trid.trb.org/view/1232033
ER  - 

TY  - ABST
AN  - 01503379
TI  - FHWA Planning Capacity Building, Planning Methods, and Oversight
AB  - To aid in the implementation of the Federal Highway Administration's (FHWA's) current research program and future research programs, HEPP requires the support of and access to multi-disciplined teams to meet the transportation challenges for the twenty-first century.  Services provided by the Volpe Center will be targeted at specific needs and areas of interest that will support FHWA work in transportation planning capacity building as well as innovation in transportation planning processes and decision-making, transportation and land use, and transportation and community impacts.  This also includes advancing FHWA research activities under numerous emphasis areas of the Surface Transportation Environment and Planning Cooperative Research Program (STEP) established under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU).
KW  - Decision making
KW  - Ground transportation
KW  - Impacts
KW  - Land use planning
KW  - Multidisciplinary teams
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Transportation planning
UR  - https://trid.trb.org/view/1285460
ER  - 

TY  - ABST
AN  - 01463807
TI  - State Smart Transportation Initiative
AB  - The purpose of this cooperative agreement is to support the "State Smart Transportation Initiative" (SSTI) to work directly with governors and state executives to develop, promote and implement innovative state and regional initiatives including transportation, environment and economic development.
KW  - Economic development
KW  - Initiatives
KW  - Planning and design
KW  - Regional development
KW  - Regional planning
KW  - Smart growth
KW  - Smart transportation
UR  - https://trid.trb.org/view/1232034
ER  - 

TY  - RPRT
AN  - 01208119
AU  - Rephlo, Jennifer
AU  - Carter, Mark
AU  - Robinson, Mark
AU  - Katz, Bryan
AU  - Philmus, Ken
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Toll Facilities Workplace Safety Study Report to Congress
PY  - 2010/08/18/Report to Congress
SP  - 122p
AB  - This document presents the findings of a study undertaken to investigate issues surrounding worker and motorist safety in the vicinity of toll collection facilities. The study was undertaken in direct response to Section 1403 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) legislation, and was focused on accomplishing two main objectives: (1) to study the safety of highway toll collection facilities for workers and motorists through data, and through interviews and observations; and (2) to identify recommendations for improving toll facility safety – in the form of safety strategies for consideration by toll agencies. The study involved a review of existing literature, a survey of toll operators, site visits to 7 agencies, interviews with 21 agencies, a workshop with representatives from 20 agencies, and an analysis of available worker injury and motorist crash data. Together these activities provided a better understanding of the safety of toll collection facilities and allowed for identification of a wide range of strategies that toll agencies can consider implementing when looking to improve safety at their toll plazas. The study team obtained records on workplace injuries from 15 agencies (approximately 2,600 records) and records on crashes from 7 agencies (over 10,000 records). However, the data was not broad enough nor consistent enough from one agency to the next to allow significant industry-wide conclusions to be drawn. As a result, a key recommendation of this study is that standardized reporting procedures be implemented across the country whereby tolling agencies would document accidents and injuries occurring in the vicinity of toll plazas in a consistent and comparable manner. The report also recommends that a centralized database be created and maintained to store and organize this data in a searchable format. Based on the accident and injury data collected and the agency interviews conducted, the study did not find evidence to suggest that toll collector fatalities are a frequent occurrence at toll plazas.
KW  - Crash data
KW  - Employees
KW  - Highway safety
KW  - Industrial accidents
KW  - Injuries
KW  - Toll collection
KW  - Toll facilities
KW  - Toll workers
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/tolling/if08001/toll00.cfm
UR  - https://trid.trb.org/view/968696
ER  - 

TY  - ABST
AN  - 01566757
TI  - Implementation of the Asphalt Mixture Performance Tester (AMPT) for Superpave Validation
AB  - This pooled fund study is open to any highway agency interested in using simple performance tests (SPT) to aid in material characterization for design and analysis of flexible pavements.   The objectives of this pooled fund study are to: (i) nationally procure the SPT for highway agencies interested in obtaining and using the SPT to characterize asphalt mixtures designed using Superpave technology; (ii) provide support in training technicians to use the SPT to perform the proposed standard practices for measuring dynamic modulus, flow number and flow time of asphalt mixtures compacted using the Superpave Gyratory Compactor (SGC); and (iii) evaluate the nation-wide implementation and use of the SPT for assessing performance of asphalt mixtures over a wide range of climatic conditions, materials, and structures.
KW  - Flexible pavements
KW  - Gyratory compactors
KW  - Mix design
KW  - Pavement design
KW  - Pavement performance
KW  - Simple performance tests
KW  - Superpave
UR  - http://www.pooledfund.org/Details/Study/405
UR  - https://trid.trb.org/view/1358413
ER  - 

TY  - RPRT
AN  - 01457796
AU  - Banks, M Katherine
AU  - Schwab, A Paul
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Toxicity Analysis for Foundry Sand Specifications
PY  - 2010/08/16/Final Report
SP  - 26p
AB  - Byproducts from many industries have the potential to be used as construction materials, but some means is required to determine if the material is environmentally benign. Foundry sands are produced in many states and can be useful as in transportation projects. However, INDOT currently requires the use of the MICROTOX test to assess the potential toxicity of the sands, and this requirement is viewed as an unnecessary impediment by the producers of foundry sands and is a requirement not encountered in other states. Therefore, the goal of this project was to review current requirements for testing of recycled materials, determine the availability of MICROTOX testing, and to make recommendations concerning the continued use of MICROTOX as an assessment tool. Strictly from viewpoint of environmental protection, the inclusion of Microtox makes sense. The test has the sensitivity to detect potentially toxic agents in recycled sand that might escape chemical analysis. The test, therefore, provides a layer of assurance that otherwise would be absent. From the perspective of the foundry industry, the Microtox test is an unneeded hurdle that could potentially block the beneficial use of spent foundry sand. Cost is one consideration, but the lack of local analytical facilities for the Microtox is particularly troublesome. The authors recommend that the Microtox test be retained by INDOT, but they suggest the following: a) Minimize the number of samples of foundry sand that must be tested possibly by reducing the frequency of sampling and testing; b) A consistent, readily available laboratory needs to be established to ensure rapid turn around of analyses and reduced costs. Currently, the demand is low and some dedicated equipment is needed to perform the test. One of the potential outcomes of this project discussed during the negotiations for this project was a possible follow-up project in which the authors would investigate the modifications to the bioassay. This might include exploring alternatives to Microtox or simplifications of the Microtox test. The authors remain open to this possibility, but from the scientific point of view, such a follow-up may not be necessary. Of all the bioassays reviewed, Microtox seemed to be the most widely used (though not for foundry sands), and the authors found no evidence that other bioassays were being offered routinely at commercial labs.
KW  - Bioassay
KW  - Building materials
KW  - Chemical analysis
KW  - Foundry sand
KW  - Sampling
KW  - Testing
KW  - Toxicity
KW  - Waste products
UR  - http://dx.doi.org/10.5703/1288284314253
UR  - https://trid.trb.org/view/1218719
ER  - 

TY  - RPRT
AN  - 01207440
AU  - Linzell, Daniel
AU  - Chen, Abner
AU  - Sharafbayani, Mohammad
AU  - Seo, Junwon
AU  - Nevling, Deanna
AU  - Jaissa-Ard, Tanit
AU  - Ashour, Omar
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Analyzing Curved and Skewed Bridges and Designing Them for Construction
PY  - 2010/08/15/Final Report
SP  - 511p
AB  - Although the use of curved and skewed bridges continues to increase steadily throughout the United States, certain aspects of their behavior during construction and while in service still are not well understood.  The effects of design, fabrication, and construction on the geometry and load distribution in a curved or skewed bridge system are areas in which further study and understanding are required.  This project utilized remote acquisition capabilities for instruments on two structures in the Interstate 99 corridor:  a horizontally curved, steel, I-girder bridge, and a skewed, prestressed, concrete bridge.  Data obtained from these structures were examined and the numerical model accuracy for curved and skewed, steel, I-girder bridges and select appropriate model types and software was investigated.  Parametric studies were undertaken on a group of representative curved and skewed steel bridge structures to numerically examine the influence of specific variables on behavior during construction.  Results enabled the identification of preferred erection sequencing approaches.  Among other results, girder vertical deflections were decreased when paired-girder erection methods were used and paired inner erection was preferred for structures with severe curvature.  Erection methods examined herein did not show appreciable influence on skewed bridge behavior.  Drop-in erection would be an acceptable approach for either curved or skewed bridges.  The findings and the numerical modeling from the parametric studies formed the basis for suggesting possible modifications to relevant Pennsylvania Department of Transportation publications.  Web out-of-plumbness did not cause appreciable bridge deflection and stress increases when the out-of-plumbness was within the limit (1%) specified in the Structural Welding Code.  Exceeding the 1% limit of the web out-of-plumbness can result in slightly higher deformations and stresses.  The use of temporary construction shoring can significantly reduce girder deflections, leading to a more constructible condition.  Inconsistent cross-frame detailing increased vertical and radial deflections in curved bridges and lateral deflections in skewed bridges.  Replacing solid plate diaphragms in skewed bridges slightly increased deformations but did not severely affect cross-frame stresses.  The applied temperature change did not have an appreciable impact on overall bridge deflections and stresses for all of the radii, skew angles and cross-frame spacings studied.
KW  - Bridge construction
KW  - Bridge design
KW  - Cross-frame members
KW  - Curved bridges
KW  - Deflection
KW  - Deformation
KW  - Girder bridges
KW  - Guidelines
KW  - Mathematical models
KW  - Prestressed concrete bridges
KW  - Remote sensing
KW  - Skew bridges
KW  - Steel bridges
KW  - Stresses
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Guidelines%20for%20Analyzing%20Curved%20and%20Skewed%20Bridges.pdf
UR  - http://ntl.bts.gov/lib/34000/34200/34206/Guidelines_for_Analyzing_Curved_and_Skewed_Bridges.pdf
UR  - https://trid.trb.org/view/968385
ER  - 

TY  - RPRT
AN  - 01370146
AU  - Hiemstra, Glen
AU  - Glen Hiemstra
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Growing the Idaho Economy: Moving into the Future
PY  - 2010/08/13/Final Report
SP  - 60p
AB  - This is a report on transportation and the possible future economy of the State of Idaho from 2010 to 2030, including current assets to leverage, driving forces shaping the future, long-range economic opportunities for Idaho including four future scenarios, risks to a preferred future, strategic implications for transportation, regional case studies, and final conclusions. The economic opportunities stressed in the report are next generation energy technology, leadership in tourism and recreation, sustainable agriculture and food security, attracting the creative class to communities, and leveraging higher education. The key implications for transportation in Idaho are: focusing on critical commerce corridors, preserving and maintaining the current system, planning for significant vehicle transition and related infrastructure change, planning for increased freight traffic, increasing density, doubling transit capacity, adding lane miles, joining intelligent transportation efforts, improving systems performance with information, exploring new materials, enhancing rail and ports, and thinking more broadly than just transportation systems.
KW  - Economic analysis
KW  - Economic forecasting
KW  - Future
KW  - Idaho
KW  - Strategic planning
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/45000/45100/45141/RP_203_Final.pdf
UR  - http://ntl.bts.gov/lib/45000/45100/45141/RP_203_Final.pdf
UR  - https://trid.trb.org/view/1136640
ER  - 

TY  - ABST
AN  - 01560744
TI  - Evaluation of Plant-Produced High-Percentage RAP Mixtures in the Northeast
AB  - The objectives of this research are to: (1) Evaluate the performance of plant-produced reclaimed asphalt pavement (RAP) mixtures, in terms of low temperature cracking, fatigue; cracking, and moisture sensitivity in the laboratory and the field; (2) Establish guidelines on when it is necessary to bump binder grades with RAP mixtures; (3) Provide further understanding of the blending that occurs between RAP and virgin binder in plant-produced mixtures.
KW  - Asphalt mixtures
KW  - Evaluation and assessment
KW  - Mix design
KW  - Northeastern United States
KW  - Reclaimed asphalt pavements
KW  - Recycled materials
UR  - http://www.pooledfund.org/Details/Study/458
UR  - https://trid.trb.org/view/1351307
ER  - 

TY  - RPRT
AN  - 01207863
AU  - Thiele, Jeffrey C
AU  - Sicking, Dean L
AU  - Faller, Ronald K
AU  - Bielenberg, Robert W
AU  - Lechtenberg, Karla A
AU  - Reid, John D
AU  - Rosenbaugh, Scott K
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development of a Low-Cost, Energy-Absorbing Bridge Rail
PY  - 2010/08/11/Final Report
SP  - 439p
AB  - A new, low-cost bridge rail was designed to be compatible with the Midwest Guardrail System (MGS) such that an approach transition would not be required between the two barriers. It was desired that the system minimize bridge deck and rail costs. Several concepts for an energy-absorbing bridge post were developed and tested. These concepts included strong-post systems designed with plastic hinges and weak-post systems designed to bend near the attachment to the bridge deck. The final post concept incorporated S3x5.7 (S76x8.5) steel sections which were designed to bend at their bases. Each post was housed in a socket placed at the vertical edge of the deck and anchored to the deck with one through-deck bolt. A W-beam section was used as the rail element and was attached to the posts with a bolt that was designed to break during an impact event. Two full-scale crash tests were performed according to the Test Level 3 impact conditions provided in the Manual for Assessing Safety Hardware (MASH), in which the system successfully met all safety performance criteria. The dynamic deflection of the new bridge rail and BARRIER VII modeling demonstrated that the new bridge rail would not require a transition when used with the MGS.
KW  - Bridge railings
KW  - Energy absorbing materials
KW  - Highway bridges
KW  - Highway safety
KW  - Impact tests
KW  - Posts
UR  - https://trid.trb.org/view/967961
ER  - 

TY  - ABST
AN  - 01576004
TI  - Kinetic-to-Electric Energy Conversion (KEEC)

AB  - In phase I, researchers will evaluate existing piezoelectric generation technologies in the laboratory and through mathematical modeling to optimize placement in pavement. In phase II, project site selections will be made for demonstration and evaluation purposes.

KW  - Energy conversion
KW  - Kinetic energy
KW  - Mathematical models
KW  - Optimization
KW  - Pavement performance
KW  - Piezoelectric materials
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0036
UR  - https://trid.trb.org/view/1369872
ER  - 

TY  - ABST
AN  - 01575024
TI  - Balancing Safety and Capacity in an Adaptive Signal Control System, Phase II

AB  - This research focuses on the development of a real-time signal timing methodology and algorithms that balance safety and efficiency.

KW  - Adaptive control
KW  - Highway capacity
KW  - Highway traffic control
KW  - Real time control
KW  - Traffic control devices
KW  - Traffic safety
KW  - Traffic signal timing
UR  - http://ntl.bts.gov/lib/30000/30200/30278/08051.pdf
UR  - https://trid.trb.org/view/1367105
ER  - 

TY  - ABST
AN  - 01573210
TI  - Kinetic-to-Electric Energy Conversion (KEEC)
AB  - In phase I, researchers will evaluate existing piezoelectric generation technologies in the laboratory and through mathematical modeling to optimize placement in pavement. In phase II, project site selections will be made for demonstration and evaluation purposes.
KW  - Electrical properties
KW  - Energy conversion
KW  - Kinetic energy
KW  - Mathematical models
KW  - Optimization
KW  - Piezoelectricity
UR  - https://trid.trb.org/view/1365860
ER  - 

TY  - ABST
AN  - 01465791
TI  - Federal Highway Administration (FHWA) Support for the Interagency Agreement between FHWA and United States Fish and Wildlife Service Determination and Finding for Economy Act Order
AB  - The purpose of this reimbursable agreement (RA) between the Federal Highway Administration (FHWA) and the U.S. Fish and Wildlife Service (USFWS) is to provide partial funding for a multi-year interagency effort to identify and help secure landscape-scale highway crossing opportunity areas for multiple wildlife species in the interstate areas of the Rocky Mountains of Montana and Idaho. This movement across highways is necessary as wildlife populations move across the Northern Rockies landscape in response to changes in distribution and abundance of habitats and key foods resulting from climate change. This project uses grizzly bear and black bear movements because of their broad landscape and habitat requirements and because re-linking grizzly populations can also serve the movement needs of many other species.
KW  - Black bear crossings
KW  - Climate change
KW  - Grizzly bears
KW  - Habitat (Ecology)
KW  - Idaho
KW  - Montana
KW  - Rocky Mountains
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1234025
ER  - 

TY  - ABST
AN  - 01570494
TI  - Technology Transfer Intelligent Compaction Consortium (TTICC)
AB  - The proposed project is for the establishment of a pooled fund for state representatives to continue this collaborative effort regarding intelligent compaction. The Technology Transfer Intelligent Compaction Consortium (TTICC) will be open to any state desiring to be a part of new developments in intelligent compaction leading to the implementation of new technologies which will lead to longer life pavements through the use of an integrated system of emerging innovative technologies. Two workshop meetings will be conducted each year.  One of the meetings will be in person and is anticipated to occur during fall. The location of the in-person workshop meetings will be determined by the Executive Committee and moved regionally each year to participating states. The second meeting will be a webinar and occur in early spring hosted by the Earthquake Engineering Research Center (EERC).
KW  - Intelligent compaction
KW  - Pavements
KW  - Service life
KW  - Technological innovations
KW  - Technology transfer
KW  - Webinars
KW  - Workshops
UR  - http://www.pooledfund.org/Details/Study/461
UR  - https://trid.trb.org/view/1362135
ER  - 

TY  - ABST
AN  - 01492251
TI  - Gulf Coast Study Phase II
AB  - Phase II of the Gulf Coast Study moves the study of climate change impacts from the research realm to that of planning practice. Phase I raised awareness of the idea that climate impacts are important considerations for transportation planners and engineers. Phase II will build on that information to develop more definitive information about impacts at the local level or smaller region and develop more precise tools and guides for transportation planners to use in deciding how to adapt to potential climate impacts.
KW  - Climate change
KW  - Environmental impacts
KW  - Gulf Coast (United States)
KW  - Transportation planning
UR  - https://trid.trb.org/view/1261216
ER  - 

TY  - ABST
AN  - 01549260
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 33. Determination of State DOT Financial Auditing Requirements for their Public Transportation Assistance Programs
AB  - Based on the latest 2007 "Survey of State Funding for Public Transportation", state department of transportation's (DOT's) provided over $11 billion of financial support in FY 2005/06.  It would be helpful to learn various financial policies and procedures utilized by each state to assure that the transit funding it provides is appropriately used by the grantees for the purpose(s) intended. One common tool used by virtually all states is to require the grantees have a financial audit conducted to help accomplish this objective.  However, the frequency, timeliness and degree of detail required for financial audits varies among states.  Currently there is no comparative documentation on the different policies and procedures employed by state DOT's to perform this function. This research will document the various policies and procedures utilized by each state for conducting grantee financial audits and glean the "best practices" currently being utilized.  This information would help enable state DOT's enhance, as well as streamline, their current financial auditing requirements.
KW  - Auditing
KW  - Best practices
KW  - Financing
KW  - Policy analysis
KW  - State departments of transportation
KW  - Streamlining
KW  - Transit operating agencies
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2843
UR  - https://trid.trb.org/view/1336475
ER  - 

TY  - ABST
AN  - 01573567
TI  - Traffic Management Center Pooled Fund Study—Task 2: Integration of Traffic Management Centers and Law Enforcement, Needs Assessment

AB  - This project will assess the current practices and identify institutional, operational, and technical issues and challenges that all agencies face with integrating Traffic Management Centers and law enforcement. The results of this effort will lead to the identification of a list of topics and issues to be addressed and a series of next steps to be considered in a further study that is intended to develop a product that will provide necessary guidance to address agencies' needs.

KW  - Law enforcement
KW  - Needs assessment
KW  - Pooled funds
KW  - Traffic control
KW  - Traffic control centers
UR  - https://trid.trb.org/view/1366794
ER  - 

TY  - ABST
AN  - 01549629
TI  - Research for the AASHTO Standing Committee on Planning. Task 102. Assessing Alternative Methods for Measuring Regional Mobility
AB  - Maintaining or enhancing mobility is often a primary objective of transportation agencies. How an agency or jurisdiction defines and measures mobility greatly determines selection of strategies and ultimately investment decisions. In metropolitan areas, measuring mobility at the system level is often limited to the measure of traffic congestion and resulting delay on the freeway network. Although traffic congestion does inhibit mobility, it alone may not be a sufficient measure of system performance, particularly as transportation agencies strive to embrace a more multimodal approach to transportation planning. Other measures that have been considered and/or may currently be operational in metropolitan regions include; person throughput- the number of people that the transportation network serves (moves by all modes) as measured at key points, travel time reliability- the ability of a user to predict how long a trip will take, and accessibility-the ease of reaching valued destinations.  The objective of this research is to assess methods for defining and measuring mobility in metropolitan regions.
KW  - Accessibility
KW  - Metropolitan areas
KW  - Mobility
KW  - Performance measurement
KW  - Regional transportation
KW  - Throughput (Traffic)
KW  - Traffic congestion
KW  - Travel time
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2817
UR  - https://trid.trb.org/view/1339858
ER  - 

TY  - ABST
AN  - 01570495
TI  - Validation and Implementation of Hot-Poured Crack Sealant
AB  - The University of Illinois at Urbana-Champaign, in collaboration with Virginia Transportation Research Council, proposes to validate and implement the recently developed Performance-Based Guidelines for the Selection of Hot-Poured Crack Sealants.  The test variations within laboratories were successfully verified.  The developed tests and new guidelines will be submitted to the American Association of State Highway and Transportation Officials (AASHTO) for consideration as new specifications.
KW  - Crack sealants
KW  - Guidelines
KW  - Hot pour sealants
KW  - Implementation
KW  - Performance based specifications
KW  - Validation
UR  - http://www.pooledfund.org/Details/Study/453
UR  - https://trid.trb.org/view/1362136
ER  - 

TY  - ABST
AN  - 01556456
TI  - Legal Problems Arising out of Highway Programs. Topic 17-05. The Ramifications of Post-Kelo Legislation on State Transportation
AB  - Following the United States Supreme Court's decision in Kelo v. City of New London, many states proposed or enacted legislation that restricted the eminent domain process. This new legislation significantly impacts the acquisition of private property for transportation projects. Specifically, the desire to constrain condemnation for redevelopment purposes has influenced the cost and timely delivery of state transportation projects. Research on the consequences of new and proposed legislation is expected to reveal problems regarding project planning, appraisals, land acquisition, utility relocation, relocation assistance, construction, and property management. Those states considering more confining legislation would benefit from the identification of restrictions that could most significantly or adversely affect the cost and timely delivery of state transportation projects. Transportation agents and attorneys will also gain helpful insight in dealing with the overall impacts of such legislation.
KW  - Eminent domain
KW  - Laws and legislation
KW  - Programming (Planning)
KW  - Property acquisition
KW  - Property management
KW  - State departments of transportation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3778
UR  - https://trid.trb.org/view/1345751
ER  - 

TY  - ABST
AN  - 01556455
TI  - Legal Problems Arising out of Highway Programs. Topic 17-02. Tort Liability Defense Practices for Design Flexibility
AB  - National Cooperative Highway Research Program (NCHRP) Synthesis 316 records that based on a survey of 45 state transportation agencies and the District of Columbia, approximately 20% (9 of 46) have experienced an increase in the number of design exceptions prepared in their agency since "the advent of Context-Sensitive Design or Design Flexibility". A synthesis focused on tort liability defense practices and cases involving the exercise of discretion in the design will provide a framework for determining successful strategies for defending decisions made following the principles of Contest Sensitive Solutions (CSS). The concept of discretion as a defense to government tort liability is often described by different terms such as governmental immunity, official immunity, design immunity, or policy immunity. This existing law is relevant to analysis of tort legal defenses available to shelter the decisions inherent in CSS. Many Departments of Transportation have adopted CSS principles or related concepts such as Practical Design to encourage flexibility in design decision-making. Processes for documenting design decisions, articulating clearly the various factors considered in making a decision with a focus on decisions both that involve design exceptions would be of great help to designers and managers responsible for such decisions and their attorneys. This synthesis should document cases where transportation agencies have defended themselves against lawsuits involving design decisions based on maintaining safety in balance with other factors, such as cost considerations and maintaining scenic, aesthetic, historic, and environmental and community resources/values. The synthesis should provide examples of documentation that make clear the public policy objectives that underlie the chosen design decision in addition to addressing maintaining an acceptable level of safety.
KW  - Aesthetics
KW  - Context sensitive design
KW  - Costs
KW  - Decision making
KW  - Public policy
KW  - State departments of transportation
KW  - Tort liability
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3777
UR  - https://trid.trb.org/view/1345750
ER  - 

TY  - RPRT
AN  - 01587402
AU  - Wu, R
AU  - Signore, J M
AU  - Harvey, J T
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Summary of SPTC Pooled-Fund Study for Sharing and Evaluation of CalME Flexible Pavement Design Software
PY  - 2010/08//Research Report
SP  - 31p
AB  - The California Department of Transportation (Caltrans) has funded the development of design models for flexible pavements and for overlays that have been incorporated in the software currently known as CalME. Under the direction of University of California Pavement Research Center (UCPRC) staff over a two-year period, personnel from the Washington State Department of Transportation (WSDOT), the Texas Department of Transportation (TxDOT), and the Minnesota Department of Transportation (MnDOT) participated in examining these models and identifying areas where they might be modified or enhanced. This project was funded by State Pavement Technology Consortium (California, Minnesota, Texas, and Washington) through a pooled-fund study. In-person training on CalME was provided by UCPRC at each of the participating state departments of transportation (DOTs). Case studies were conducted by UCPRC using data provided by the individual DOTs. Feedback was collected throughout the project and questionnaires were sent at its completion to collect final comments on CalME. This technical memorandum describes the researchers’ efforts, including details of the evaluation and data collection procedures, other activities undertaken, and the case study using CalME. The participating states found many CalME features helpful and might adopt a selected set of models or approaches in their respective efforts to implement mechanistic-empirical (M-E) design.
KW  - CaIME (Software)
KW  - California Department of Transportation
KW  - Case studies
KW  - Flexible pavements
KW  - Mechanistic-empirical pavement design
KW  - Minnesota Department of Transportation
KW  - Pooled funds
KW  - Texas Department of Transportation
KW  - Washington State Department of Transportation
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/764.1.pdf
UR  - https://trid.trb.org/view/1395379
ER  - 

TY  - RPRT
AN  - 01541429
AU  - Sexton, R Scott
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Development of GPS Survey Data Management Protocols/Policy
PY  - 2010/08//Final Report
SP  - 66p
AB  - This project developed a statewide policy and criteria for collecting, analyzing, and managing global positioning system (GPS) survey data. The research project determined the needs of the Alaska Department of Transportation and Public Facilities in adopting the GPS real time kinetic (GPS RTK) stakeout and automated machine grading (AMG) construction techniques. The project resulted in reformatting and editing of the “Alaska Survey Manual,” proposed revisions to the “Construction Manual,” the “Design Manual,” and to Standard Specification 642—Construction Surveying. Project activities included pilot projects for highways and airports, a comprehensive questionnaire for construction engineers in the three regions, and GPS training for the regions. The resulting survey manual update is provided as the final research product report.
KW  - Alaska Department of Transportation and Public Facilities
KW  - Construction management
KW  - Data collection
KW  - Global Positioning System
KW  - Specifications
KW  - Training
UR  - http://ntl.bts.gov/lib/52000/52600/52608/fhwa_ak_rd_10_11.pdf
UR  - https://trid.trb.org/view/1325141
ER  - 

TY  - RPRT
AN  - 01513354
AU  - United States Federal Highway Administration
TI  - Construct roadway widening and interchange improvements along Interstate 80/Interstate 680/State Route 12, near the cities of Fairfield and Suisun City : environmental impact statement
PY  - 2010/08//Volumes held: Draft(2v)(v.2 folio)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1297678
ER  - 

TY  - RPRT
AN  - 01493260
AU  - Federal Highway Administration
TI  - Project Finance Primer
PY  - 2010/08
SP  - 28p
AB  - This Project Finance Primer is an update to the Innovative Finance Brochure, published by Federal Highway Administration (FHWA) in 2002 (Publication No. FHWA-AD-02-006). This primer focuses on bonds and credit assistance and incorporates new project finance techniques that have become available for transportation projects since the brochure’s publication in 2002, including changes and new programs adopted under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). Topics include: Grant Anticipation Revenue Vehicles (GARVEEs), Build America Bonds (BABs), Private Activity Bonds, 63-20 Issuance, Transportation Infrastructure and Innovation Act (TIFIA), State Infrastructure Banks (SIBs), and Section 129 Loans. Brief examples illustrate how these techniques have been used by States to finance specific projects.
KW  - Bonds
KW  - Construction projects
KW  - Financing
KW  - Grant Anticipation Revenue Vehicles (GARVEEs)
KW  - Highways
KW  - Loans
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - State Infrastructure Banks
KW  - Transportation Infrastructure Finance and Innovation Act
KW  - United States
UR  - http://www.fhwa.dot.gov/ipd/pdfs/finance/ProjectFinancePrimerREV4.pdf
UR  - https://trid.trb.org/view/1261562
ER  - 

TY  - RPRT
AN  - 01454508
AU  - Bell, Erin Santini
AU  - Sipple, Jesse
AU  - University of New Hampshire, Durham
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - In-Service Performance Monitoring of a CFRP Reinforced HPC Bridge Deck
PY  - 2010/08//Final Report
SP  - 173p
AB  - The Rollins Road Bridge in Rollinsford, New Hampshire was constructed in part with funding from the Federal Highway Administration's (FHWA’s) Innovative Bridge Research and Construction (IBRC) program and opened to traffic in December, 2000. A requirement of the IBRC program is the use of high performance and innovative materials and the implementation of an instrumentation and evaluation plan. The FHWA provided funds for the instrumentation and data acquisition system on the bridge, but not for the long-term post-processing of the collected data. Of the originally installed 80 sensors, over 50 temperature and strain gauges are currently operational. The response recorded by these gauges is used for performance monitoring of the innovative bridge deck and overall condition assessment of the Rollins Road Bridge. The health of the US infrastructure is on the minds of everyone following the August 1, 2007 collapse of the I-35W Bridge in Minneapolis, Minnesota. The safety of bridges nationwide should be a top priority for both our citizens and government since they are the backbone of this nation’s economy, with 73% of all traffic and 90% of all truck traffic traveling over state-owned bridges. Performing nondestructive load tests, collecting structural response data, and structural modeling techniques allow bridge owners an objective insight into the health of a bridge. This report includes the Special Topics Studies required to create a structural modeling that can be used to evaluate collected data. The art of reconciling the structural model to reflect collected field data also allows bridge owners to have an up-to-date analytical model of the bridge for condition assessment, decision-making, and asset management. The results from the Rollins Road Bridge load test accurately show that a model can be updated to match measured structural response from a nondestructive load test.
KW  - Asset management
KW  - Bridge decks
KW  - Bridge superstructures
KW  - Data collection
KW  - Innovative Bridge Research and Construction Program
KW  - Live loads
KW  - Load tests
KW  - Nondestructive tests
KW  - Structural health monitoring
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282I.pdf
UR  - https://trid.trb.org/view/1223068
ER  - 

TY  - RPRT
AN  - 01451116
AU  - United States Federal Highway Administration
TI  - Sellwood Bridge, SE Tacoma Street and Oregon State Highway 43, Multnomah County : environmental impact statement
PY  - 2010/08//Volumes held: Draft, Final, Final AppendixJ
KW  - Environmental impact statements
KW  - Oregon
UR  - https://trid.trb.org/view/1219660
ER  - 

TY  - RPRT
AN  - 01451084
AU  - United States Federal Highway Administration
TI  - US 26/89/189/191 south of Jackson, Teton County : environmental impact statement
PY  - 2010/08//Volumes held: Draft, Final,Draft technical reports B1, Final technical reports B2
KW  - Environmental impact statements
KW  - Wyoming
UR  - https://trid.trb.org/view/1219628
ER  - 

TY  - RPRT
AN  - 01379851
AU  - Gorjestani, Alec
AU  - Menon, Arvind
AU  - Cheng, Pi-Ming
AU  - Shankwitz, Craig
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - The Design of a Minimal Sensor Configuration for a Cooperative Intersection Collision Avoidance System – Stop Sign Assist: CICAS-SSA Report #4
PY  - 2010/08
SP  - 215p
AB  - The Cooperative Intersection Collision Avoidance System-Stop Sign Assist (CICAS-SSA) is an infrastructure-based driver support system that is used to improve gap acceptance at rural stop-controlled intersections. The SSA system will track vehicle locations on the major road and then display messages to the driver on the minor road. The primary goal of the current work was to evaluate several candidate CICAS-SSA concepts in order to identify a single sign that may provide the greatest utility in terms of driver performance and usability at a real-world rural intersection. A secondary goal of the current work was to determine the ideal physical characteristics (i.e., location and rotation of a sign relative to drivers) of the candidate CICAS-SSA at a test intersection to maximize comprehension (and subsequent use) of the sign. The primary goal was accomplished by conducting three studies. The first two studies examined icon use and word selection for three candidate CICAS-SSA signs. The third study evaluated driving performance and usability for three candidate SSA sign designs compared to a baseline condition for the purpose of identifying the final candidate sign to be field tested at the Minnesota test intersection. The secondary goal was accomplished by conducting two studies that determined the optimal physical characteristics for the sign’s location in order to maximize driver comprehension.
KW  - Cooperative Intersection Collision Avoidance System
KW  - Crash avoidance systems
KW  - Gap acceptance
KW  - Intersections
KW  - Location
KW  - Messages (Communications)
KW  - Rural highways
KW  - Sensors
KW  - Stop signs
KW  - Variable message signs
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_docrpt4.pdf
UR  - https://trid.trb.org/view/1147589
ER  - 

TY  - RPRT
AN  - 01370194
AU  - Zoghi, M
AU  - Ebrahimpour, A
AU  - Pothukutchi, V
AU  - Idaho State University, Pocatello
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Performance Evaluation of Chip Seals in Idaho
PY  - 2010/08//Final Report
SP  - 155p
AB  - The intent of this research project is to identify a wide variety of parameters that influence the performance of pavements treated via chip seals within the State of Idaho. Chip sealing is currently one of the most popular methods of maintenance for paved road surfaces. It entails spraying the pavement surface with asphalt (or “binder”) and then immediately covering it with aggregate (or “chips”) and using rollers to compress and settle the application. Chip sealing is used to seal non-structural cracks, increase surface friction, and improve ride quality. There are a variety of techniques and formulas (“design methods”) for mixing the binder and aggregate used in chip sealing. In Idaho, these design methods lack uniformity: empirical methods are used, based on an informal rule-of-thumb, the experiences of the parties making the chip seal, and the materials that are readily available. This project compares the methods used in Idaho with several different design methods that have been developed in various parts of the world. The project’s research focus is a series of laboratory experiments using different binders and aggregates obtained from all six Idaho Transportation Department districts. The results of these experiments have been compiled and analyzed, with the findings included herein. Chief among these findings, it was observed that the ratio of median size to flakiness index of the aggregate exhibits a better correlation with the percentage aggregate retained rather than the least dimension (as used in the commonly used McLeod Design Method). It was also found that the cleanness value of the aggregate is a critical factor for retaining aggregate -- i.e., keeping the chips on the treated road surface, rather than breaking free from the binder. This report concludes with a series of seven recommendations for improving chip sealing practice in Idaho, and with a list of eight areas worthy of additional research.
KW  - Chip seals
KW  - Idaho
KW  - Mix design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Performance measurement
KW  - Preservation
UR  - http://ntl.bts.gov/lib/45000/45500/45537/RP_190_Final_Report.pdf
UR  - https://trid.trb.org/view/1136571
ER  - 

TY  - RPRT
AN  - 01370168
AU  - Sadid, H
AU  - Wabrek, R M
AU  - Dongare, S
AU  - Idaho State University, Pocatello
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Materials Acceptance Risk Analysis: Pavement Markings
PY  - 2010/08//Final Report
SP  - 51p
AB  - This study involves examination of pavement markers as requested by the Idaho Transportation Department (ITD). A comprehensive literature review of various types of pavement markings and markers used by different transportation departments was performed to identify the most cost effective markings based on performance, durability, and useful life expectancy. This study revealed that there were no conclusive findings and recommendations by different investigations and field studies for various types of pavement markings. The performance characteristics of pavement markings and their effectiveness in guiding roadway users depend on many factors including but not limited to: product quality, application process, surface preparation, environmental conditions, annual average daily traffic (AADT), driver’s age and visual performance, vehicle type, type of headlights, and pavement type. In addition, the results of field studies conducted by different investigators show that the conclusions were highly dependent upon the method of studies, the study models used, the type of measurement devices, and the accuracy of their operation. However, some investigators and transportation departments are in agreement on certain issues including: the performance characteristics, life expectancy, and the associate cost. The most cost effective pavement marking identified and utilized by different transportation departments on low level traffic volume is paint followed by epoxy. Tape is commonly used on high volume AADT roadways by different agencies. Ninety-eight percent of pavement markings used in Idaho are paint with the other two percent consisting of tape or other types including Methyl Methacrylate (MMA). The Idaho Transportation Department’s current practice in using pavement markings is the most cost effective. ITD is in line with many other transportation departments throughout the country that deal with similar climate conditions.
KW  - Idaho
KW  - Methyl methacrylate
KW  - Risk analysis
KW  - Road marking materials
KW  - Road marking tapes
KW  - Road markings
KW  - Traffic paint
UR  - http://dot.idaho.gov/highways/research/archived/reports/RP%20182A_Pavement%20MarkingsFinal.pdf
UR  - https://trid.trb.org/view/1136576
ER  - 

TY  - RPRT
AN  - 01361064
AU  - Kockelman, Kara
AU  - Anjomani, Ardeshir
AU  - Paul, Binny M
AU  - Nostikasai, Dian
AU  - Tayyebi, Ali
AU  - Kharel, Gehandra
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design and Application of Accessible Land-Use Modeling Tools for Texas Regions
PY  - 2010/08//Technical Report
SP  - 72p
AB  - This report consists of two parts. The first summarizes key details of the Suitability Analysis (SA) model, while the second illustrates the implementation details of the Gravity Land-Use Model (G-LUM). Both modeling approaches have been applied to the Austin region of Texas, but for different case study examples.
KW  - Applications
KW  - Austin (Texas)
KW  - Case studies
KW  - Design
KW  - Gravity models
KW  - Land use models
KW  - Suitability analysis
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_5667_01_1.pdf
UR  - https://trid.trb.org/view/1127041
ER  - 

TY  - RPRT
AN  - 01361014
AU  - Choi, Seongcheol
AU  - Won, Moon C
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Horizontal Cracking in Continuously Reinforced Concrete Pavements
PY  - 2010/08//Technical Report
SP  - 96p
AB  - Horizontal cracking (HC) at the depth of longitudinal steel in continuously reinforced concrete pavements (CRCP) was not known until 1999, when HC was observed in the section on IH 35 in the Waco District. At that time, no prior research was done on this topic and no reports published. Concerned about this type of cracking and its effect on the long-term performance of CRCP, the Texas Department of Transportation (TxDOT) initiated this research study. The primary objective of this study was to identify the mechanism of HC in CRCP due to environmental loading (temperature and moisture variations). To this end, a numerical model was developed to predict the risk of HC in CRCP. Laboratory and field testing was also conducted to evaluate the actual behavior of concrete near longitudinal steel. The measured data was used to develop and validate a numerical model for the prediction of HC potential in CRCP. The mechanism of vertical stress development in concrete near longitudinal steel was investigated with a comprehensive numerical analysis. The results of the study indicate that pavement design, more specifically longitudinal steel design, concrete material properties such as coefficient thermal expansion (CoTE), modulus of elasticity, drying shrinkage and strength, and construction quality such as curing and temperature control, all have effects on HC development. Two-mat steel, lower values of CoTE and drying shrinkage and modulus, higher strength of concrete, good quality curing and temperature control will lower the potential for HC. Since there are almost an infinite number of combinations of design, materials and construction variables during the construction of CRCP, more general guidelines rather than prescriptive ones were developed. The guidelines cover three areas – pavement design, materials and construction quality. The implementation of the guidelines is expected to minimize the occurrence of horizontal cracking in CRCP.
KW  - Concrete curing
KW  - Continuously reinforced concrete pavements
KW  - Horizontal cracking
KW  - Modulus of elasticity
KW  - Numerical analysis
KW  - Pavement design
KW  - Paving
KW  - Shrinkage
KW  - Thermal expansion
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-5549-3-2.pdf
UR  - https://trid.trb.org/view/1127114
ER  - 

TY  - RPRT
AN  - 01357802
AU  - Ramani, Tara
AU  - Zietsman, Josias
AU  - Eisele, William
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - User's Manual for Sustainable Transportation Performance Measures Calculator
PY  - 2010/08
SP  - 96p
AB  - Sustainable transportation can be viewed as the provision of safe, effective, and efficient access and mobility into the future while considering economic, social, and environmental needs. For the Texas Department of Transportation (TxDOT) to assess options and monitor progress toward achieving the goals of sustainable transportation it is essential that the underlying sustainability-related goals and objectives be quantified and applied to project, corridor, and network levels for planning, operation, and maintenance. In recognition of this need, TxDOT sponsored research under project 0-5541 “Developing Sustainable Transportation Measures for TxDOT’s Strategic Plan.” The overall goal of this project was to develop sustainable transportation performance measures for TxDOT’s strategic goals and objectives as well as a framework for TxDOT to implement a sustainable transportation system in Texas. The end result of this framework is a user-friendly analysis tool developed in Microsoft Excel® to serve as a platform for evaluating the performance measures and combining them into a final sustainability index. This report contains the User's Manual for this tool. Chapter 1 provides an introduction. Chapter 2 is a general overview of the calculator, including hardware and software requirements and a general description of its main components.  Chapter 3 discusses how to use the calculator while performing an analysis.  Chapter 4 gives an overview of the performance measures used within the calculator.  Chapter 5 discusses understanding the results of the calculator.
KW  - Analytical tools
KW  - Computer program documentation
KW  - Microsoft Excel (Software)
KW  - Performance measurement
KW  - Strategic planning
KW  - Sustainable transportation
KW  - Texas
UR  - http://tti.tamu.edu/documents/5-5541-01-P2.zip
UR  - https://trid.trb.org/view/1123290
ER  - 

TY  - RPRT
AN  - 01355090
AU  - Samtani, Naresh C
AU  - Nowatzki, Edward A
AU  - NCS Consultants, LLC
AU  - Yeh and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Hollow Bar Soil Nails: Review of Corrosion Factors and Mitigation Practice
PY  - 2010/08//Final Report
SP  - 81p
AB  - Hollow bar soil nails (HBSNs) have been used in the United States in earth retention systems for over 10 years. HBSNs are commonly used in place of solid bar soil nails (SBSNs) when the solid bar installation would require temporary casing of the hole. A state-of-the-practice document was prepared by FHWA in 2006 to identify (a) the various peculiarities of HBSNs in comparison with conventional SBSNs, and (b) areas of further research, evaluation and testing that would help agency personnel and design professionals understand the potential of HBSNs as a mainstream technology for permanent soil nail applications. This report concentrates on one of the specific areas of study identified in the 2006 report as related to development of corrosion mitigation guidance. This report presents the results of an industry-wide survey including agencies, designers, consultants, manufacturers and contractors related to installation of HBSNs and practices with respect to corrosion aspects. Based on the responses it was found that a lack of guidance on corrosion protection is limiting the use of HBSNs for permanent applications in corrosive environments. There are numerous contributing factors that may lead to corrosion of HBSNs. These factors are identified in this report along with a review of the current corrosion mitigation guidance. Parameters to be evaluated in formal corrosion studies are outlined. Finally, recommendations for interim corrosion mitigation guidance and further studies are provided.
KW  - Corrosion
KW  - Corrosion protection
KW  - Earth walls
KW  - Nails
KW  - Protective coating
KW  - Retaining walls
KW  - Soil nailing
KW  - Surveys
KW  - Testing
UR  - http://www.cflhd.gov/programs/techDevelopment/geotech/corrosion/01_HBSN_Corrosion_Factors_Mitigation.pdf
UR  - https://trid.trb.org/view/1118826
ER  - 

TY  - RPRT
AN  - 01354114
AU  - Burati, James L
AU  - Straub, Daniel
AU  - Delk, Adam
AU  - Zhou, Xiaodan
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Validation of Contractor HMA Testing Data in the Materials Acceptance Process
PY  - 2010/08//Final Report
SP  - 288p
AB  - This study conducted an analysis of the SCDOT HMA specification. A Research Steering Committee comprised of SCDOT, FHWA, and Industry representatives provided oversight of the process. The research process included a literature review, a brief survey to which 42 highway agencies replied, in-person interviews with a few selected agencies, and extensive statistical analyses of test data supplied by SCDOT. Analyses were conducted to determine appropriate standard deviation values to represent the variability of each of the acceptance characteristics used by SCDOT. A total of 1,260 density test results were provided from 22 different projects. A total of 1,775 asphalt content (AC) tests and 1,343 air voids (AV) and VMA tests were provided from 30 different projects. In addition, SCDOT verification test results were obtained from 10 projects and were analyzed and compared with their corresponding contractor acceptance tests. The previous and current SCDOT verification procedures were evaluated and issues concerning each were presented and discussed. Ranges for the appropriate values to use for the within-lot standard deviations for Density, AC, AV, and VMA were also developed. The analysis of verification tests results resulted in new verification testing procedures that were recommended for consideration by SCDOT.
KW  - Acceptance tests
KW  - Air voids
KW  - Asphalt content
KW  - Contractors
KW  - Density
KW  - Hot mix asphalt
KW  - Mineral aggregates
KW  - Quality assurance
KW  - South Carolina
KW  - Verification
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/Final%20Report-SCDOT-Validation-FHWA-SC-10-02.pdf
UR  - https://trid.trb.org/view/1116915
ER  - 

TY  - RPRT
AN  - 01353623
AU  - Bodvarsson, Gudmundur A
AU  - Muench, Stephen T
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Loop Detector Installation on the Portland Cement Concrete Pavement Lifespan: Case Study on I-5
PY  - 2010/08//Research Report
SP  - 76p
AB  - The installation of loop detectors in portland cement concrete pavement (PCCP) may shorten affected panel life, thus prematurely worsening the condition of the overall pavement. This study focuses on the performance of those loop embedded panels (LEP) by analyzing pavement data collected by the Washington State Department of Transportation (WSDOT), and comparing it to the overall pavement performance on I-5 in King County. The results were divided by non-rehabilitated, diamond ground and dowel bar retrofit and diamond ground PCCP, as was done in the reference paper, to facilitate comparison. Overall, LEP perform worse – regarding panel cracking – in comparison to loop free panels (LFP), except on the small section of I-5 that has been Dowel Bar Retrofitted and Diamond grinded. For the non-rehabilitated PCCP, the difference between LEP and LFP with 1 crack is less than 1% but more than twice as many LEP have what is considered “failed” panels (2 or more cracks) than LFP. This might indicate that the loop installation affects more the severity of panel cracking than being the cause for it. Using these results and assuming panel replacement of the cost of $20,000 each, the cost of loop installation to the pavement was found to be $560 each. Traffic simulation was done for a section of I-5 to calculate delay due to lane closures, which loop detector installation constitutes. The user cost associated with the delay is a substantial part of the overall cost of loop installation, 40 – 60 percent depending on the number of affected lanes on the freeway. If user costs are accounted for, the overall cost of video and loop detection systems can be comparable.
KW  - Case studies
KW  - Concrete pavements
KW  - Costs
KW  - Diamond grinding
KW  - Dowel bar retrofit
KW  - Interstate 5
KW  - Life cycle costing
KW  - Loop detectors
KW  - Pavement cracking
KW  - Pavement performance
KW  - Service life
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.5.pdf
UR  - https://trid.trb.org/view/1118375
ER  - 

TY  - RPRT
AN  - 01353618
AU  - Muench, Stephen T
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Portland Cement Concrete Pavement Best Practices Summary Report
PY  - 2010/08//Research Report
SP  - 29p
AB  - This report summarizes the work and findings from WA-RD 744. This work consisted of four  separate efforts related to best practices for portland cement concrete (PCC) pavement design  and construction: (1) a review of past and current PCC pavement, (2) an analysis of PCC  pavement studded tire wear on the Washington State Department of Transportation (WSDOT) network, (3) a life cycle assessment (LCA) of PCC  pavement rehabilitation options and (4) an analysis of the effects of loop detector installation on  PCC pavement life. Key findings are: (1) outstanding issues to resolve with PCC pavement  include the impact of smaller maximum aggregate size, new dowel bar materials, and shorter  joint spacing, (2) there is no effective means to mitigate studded tire wear, (3) stud wear is  typically in the range of 0.04-0.09 mm/yr but tends to occur more quickly early on in pavement  life, (4) excessive stud wear problems are limited and not a widespread issue, (5) an aggregate  hardness program like Alaska’s can help ensure stud wear does not become a major issue on  newly constructed pavements, (6) life cycle assessment (LCA) can be a useful information tool  and tends to show that crack, seat and overlay rehabilitation of aged PCC pavement provides  many environmental advantages; and (7) current loop embedment practices do not seem to  affect pavement life, however, previous practices may have.
KW  - Aggregate gradation
KW  - Aggregate hardness
KW  - Best practices
KW  - Concrete pavements
KW  - Construction management
KW  - Crack and seat treatment
KW  - Dowel bar retrofit
KW  - Environmental impacts
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Loop detectors
KW  - Overlays (Pavements)
KW  - Pavement design
KW  - Pavement joints
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Spacing
KW  - Studded tires
KW  - Washington (State)
KW  - Wear
UR  - http://www.wsdot.wa.gov/Research/Reports/700/744.1.htm
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.1.pdf
UR  - https://trid.trb.org/view/1118377
ER  - 

TY  - SER
AN  - 01352480
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Thakuriah, Piyushimita
AU  - Metaxatos, Paul
AU  - Mohammadian, Abolfazl
AU  - University of Illinois, Chicago
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Bus Riding on Shoulders
PY  - 2010/08
IS  - 10-073
SP  - 58p
AB  - Bus on shoulder (BOS) operations have been ongoing in several locations across the United States and abroad. Public transit buses in the designated highway and arterial shoulders are generally allowed to travel up to 15 mph faster than traffic in the general lanes, but no more than 35 mph. These operations are typically undertaken to give public transit riders a faster and more reliable traveling experience when highway and arterial general traffic lanes are congested. The research team reviewed the literature on safety and operational aspects of shoulder use and the ways in which shoulder use has been incorporated as a way to manage congestion in several regions. They also interviewed primary stakeholders, who might be involved in planning and operating a BOS system in Northeastern Illinois and analyzed their comments. They found that highway shoulders have been used for a variety of purposes in many regions over time with proper precautions and appropriate authorization, including operating buses on them to bypass congestion in the general traffic lanes. In this study, the investigators show that BOS operations have been undertaken as part of congestion management strategies in many regions. Although Illinois stakeholders have raised many concerns, it appears that BOS operations are feasible for Northeastern Illinois, although much will depend on the selection of the right highway segments, bus driver education and training, awareness among motorists, and various other strategies that should be addressed. Cost and legal factors governing BOS operations should also be addressed. BOS operations may effectively work in Northeastern Illinois, if implemented as part of an overall congestion management strategy and after being studied as a part of a year-long demonstration project to identify the best ways to operate.
KW  - Bus on shoulder operations
KW  - Bus transit operations
KW  - Congestion management systems
KW  - Northeastern Illinois
KW  - Operating speed
KW  - Road shoulders
KW  - Service reliability
KW  - Stakeholders
KW  - Strategic planning
KW  - Traffic congestion
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45885/FHWA-ICT-10-073.pdf?sequence=2
UR  - https://trid.trb.org/view/1117146
ER  - 

TY  - RPRT
AN  - 01346523
AU  - Walker, Roger S
AU  - Fernando, Emmanuel
AU  - University of Texas, Arlington
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - A Portable Profiler for Pavement Profile Measurements - Final Report
PY  - 2010/08//Technical Report; Final Report
SP  - 78p
AB  - This report provides a summary of work performed on Texas Department of Transportation (TxDOT) Research Project 0-6004. The project was initiated to develop a single path, easy to use, portable profiler. Such a device was developed. The profiler measurements from the device provide TxDOT an instrument that can easily be mounted or removed from the front or rear bumper of typical TxDOT vehicles. The profile generated is compatible with existing TxDOT formats. Two separate certification tests were successfully conducted on both a full-size Texas Transportation Institute (TTI) pickup truck and a TxDOT full-size van at the inertial profiler certification track located at the Texas A&M Riverside Campus.
KW  - Certification
KW  - Equipment design
KW  - Pavement profile
KW  - Portable equipment
KW  - Profilometers
UR  - http://ranger.uta.edu/~walker/Reports/Final_0-6004-2.pdf
UR  - https://trid.trb.org/view/1108669
ER  - 

TY  - RPRT
AN  - 01346521
AU  - Ramani, Tara
AU  - Zietsman, Josias
AU  - Eisele, William
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Sustainable Trandsportation Performance Measures Calculator: User's Manual
PY  - 2010/08
SP  - 96p
AB  - Sustainable transportation can be viewed as the provision of safe, effective, and efficient access and mobility into the future while considering economic, social, and environmental needs. For the Texas Department of Transportation (TxDOT) to assess options and monitor progress toward achieving the goals of sustainable transportation it is essential that the underlying sustainability-related goals and objectives be quantified and applied to project, corridor, and network levels for planning, operation, and maintenance. In recognition of this need, TxDOT sponsored research under project 0-5541 “Developing Sustainable Transportation Measures for TxDOT’s Strategic Plan.” The overall goal of this project was to develop sustainable transportation performance measures for TxDOT’s strategic goals and objectives as well as a framework for TxDOT to implement a sustainable transportation system in Texas. The end result of this framework is a user-friendly analysis tool developed in Microsoft Excel® to serve as a platform for evaluating the performance measures and combining them into a final sustainability index. This report is a User's Manual for this analysis tool.  Chapter 1 introduces the User's Manual, highlights the intended audience for the material and lists the remaining chapters in this user’s manual. Chapter 2 gives a general overview of the calculator, including hardware and software requirements and a general description of its main components.  Chapter 3 discusses how to use the calculator while performing an analysis. Chapter 4 provides an overview of the performance measures used within the calculator.  Chapter 5 discusses understanding the results of the calculator.
KW  - Access
KW  - Computer program documentation
KW  - Computer tools
KW  - Mobility
KW  - Performance measurement
KW  - Strategic planning
KW  - Sustainable transportation
KW  - Texas
UR  - http://tti.tamu.edu/documents/5-5541-01-P2.zip
UR  - https://trid.trb.org/view/1108083
ER  - 

TY  - RPRT
AN  - 01346510
AU  - Cleveland, Theodore G
AU  - Rainwater, Kenneth A
AU  - Smirnov, Sergey
AU  - Barnes, Wade
AU  - DaCosta, Larissa
AU  - Basnet, Bijay
AU  - Aseze, Martin
AU  - Mendoza, Zeferino
AU  - Singleton, Kirsten
AU  - Murphy, Holly
AU  - Ulary, Annabell
AU  - Texas Tech University, Lubbock
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Hydraulic Capacity of Type-H Inlets
PY  - 2010/08//Technical Report
SP  - 242p
AB  - Type H Inlets are frequently used by the Texas Department of Transportation as median drains for divided highways. Despite frequent use, engineers do not have adequate design information to mathematically describe the hydraulic performance of these structures. Typically, it has been assumed that IL-H-G and IL-H-L function essentially the same as roadway grates or curb inlets, but there is no basis for that assumption. Type-H drop inlets were investigated using a database from literature-reported experiments for similar inlets and physical model studies conducted at Texas Tech University (TTU). The findings of this study are: Type-H inlets, as studied, perform similar to the HEC-22 expectations when the weir-type conditions are applied (Equation (4-26) in HEC-22). Orifice-type models could not explain the TTU or the literature-derived observations. A power-law model that uses the dimensionless groups suggested by Cassidy (1966), with the slopes omitted, provides a reasonable explanation of inlet behavior. SWMM was investigated as a predictive tool by comparison to the TTU experimental results. The SWMM model was subject to very minimal calibration yet predicted performance reasonably well, especially when full inlet capture may occur. Examples of performance prediction using HEC-22, the power-law model and SWMM are presented to provide some guidance for Type-H inlet design.
KW  - Culvert inlets
KW  - Design
KW  - Divided highways
KW  - Drainage structures
KW  - Hydraulic capacity
KW  - Hydraulics
KW  - Literature reviews
KW  - Medians
KW  - Performance prediction
KW  - Structural models
KW  - SWMM (Computer program)
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-5823-fpr.pdf
UR  - https://trid.trb.org/view/1108086
ER  - 

TY  - RPRT
AN  - 01344991
AU  - Boodlal, Leverson
AU  - Abraham, Tintu
AU  - KLS Engineering, LLC
AU  - Federal Highway Administration
TI  - Sample Transportation Management Plans and Templates
PY  - 2010/08
SP  - 278p
AB  - This Guide consisting of samples, templates, and tips is designed to help transportation agencies with the development and implementation of their own Transportation Management Plans (TMPs). Understanding the work zone impacts is critical to developing effective work zone TMPs that provide for adequate safety and mobility for the traveling public and construction workers. The primary intended audience for this guide is transportation agency staff, including technical staff, (planners, designers, traffic engineers, highway/safety engineers, etc); management and executive-level staff responsible for setting policy and program direction; field staff responsible for building projects and managing work zones; and staff responsible for assessing performance in these areas. The TMP samples and templates presented in the guide represent two projects with different levels of impacts. (1) Template 1 and Sample 1— Projects with minor-to-moderate level of impacts. (2) Template 2 and Sample 2— Projects with moderate-to-major level of impacts.
KW  - Mobility
KW  - Transportation management plans
KW  - Transportation planning
KW  - Work zone safety
UR  - http://ops.fhwa.dot.gov/wz/resources/final_rule/tmp_examples/sample_tmps/final_sample_tmps.pdf
UR  - https://trid.trb.org/view/1105654
ER  - 

TY  - RPRT
AN  - 01343314
AU  - Jansuwan, Sarawut
AU  - Wonginta, Thitima
AU  - Chen, Anthony
AU  - Utah State University, Logan
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Decision Support Tool for Assessing Vulnerability of Transportation Networks
PY  - 2010/08//Final Report
SP  - 194p
AB  - This research develops a decision support tool for assessing vulnerability of transportation networks. This report consists of 1) describing the trends of freight movements in Utah, 2) identifying the current and potential freight chokepoints/bottlenecks in Utah, 3) estimating a simplified truck Origin-Destination (O-D) trip table using the commodity flow data from the U.S. Department of Transportation Freight Analysis Framework (FAF), 4) developing a visualization tool combined with geographical information systems (GIS) features for transportation network vulnerability analysis as a decision support tool, 5) conducting a case study based on the disruption scenarios of highway bridges using the highway system in the state of Utah to evaluate the decision support tool, and 6) providing suggestions for future research.
KW  - Bottlenecks
KW  - Case studies
KW  - Commodity flow
KW  - Decision support systems
KW  - Freight Analysis Framework
KW  - Freight traffic
KW  - Geographic information systems
KW  - Highway bridges
KW  - Origin and destination
KW  - Risk assessment
KW  - Traffic network disruption
KW  - Trip tables
KW  - Trucking
KW  - Utah
KW  - Visualization
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=42364
UR  - http://ntl.bts.gov/lib/40000/40500/40586/UT-10.13_DS_Tool_for_Assessing_Network_Vulnerability_final_web.pdf
UR  - https://trid.trb.org/view/1105133
ER  - 

TY  - RPRT
AN  - 01342813
AU  - Cluett, Chris
AU  - Kitchener, Fred M
AU  - Battelle Seattle Research Center
AU  - Federal Highway Administration
TI  - Implementation and Evaluation of the Sacramento Regional Transportation Management Center Weather Alert Notification System
PY  - 2010/08//Evaluation Report
SP  - 85p
AB  - This report presents the results of an evaluation of Caltrans District 3 Regional Transportation Management Center’s (RTMC) implementation of a weather alert notification system. This alert system was selected for implementation from among several weather information integration strategies identified by the RTMC through a self-evaluation process supported by the Federal Highway Administration (FHWA) Road Weather Management Program. The weather types of particular interest to RTMC operations are fog, wind and frost. These weather conditions have potential consequences for the operation of their transportation system and the safety of the traveling public. The RTMC desired to more effectively and proactively manage their system and keep their traveling public well informed when faced with these weather conditions. They implemented a system that automatically generates adverse weather warnings and alerts to the RTMC operators to help them make more timely and effective decisions regarding posting advisory messages to the public on electronic roadside message signs. Quantitative and qualitative data were collected to support evaluation measures in both the baseline and post-deployment periods. The evaluation focused on several significant weather events (fog, wind and frost), documenting the alerts, the progress of the event, and operator messaging responses to the event. It identified a need for operator training and for clear procedures to guide the use of the alert system, and these improvements were implemented on an on-going basis during the course of the evaluation over the 2009-2010 winter period. Management intends to fine tune their alert system, including adding additional sensors when their budgets will allow that, based on the evaluation findings, to further enhance the alert system’s effectiveness.
KW  - Alert systems
KW  - Data collection
KW  - Fog
KW  - Frost
KW  - Highway operations
KW  - Regional planning
KW  - Regional transportation
KW  - Road weather information systems
KW  - Sacramento (California)
KW  - Sensors
KW  - Traffic control centers
KW  - Traffic data
KW  - Wind
UR  - http://ntl.bts.gov/lib/36000/36100/36168/sac_evaluation_report_final.pdf
UR  - https://trid.trb.org/view/1103950
ER  - 

TY  - RPRT
AN  - 01341958
AU  - Schmalzer, Peter N
AU  - Plett, Randy W
AU  - Elkins, Gary E
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - Federal Highway Administration
TI  - LTPP Specific Pavement Studies (SPS) Materials Action Plan Final Report
PY  - 2010/08//Final Report
SP  - 238p
AB  - This report summarizes the activities and accomplishments of the Long-Term Pavement Performance (LTPP) program Materials Action Plan (MAP). The MAP was initiated in August 2004 to improve the extent and amount of materials data to characterize the pavement structure of test sections at LTPP Specific Pavement Study (SPS) -1, -2, -5, -6, and -8 experimental sites. The success of the MAP can be attributed to the cooperation and efforts of participating highway agencies, leadership of the Federal Highway Administration (FHWA) LTPP team, and technical input from LTPP’s Transportation Research Board Committee and Expert Task Groups. The MAP was also supported by the efforts of the FHWA LTPP team of technical services, regional support, and laboratory contractors. Through this effort, the amount and quality of available materials data greatly increased. Data from tests not previously performed were added, results from aging materials tests were obtained, corrections were made to some pavement structure information from new field investigations, and to the extent possible, previous data deficiencies were corrected. This report documents the planning, execution, and outcomes of this highly successful activity.
KW  - Asphalt concrete
KW  - Asphalt pavements
KW  - Base course (Pavements)
KW  - Concrete pavements
KW  - Data collection
KW  - Laboratory tests
KW  - Long-Term Pavement Performance Program
KW  - Materials tests
KW  - Portland cement concrete
KW  - Properties of materials
KW  - Specific Pavement Studies (LTPP)
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
KW  - Test sections
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10049/10049.pdf
UR  - https://trid.trb.org/view/1104403
ER  - 

TY  - RPRT
AN  - 01340429
AU  - Sheridan, Richard
AU  - Maynard, Brian
AU  - Harrison, Bryan D
AU  - Manteuffel, Chris
AU  - University of Rhode Island, Kingston
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - RIDOT Salt Tolerant Tree and Shrub Guide
PY  - 2010/08//Final Report
SP  - v.p.
AB  - Access and knowledge of a salt tolerant plant list is critical for Rhode Island highways.  Rhode Island has a number of unique environmental characteristics that make roadside plantings difficult to establish.  These include road salt runoff and salt spray from both highways and ocean breezes.  The presence of roadside vegetation has many functions that serve highway users and the state.  This study reviewed the literature available on salt tolerant trees and shrubs and consulted associated professionals for recommendations on those plant species viable for Rhode Island.  The study also reviewed existing roadside plantings in the state of Rhode Island identified by the RIDOT landscape division for their success in establishing in difficult salt stressed environments.  The accompanying guide provides a list of salt tolerant trees and shrubs found in the literature review which are suitable to the Rhode Island climate.  The salt tolerant plants are divided into lists by salt tolerance, plant characteristics, and groups associated by light and moisture requirements.  This manual is a tool for RIDOT landscape and engineering personnel to help select plants for roadside use in Rhode Island.
KW  - Landscaping
KW  - Plants
KW  - Rhode Island
KW  - Roadside
KW  - Runoff
KW  - Seawater
KW  - Shrubs
KW  - Sodium chloride
KW  - Tolerance (Physiology)
KW  - Trees
UR  - https://trid.trb.org/view/1101836
ER  - 

TY  - RPRT
AN  - 01337360
AU  - Stokoe, Kenneth H
AU  - Kallivokas, Loukas F
AU  - Nam, Boo H
AU  - Carpenter, Claire K
AU  - Bryant, Adam D
AU  - Weeks, Damon A
AU  - Beno, Joseph H
AU  - Scullion, Thomas
AU  - Liu, Wenting
AU  - University of Texas, Austin
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Progress During the First Year Towards Building the Total Pavement Acceptance Device (TPAD)
PY  - 2010/08//Annual Report
SP  - 79p
AB  - During the first year of Project 0-6005, significant progress was made towards developing the Total Pavement Acceptance Device (TPAD). The TPAD will be a multi-function device that will be used to survey continuously along pavements at speeds in the range of 5 to 10 mph. The test functions will include those associated with Rolling Dynamic Deflectometer (RDD), ground penetrating radar (GPR), Distance Measurement Instrument (DMI) and high-precision differential Global Positioning System (GPS), and surface temperature measurements, as well as digital video imaging of the pavement and right-of-way conditions. The basic moving platform for the TPAD was selected and initial prototype tests were conducted at the Texas Department of Transportation (TxDOT) Flight Services Facility at Austin Bergstrom International Airport (ABIA). Progress was made in developing: (1) improved rolling sensors and associated data analysis methods commensurate with the target testing speeds and (2) an integrated data acquisition and display system that records all test functions on the same time and distance baselines.
KW  - Acceptance tests
KW  - Airport runways
KW  - Data collection
KW  - Data displays
KW  - Distance measuring equipment
KW  - Global Positioning System
KW  - Ground penetrating radar
KW  - Pavements
KW  - Prototype tests
KW  - Prototypes
KW  - Rolling dynamic deflectometers
KW  - Rolling sensors
KW  - Surface temperature
KW  - Total Pavement Acceptance Devices
KW  - Video imaging detectors
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6005_1.pdf
UR  - https://trid.trb.org/view/1100349
ER  - 

TY  - SER
AN  - 01337332
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Straub, T D
AU  - Over, T M
AU  - U.S. Geological Survey
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Pier and Contraction Scour Prediction in Cohesive Soils at Selected Bridges in Illinois
PY  - 2010/08//Research Report
SP  - 133p
AB  - This report presents the results of testing the Scour Rate In Cohesive Soils-Erosion Function Apparatus (SRICOS-EFA) method for estimating scour depth of cohesive soils at 15 bridges in Illinois. The SRICOS-EFA method for complex pier and contraction scour in cohesive soils has two primary components. The first component includes the calculation of the maximum contraction and pier scour (Zmax). The second component is an integrated approach that considers a time factor, soil properties, and continued interaction between the contraction and pier scour (SRICOS runs). The SRICOS-EFA results were compared to scour prediction results for non-cohesive soils based on Hydraulic Engineering Circular No. 18 (HEC-18). On average, the HEC-18 method predicted higher scour depths than the SRICOS-EFA method. A reduction factor was determined for each HEC-18 result to make it match the maximum of three types of SRICOS run results. The unconfined compressive strength (Qu) for the soil was then matched with the reduction factor and the results were ranked in order of increasing Qu. Reduction factors were then grouped by Qu and applied to each bridge site and soil. These results, and comparison with the SRICOS Zmax calculation, show that less than half of the reduction-factor method values were the lowest estimate of scour; whereas, the Zmax method values were the lowest estimate for over half. A tiered approach to predicting pier and contraction scour was developed. There are four levels to this approach numbered in order of complexity, with the fourth level being a full SRICOS-EFA analysis. Levels 1 and 2 involve the reduction factors and Zmax calculation, and can be completed without EFA data. Level 3 requires some surrogate EFA data. Levels 3 and 4 require streamflow for input into SRICOS. Estimation techniques for both EFA surrogate data and streamflow data were developed.
KW  - Bridge piers
KW  - Bridges
KW  - Cohesive soils
KW  - Contraction
KW  - Depth
KW  - Forecasting
KW  - Illinois
KW  - Scour
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45749/FHWA-ICT-13-025.pdf?sequence=2
UR  - https://trid.trb.org/view/1097595
ER  - 

TY  - RPRT
AN  - 01335440
AU  - Lodgher, Akhtar
AU  - Perkins, Judy A
AU  - Yang, Yonggao
AU  - Jones, Erick
AU  - Hawkins, H Gene
AU  - Texas Transportation Institute
AU  - Prairie View A&M University
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility and Applications of RFID Technologies to Support Right-of-Way Functions: Technical Report
PY  - 2010/08//Technical Report
SP  - 116p
AB  - Radio frequency identification device (RFID) technology provides the capability to store a unique identification number and some basic attribute information, which can be retrieved wirelessly. This research project studied the feasibility of using RFID technology to support managing assets in the Texas Department of Transportation (TxDOT) right-of-way (ROW). The project focused on using RFID to support managing utilities, outdoor advertising, ROW marker/survey control, and other highway infrastructure features and attributes. Research activities included synthesizing existing information on RFID applications and specific information on utility management, conducting laboratory evaluations of the performance of RFID tags in selected buried applications, developing an integration schema for RFID application, assessing the feasibility of TxDOT using or requiring RFID to manage assets in the ROW, and identifying implementation opportunities for RFID in ROW applications. RFID markers are commercially available for identifying underground utilities and are used by some utility companies for this purpose. But no state transportation agency has required their use on a widespread basis, although one agency has used such markers during a utility relocation project and found the application to have significant benefits. The research team found that RFID technology, while widely used for inventory control, has limited application for a transportation agency in the highway right-of-way. Based on the findings generated from the activities of this project, the research team does not recommend the widespread use of RFID technologies for managing assets in the ROW. However, the research team found that there may be some benefits to using RFID technology in limited applications, such as utility relocation projects and survey monumentation.
KW  - Asset management
KW  - Feasibility analysis
KW  - Public utilities
KW  - Radio frequency identification
KW  - Right of way (Land)
KW  - Roadside advertising
KW  - Underground utility lines
UR  - http://tti.tamu.edu/documents/0-6142-1.pdf
UR  - http://ntl.bts.gov/lib/36000/36000/36042/0-6142-1.pdf
UR  - https://trid.trb.org/view/1098928
ER  - 

TY  - RPRT
AN  - 01329779
AU  - Rakauskas, Michael
AU  - Creaser, Janet
AU  - Manser, Michael
AU  - Graving, Justin
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Validation Study – On-Road Evaluation of the Cooperative Intersection Collision Avoidance System – Stop Sign Assist Sign: CICAS-SSA Report #5
PY  - 2010/08//Final Report
SP  - 107p
AB  - The CICAS-SSA sign is a roadside driver support system that is intended to improve gap rejection at rural stop-controlled intersections. The CICAS-SSA system tracks vehicle locations on a major roadway and then displays a message to a driver on the minor road via an active LED icon-based sign. The basis of this sign is a “Divided Highway” sign that is commonly presented in traffic environments. Overlaid on the roadways of the sign are yellow or red icons that represent approaching vehicles that are at a distance at which the driver on the minor road should proceed with caution or at a distance that is considered unsafe to enter the intersection. Previous research conducted in a driving simulation environment indicated potentially beneficial changes in driver decision-making relative to approaching vehicle gap sizes and indicated that drivers perceive the system as being both useful and satisfying. While simulation-based evaluations provide a wealth of useful information, their ability to replicate the full array of behavioral, cognitive, and perceptual elements of a driving environment do have some limitations. It is because of these limitations that it is useful to confirm simulation-based findings in a real-world environment. The primary goal of the current work was to evaluate the candidate CICAS-SSA sign in a real-world setting to confirm previously identified benefits and identify any unintended consequences of sign usage. This goal was accomplished through a validation field test performed at the intersection of US Highway 52 and County Road 9 in Southern Minnesota. The findings of the work are summarized in this report.
KW  - Behavior
KW  - Cooperative Intersection Collision Avoidance System
KW  - Countermeasures
KW  - Field studies
KW  - Gap acceptance
KW  - Highway safety
KW  - Intersections
KW  - Rural highways
KW  - Stop signs
KW  - Traffic crashes
KW  - Warning signs
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_doc5.pdf
UR  - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1452
UR  - https://trid.trb.org/view/1090902
ER  - 

TY  - RPRT
AN  - 01329731
AU  - Gorjestani, Alec
AU  - Menon, Arvind
AU  - Cheng, Pi-Ming
AU  - Shankwitz, Craig
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - The Design of a Minimal Sensor Configuration for a Cooperative Intersection Collision Avoidance System—Stop Sign Assist: CICAS-SSA Report #2
PY  - 2010/08//Final Report
SP  - 61p
AB  - The deployment of a Cooperative Intersection Collision Avoidance System – Stop Sign Assist (CICAS-SSA) can save lives by addressing the causal factor of crashes at rural thru-Stop intersection: drivers who stop on the minor leg of the intersection, improperly assess the gaps in the traffic on the major leg, proceed, and are then hit. The prototype CICAS-SSA system consisted of a network of sensors covering both the minor and the major legs of the intersection. Sensors on the minor road monitored the approach of vehicles and classified them based on their length and height. Sensors along the major road were arrayed to track vehicles (and the gaps between them) approaching the crossroads from 2000 feet away as a means to ensure that the tracking algorithm had sufficient time to “lock on” and track all approaching vehicles. Because cost is a primary concern for any highway safety application, the development of a “minimal sensor set” which would provide adequate safety performance for minimum cost was paramount to the success of the CICAS-SSA program. This report documents the development of this minimal sensor configuration.
KW  - Arterial highways
KW  - Cooperative Intersection Collision Avoidance System
KW  - Gap acceptance
KW  - Highway safety
KW  - Intersections
KW  - Rural highways
KW  - Secondary roads
KW  - Sensors
KW  - Stop signs
KW  - Traffic crashes
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1446
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_docrpt2.pdf
UR  - https://trid.trb.org/view/1090892
ER  - 

TY  - RPRT
AN  - 01329730
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Na, Mo'oud
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Numerical Analysis of Dense Narrow Backfills for Increasing Lateral Passive Resistance
PY  - 2010/08//Final Report
SP  - 210p
AB  - Previously, full-scale lateral load tests conducted on pile caps with different aspect ratios showed that placement of a narrow, dense backfill zone against the cap could substantially increase the passive resistance. The objective of this study is to develop design equations to predict the increased passive resistance for these limited width backfills for both 2D and 3D conditions. For this purpose, the finite element program, PLAXIS 2D was used to investigate the 2D or plane strain passive resistance. To validate the procedure, numerical results were calibrated against analytical results obtained from PYCAP and ABUTMENT. The analytical models were additionally validated by comparison with measured ultimate passive resistances. The calibrated model was then used to simulate the passive behavior of limited width gravel backfills. Parametric studies were also executed to evaluate the influence of a range of selected design parameters, related to the pile cap geometry and backfill soil type, on the passive resistance of limited width backfills. Numerical results indicated that significant increases in passive resistance could be expected for long abutment walls where end effects are less pronounced and the geometry is closer to a plane strain condition. Based on results obtained from the parametric studies, a design method was developed for predicting the ultimate passive resistance of limited width backfills, for both plane strain and 3D geometries. Comparisons between measured and numerical results indicated that using the Brinch- Hansen 3D correction factor, R3D, as a multiplier to the plane strain resistances, will provide a conservative estimate of the actual 3D passive response of a pile cap with a limited width backfill.
KW  - Backfilling
KW  - Gravel
KW  - Lateral loads
KW  - Numerical analysis
KW  - Passive resistance
KW  - Pile caps
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=37916
UR  - http://www.udot.utah.gov/main/uconowner.gf?n=1789317676767302
UR  - https://trid.trb.org/view/1090431
ER  - 

TY  - RPRT
AN  - 01329715
AU  - Grejner-Brzezinska, Dorota A
AU  - Edwards, Karla
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of GEOID09 for Height Conversion in Ohio
PY  - 2010/08
SP  - 50p
AB  - This study evaluates Height Modernization issues related to NGS hybrid geoid performance (specifically GEIOD09 and GEOID03) for height conversions between NAVD88 and NAD83 for the state of Ohio and quality of gravity and height data needed to produce a cm-accurate gravimetric geoid. The hybrid geoid is of particular significance in this study, because an accurate hybrid geoid would support both accurate height conversions as well as improve orthometric (MSL) height determination, facilitating the almost-total replacement (except in GPS-antagonistic environments) of traditional leveling exercises by GPS leveling, a much more cost- and labor-efficient heighting technique than its traditional counterpart.
KW  - Ellipsoid heights
KW  - Geoids
KW  - Global Positioning System
KW  - Height
KW  - Leveling
KW  - Modernization
KW  - Ohio
UR  - http://worldcat.org/oclc/698181347/viewonline
UR  - https://trid.trb.org/view/1089737
ER  - 

TY  - RPRT
AN  - 01328482
AU  - Yu, Xiong
AU  - Yu, Xinbao
AU  - Case Western Reserve University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Field Monitoring of Scour Critical Bridges: A Pilot Study of Time Domain Reflectometry Real Time Automatic Bridge Scour Monitoring System
PY  - 2010/08//Final Report
SP  - 213p
AB  - Scour is a major threat to the safety of bridges. Instruments for the measurement and monitoring of bridge scour are necessary to study scour processes and to support bridge management. The lack of robust and economical scour monitoring devices prevents the implementation of a bridge scour monitoring program among bridge owners. This project explores the design and analyses of scour sensors using principles of Time Domain Reflectometry (TDR). The performance of a scour probe was first tested in laboratory simulated scour experiments. Three different signal analyses methods were developed to obtain the scour depth from TDR signals. Besides scour depth, additional information related to scour assessment, i.e. sediment density and electrical conductivity of water, were also determined from TDR signals. The sensing principles and analysis algorithms were validated from simulated scour tests under various conditions which are expected to be encountered in the field. The field conditions considered included: variation of sediment types, water conductivity, turbidity, air entrapment, and water elevation. These further validated the robustness of the scour sensing principles. Upon validation, a field worthy sensor was designed. The sampling area and effective measured dielectric constant were determined using a finite element analysis method. Evaluation of the sensor indicated that it was able to successfully monitor the scour processes (scour and refill) in real-time with high accuracy. Six TDR bridge scour sensor were installed at BUT-122-0606 bridge on SR 122 over the Great Miami River in Butler County, with assistance of project partners GRL Engineers Inc., and J&L laboratories. Automatic monitoring units were installed to automatically taking scour sensor signals and wireless transmitting the sensor data. The sensors were installed using routine geotechnical site investigation tools and procedures. High quality signals were obtained, from which the development of scour adjacent to bridge piers were measured. The results are reasonable. The pilot study points to the promise of this new technology for long term bridge scour monitoring purpose. Continued evaluation and refinement of this new scour monitoring sensor system is highly recommended.
KW  - Bridges
KW  - Monitoring
KW  - Scour
KW  - Sensors
KW  - Structural health monitoring
KW  - Time domain reflectometers
UR  - http://worldcat.org/oclc/698673119/viewonline
UR  - https://trid.trb.org/view/1089507
ER  - 

TY  - SER
AN  - 01328162
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Do, Ann
AU  - Federal Highway Administration
TI  - Effects of Yellow Rectangular Rapid-Flashing Beacons on Yielding at Multilane
Uncontrolled Crosswalks
PY  - 2010/08
SP  - 4p
AB  - This document is a technical summary of the Federal Highway Administration report, Effects of Yellow Rectangular Rapid-Flashing Beacons on Yielding at Multilane Uncontrolled Crosswalks (FHWA-HRT-10-043). This study examined the effects of side-mounted yellow light-emitting diode (LED) rectangular rapid-flashing beacons (RRFBs) at uncontrolled marked crosswalks in a series of experiments. Many methods have been examined to increase driver yielding behavior to pedestrians at multilane crosswalks at uncontrolled sites with relatively high average daily traffic (ADT). Only treatments that employ a red phase have consistently produced sustained high levels of yielding in previous studies.  A series of five experiments examined the efficacy of RRFBs to increase driver yielding behavior. These studies examined the effects of RRFBs at 22 sites in 3 cities in the United States (St. Petersburg, FL; Washington, DC; and Mundelein, IL). Data were also collected over a 2-year follow-up period at 18 of these sites to determine the long-term effects of the RRFB treatments. Another objective of the study was to compare the RRFB with a traditional overhead yellow flashing beacon and a side-mounted traditional yellow flashing beacon. A final objective of the study was to attempt to identify ways to further increase the effectiveness of the treatment. Variants subjected to evaluation included mounting additional units on a median or pedestrian refuge island and aiming the RRFB system to maximize brightness at a target site.
KW  - Crosswalks
KW  - Flashing beacons
KW  - Highway traffic control
KW  - Light emitting diodes
KW  - Multilane traffic
KW  - Unsignalized intersections
KW  - Yellow
KW  - Yield (Traffic)
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10046/10046.pdf
UR  - https://trid.trb.org/view/1086576
ER  - 

TY  - RPRT
AN  - 01328143
AU  - Federal Highway Administration
TI  - Highway Safety Improvement Program Assessment Toolbox
PY  - 2010/08
SP  - 66p
AB  - The Highway Safety Improvement Program (HSIP) is established under 23 U.S.C. 148 with the primary purpose of achieving a significant reduction in traffic fatalities and serious injuries on public roads. The HSIP encompasses the Strategic Highway Safety Plan (SHSP), the State’s Highway Safety Improvement Program (State HSIP), which includes the High Risk Rural Roads program (HRRRP), and the Railway-Highway Grade Crossing Program (RHGCP). The HSIP Assessment Toolbox presents information to assist SDOTs, FHWA Division Offices and other safety partners (i.e., Metropolitan Planning Organizations), as appropriate, with HSIP-related program assessments. Each type of program assessment is described in detail within the toolbox, while supporting resources are provided in the appendices.
KW  - Evaluation and assessment
KW  - Highway safety
KW  - Improvements
KW  - Program evaluation
KW  - Safety programs
UR  - http://safety.fhwa.dot.gov/hsip/resources/fhwasa10017/fhwasa10017.pdf
UR  - https://trid.trb.org/view/1086321
ER  - 

TY  - RPRT
AN  - 01325004
AU  - Gorjestani, Alec
AU  - Menon, Arvind
AU  - Cheng, Pi-Ming
AU  - Newstrom, Bryan
AU  - Shankwitz, Craig
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Intelligent Transportation Systems Institute
AU  - Federal Highway Administration
TI  - Macroscopic Review of Driver Gap Acceptance and Rejection Behavior at Rural Thru-Stop Intersections in the US – Data Collection Results for Eight States: CICAS-SSA Report #3
PY  - 2010/08//Final Report
SP  - 77p
AB  - Crashes at rural thru-stop intersections arise primarily from a driver attempting to cross or enter the mainline traffic stream after failing to recognize an unsafe gap condition. Because the primary cause of these crashes is not failure to stop, but failure to recognize an unsafe condition, the US DOT FHWA, Mn/DOT, and the University of Minnesota ITS Institute undertook the CICAS-SSA program. CICAS-SSA uses roadside radar sensors, a computer processor and algorithms to determine unsafe conditions, and an active LED icon based sign to provide timely alerts and warnings which are designed to reduce the frequency of crashes at rural expressway intersections. These rural, thru-stop crashes are problems in many states. In conjunction with the CICAS-SSA program, Mn/DOT and the University of Minnesota led a nine-state (CA, GA, IA, MI, MN, NC, NH, NV, and WI) pooled-fund study whereby driver behavior data at rural thru-stop intersections was collected by the Minnesota Mobile Intersection Surveillance System (MMISS). The ultimate goal of the pooled fund study and the analysis of that data described here, was to identify whether drivers in different regions of the county exhibit different gap acceptance/rejection behavior, and if different driver behaviors are identified, determine whether they are different enough to inhibit the deployment of a common CICAS-SSA design throughout the US. The analysis of the data indicated that the system can indeed be deployed nationally.
KW  - Behavior
KW  - Drivers
KW  - Gap acceptance
KW  - Highway safety
KW  - Regions
KW  - Rural highways
KW  - States
KW  - Traffic crashes
KW  - United States
KW  - Unsignalized intersections
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1448
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_docrpt3.pdf
UR  - https://trid.trb.org/view/1086285
ER  - 

TY  - RPRT
AN  - 01325000
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Cummins, Colin R
AU  - Pruett, Joshua M
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Dynamic Passive Pressure on Abutments and Pile Caps
PY  - 2010/08//Final Report
SP  - 255p
AB  - This study investigated the lateral load response of a full-scale pile cap with nine different backfill conditions, more specifically being: 1) no backfill present (baseline response), 2) densely compacted clean sand, 3) loosely compacted clean sand, 4) densely compacted fine gravel, 5) loosely compacted fine gravel, 6) densely compacted coarse gravel, 7) loosely compacted coarse gravel, 8) a 3-ft wide densely compacted fine gravel zone with loosely compacted clean sand backfill, and 9) a 6-ft wide densely compacted fine gravel zone with loosely compacted clean sand backfill. The pile cap was loaded using a combination of hydraulic load actuators and an eccentric mass shaker. The actuators were used to slowly push (statically load) the pile cap to incrementally larger target displacement levels. At each displacement level, the actuators were used to cyclically displace the pile cap a small distance, and the shaker was used to apply a dynamic loading on top of the static holding force from the actuators. Hence, the results presented in this report address static, cyclic, and dynamic loadings. The results of this study include horizontal load versus displacement relationships for the pile cap with differing backfill conditions and earth pressure distributions along the pile cap face. The results also include comparisons between measured and theoretically-based or calculated values. Additional results include descriptions of vertical displacement, horizontal displacement and cracking of the backfill. The stiffness and damping for the pile cap with the different backfill conditions were also determined.
KW  - Backfill soils
KW  - Backfilling
KW  - Bridge abutments
KW  - Dynamic loads
KW  - Load tests
KW  - Passive earth pressure
KW  - Pile caps
KW  - Repeated loads
KW  - Static loads
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=37917
UR  - http://www.udot.utah.gov/main/uconowner.gf?n=1838712787279376
UR  - http://ntl.bts.gov/lib/35000/35400/35442/UT.10-18_NEW.pdf
UR  - https://trid.trb.org/view/1086081
ER  - 

TY  - RPRT
AN  - 01324957
AU  - Kim, Sang-Soo
AU  - EZ Asphalt Technology, LLC
AU  - Federal Highway Administration
TI  - Asphalt Binder Cracking Device to Reduce Low Temperature Asphalt Pavement Cracking
PY  - 2010/08//Final Project Report
SP  - 36p
AB  - The main objectives of this project are to refine the ABCD test method and to conduct the ABCD interlaboratory study (ILS). During Phase 1, ABCD test equipment and test procedures were refined. During Phase 2, five units of ABCD were manufactured and tested for an ABCD ILS. Thirty one laboratories volunteered for the ABCD ILS. Following manufacturing and testing, the units were delivered to the first five participating laboratories. As a laboratory finished the ILS testing, the unit was repacked and shipped to the next waiting laboratory. Due to the larger than expected number of volunteering laboratories, the original binder samples prepared for this ABCD ILS ran out in the middle of ILS testing . Replacement binder samples were used for the later part of ABCD ILS testing. The analyses of ABCD ILS were based on the data from 23 laboratories that used the original binder samples. With very limited experience with the ABCD equipment and test procedure, almost all participating laboratories were able to complete the ABCD ILS successfully without major difficulty. Ten laboratories also volunteered to participate in Bending Beam Rheometer (BBR) critical temperature ILS. The results of ABCD and BBR ILS indicated that the precision estimates of ABCD cracking temperature and those of the BBR critical temperature were comparable. The standard deviation of the ABCD cracking temperature, the strain jump, and the fracture strength for single operator ABCD tests were 0.95°C, 5.48 με, and 0.86 MPa, respectively. The standard deviation of the ABCD cracking temperature, the strain jump, and fracture strength for multilaboratory ABCD test were 1.36°C, 7.21 με, and 1.13 MPa, respectively. The standard deviation of the BBR critical temperature for single operator and multilaboratory test were 0.44°C and 0.75°C, respectively when the critical temperatures were determined from an interpolation process where the BBR test results from two adjacent grading temperatures bracket the critical values of creep stiffness and m-value. The precision estimates of the BBR critical temperature are better than those of the ABCD cracking temperature. However, the BBR critical temperature alone cannot estimate the proper cracking temperature of asphalt binder. Strength test must be performed and combined with the BBR test results. Then, the precision of the resulting cracking temperature by BBR would be similar to that of ABCD cracking temperature. To further improve the precision of ABCD test results, No-Trim ABCD test procedure was developed. An experiment performed with limited number of binders showed that the steps for trimming and lubrication of the silicone mold in the current ABCD procedure could be eliminated. Based on these findings, a revised ABCD test procedure was developed and presented in this report. The No-Trim ABCD test procedure is expected to improve the precision of ABCD test results, especially the multilaboratory precision estimates.
KW  - Asphalt pavements
KW  - Bituminous binders
KW  - Cracking
KW  - Laboratory tests
KW  - Test procedures
UR  - http://www.fhwa.dot.gov/hfl/partnerships/asphalt/ez/ez.pdf
UR  - https://trid.trb.org/view/1086282
ER  - 

TY  - RPRT
AN  - 01324948
AU  - Gorjestani, Alec
AU  - Menon, Arvind
AU  - Cheng, Pi-Ming
AU  - Shankwitz, Craig
AU  - Donath, Max
AU  - University of Minnesota, Twin Cities
AU  - Intelligent Transportation Systems Institute
AU  - Federal Highway Administration
TI  - Determination of the Alert and Warning Timing for the Cooperative Intersection Collision Avoidance System - Stop Sign Assist Using Macroscopic and Microscopic Data: CICAS-SSA Report #1
PY  - 2010/08//Final Report
SP  - 65p
AB  - Crashes at rural thru-stop intersections arise primarily from a driver attempting to cross or enter the mainline traffic stream after failing to recognize an unsafe gap condition. Because the primary cause of these crashes is not failure to stop, but failure to recognize an unsafe condition, the US DOT FHWA, Mn/DOT, and the University of Minnesota ITS Institute undertook the Cooperative Intersection Collision Avoidance System – Stop Sign Assist (CICAS-SSA) program. CICAS-SSA uses roadside radar sensors, a computer processor and algorithms to determine unsafe conditions, and an active LED icon based sign to provide timely alerts and warnings which are designed to reduce the frequency of crashes at rural expressway intersections. The focus of this report is the alert and warning timing used to provide a driver with assistance in recognizing and taking appropriate action when presented a gap which could be considered unsafe. The work presented herein uses both macroscopic data collected by roadside sensors and data acquisition equipment in Minnesota, Wisconsin, and North Carolina, and microscopic data collected using an instrumented vehicle and test subjects at the Minnesota Research Intersection, located at the intersection of US Hwy 52 and Goodhue County Road 9. Three tenets that are particularly germane to the determination of alert and warning timing for the CICAS-SSA system are: (1) the system does not help a driver choose a safe gap; it is designed to assist a driver with unsafe gap rejection, (2) it indicates when it is unsafe to proceed, not when it is safe to proceed, and (3) it must complement good decision making, and address those instances where poor decision making could lead to a crash.
KW  - Crash rates
KW  - Decision making
KW  - Drivers
KW  - Gap acceptance
KW  - Highway safety
KW  - Rural highways
KW  - Traffic crashes
KW  - Unsignalized intersections
KW  - Warning signs
KW  - Warning timing
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1444
UR  - http://www.its.dot.gov/research_docs/pdf/cicas_tech_doc1-5.pdf
UR  - https://trid.trb.org/view/1086286
ER  - 

TY  - RPRT
AN  - 01322465
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Heiner, Luke
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Passive Force-Deflection Behavior for Abutments with MSE Confined Approach Fills
PY  - 2010/08//Final Report
SP  - 83p
AB  - Approach fills behind bridge abutments are commonly supported by wrap-around mechanically stabilized earth (MSE) walls; however the effect of this geometry on passive force development is unknown. This report describes the first large-scale tests to evaluate passive force-deflection curves for abutments with MSE wingwalls. A test was also performed with fill extending beyond the edge of the abutment wall for comparison. The abutment wall was simulated with a pile supported cap 5.5 ft high, 11 ft wide, and 15 ft long in the direction of loading. The backfill behind the pile cap consisted of clean sand compacted to 96% of the modified Proctor maximum density. As the pile cap was loaded laterally, pressure on the MSE wall led to pull-out of the steel reinforcing grids and the MSE wall panels moved outward about 2% of the wall height when the ultimate passive force developed. Despite pullout, the passive force per effective width was 28 kips/ft for the pile cap with MSE wingwalls compared to 22.5 kips/ft for the cap without wingwalls. Nevertheless, the passive force with the MSE wingwalls was still only 76% of the resistance provided by the cap with fill extending beyond the edges. The pile cap with MSE walls required greater movement to reach the ultimate passive force (deflection of 4.2% of wall height vs. 3%). The Caltrans method provided good agreement with the measured passive resistance while the log spiral method required the use of a higher plane strain friction angle to provide reasonable agreement.
KW  - Bridge abutments
KW  - Deflection
KW  - Earth pressure
KW  - Earth walls
KW  - Load tests
KW  - Mechanically stabilized earth
KW  - Passive forces
UR  - http://udot.utah.gov/main/uconowner.gf?n=17433513304748492
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=36592
UR  - https://trid.trb.org/view/1082899
ER  - 

TY  - RPRT
AN  - 01321166
AU  - Anderson, R
AU  - Yunk, Karen
AU  - Lovas, D
AU  - Scism, M
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Noteworthy Practices: Addressing Safety on Locally-Owned and Maintained Roads. A Domestic Scan.
PY  - 2010/08
SP  - 74p
AB  - Locally-owned road safety remains a challenge to many States. Several States have shown measured success in addressing local road safety. Seven States were identified to participate in the Local Road Safety Domestic Scan, allowing a team of transportation professionals from the Federal, State, and local levels to visit and document their practices. The Domestic Scan report identifies and documents practices in the planning, programming, and implementation of efforts to improve local road safety. Practices are presented in data collection and analysis; local project identification; local project administration; funding; training and technical assistance; outreach and partnerships between State Departments of Transportation (DOTs) and local agencies. The report provides States with valuable information to launch a local road safety program or implement documented practices to improve an established program.
KW  - Crash data
KW  - Education and training methods
KW  - Highway maintenance
KW  - Highway safety
KW  - Law enforcement
KW  - Metropolitan planning organizations
KW  - Transportation planning
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa10027/
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa10027/fhwasa10027.pdf
UR  - https://trid.trb.org/view/1075124
ER  - 

TY  - RPRT
AN  - 01321099
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Kwon, Ku Hyun
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Lateral Pile Cap Load Tests with Gravel Backfill of Limited Width
PY  - 2010/08//Final Report
SP  - 44p
AB  - This study investigated the increase in passive force produced by compacting a dense granular fill adjacent to a pile cap or abutment wall when the surrounding soil is in a relative loose state.  Lateral load tests were performed on a pile cap with three backfills to evaluate the static and dynamic behavior.  One backfill consisted of loose silty sand while the other two consisted of dense gravel zones 3 ft. (0.91 m) and 6 ft. (1.82 m) wide between the pile cap and the loose silty sand.  The 3 ft. and 6 ft. wide dense gravel zones increased the lateral resistance by 75% to 150% and 150% to 225%, respectively, relative to the loose silty sand backfill.  Despite being thin relative to the overall shear length, the 3 ft. and 6 ft. wide gravel zones increased  lateral resistance to 59% and 83%, respectively, of the resistance that would be provided by a backfill entirely composed of dense gravel.  The dynamic stiffness for the pile cap with the gravel zone decreased about 10% after 15 cycles of loading, while the damping ratio remained relatively constant with cycling.  Dynamic stiffness increased by about 10% to 40% at higher deflections, while the damping ratio decreased from an initial value of about 0.30 to around 0.26 at higher deflections.
KW  - Abutments
KW  - Backfill soils
KW  - Force
KW  - Gravel
KW  - Lateral loads
KW  - Load tests
KW  - Mechanics
KW  - Pile caps
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=36230
UR  - http://www.udot.utah.gov/main/uconowner.gf?n=1838628586274452
UR  - http://ntl.bts.gov/lib/35000/35400/35443/UT-10.17.pdf
UR  - https://trid.trb.org/view/1082125
ER  - 

TY  - RPRT
AN  - 01321094
AU  - Rollins, Kyle M
AU  - Stenlund, Tony E
AU  - Brigham Young University
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Laterally Loaded Pile Cap Connections
PY  - 2010/08//Final Report
SP  - 133p
AB  - This study investigated the moment capacity and load-displacement response of the pile-to-cap connection details.  Lateral load tests were conducted on four pile caps (3 ft. H x 3 ft. W x 6.5 ft. L) with two 40 foot-long steel pipe piles (12.75 inch OD) with different connection details.  Two caps included a reinforced connection detail with six or 12 inch pile embedment while the other two relied exclusively on their respective embedment lengths of 12 and 24 inches.  A hydraulic ram was used to apply a cyclic lateral force to each of these pile caps until failure occurred.  Load-displacement curves were developed for each cap and bending moments were computed from strain measurements in the piles.  The pile cap with piles embedded two diameters (24 inches) into the cap performed successfully.  In contrast, a cap with piles embedded only one diameter failed after developing a large crack through the entire cap.  The two pile caps with shallow embedment (0.5 to 1.0 diameter) and a reinforcing cage connection still developed at least 40% to 60% of the moment capacity of the pile which was much greater than predicted by PCI design equations based only on embedment.  The load-displacement curves and bending moments computed using the computer program GROUP were in very good agreement with measured values when the pile connections were considered to be "fixed-head".  However, assuming a "free-head" or pinned connection significantly overestimated displacement even for the connection with only 6 inches of embedment.  These results suggest that it is relatively difficult to create a truly pinned connection detail and that some connections which are assumed to be pinned may actually behave more like fixed connections.
KW  - Lateral loads
KW  - Load tests
KW  - Pile caps
KW  - Structural connection
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=38070
UR  - http://www.udot.utah.gov/main/uconowner.gf?n=1838506422268074
UR  - http://ntl.bts.gov/lib/35000/35400/35444/UT-10.16.pdf
UR  - https://trid.trb.org/view/1082233
ER  - 

TY  - RPRT
AN  - 01226649
AU  - Mileski, Joan P
AU  - Thrailkill, Robert
AU  - Haupt, Karl
AU  - Lane, John
AU  - McMullen, William
AU  - Gunn, Joshua
AU  - Kruse, C James
AU  - Bierling, David
AU  - Olson, Leslie E
AU  - Huang, Jun
AU  - Lorente, Paula
AU  - Texas Transportation Institute
AU  - Texas A&M University, Galveston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis and Recommendations on Protecting Waterways from Encroachment
PY  - 2010/08//Technical Report
SP  - 182p
AB  - The purpose of this project was to investigate and determine hazards to navigation (encroachments) in the Texas Portion of the Gulf Intracoastal Waterway (GIWW) that originate from shore, and to make recommendations for mitigating these hazards in the future. The research team collected various types of data to identify encroachment hazards and understand how and where obstacles are built including incident data from the U. S. Coast Guard; survey information from vessel operators; data from physical inspection of the waterway; survey information from developers, economic development corporations, and shippers; survey information from county and local officials in all coastal counties; and information on permitting procedures data from the various federal, state, and local jurisdictions involved with shoreline development. This study concludes that the major problems caused by development of structures that encroach into the waterway are the narrowing of the channel, lack of strategic mooring or push-in (hold-up) places needed in inclement weather, and congestion caused by additional inexperienced recreational boaters. This study results in a guidebook for permitters and a guidebook for developers on the types and quantity of structures that should be permitted along the GIWW. The guidebooks should help develop and permit “smart” development with regard to navigation through better cooperation between governmental agencies on permitting development and a focus on the agglomeration, clustering, and density of development on the waterway, and increased cooperation between developers, governmental agencies, and the barge industry in maintaining the GIWW for its primary use of moving goods effectively and efficiently to promote and support Texas and U.S. commerce.
KW  - Development
KW  - Encroachment
KW  - Guidelines
KW  - Gulf Intracoastal Waterway
KW  - Preservation
KW  - Waterways
UR  - http://tti.tamu.edu/documents/0-6225-1.pdf
UR  - https://trid.trb.org/view/987151
ER  - 

TY  - RPRT
AN  - 01226641
AU  - Zhou, Fujie
AU  - Fernando, Emmanuel
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development, Calibration, and Validation of Performance Prediction Models for the Texas M-E Flexible Pavement Design System
PY  - 2010/08//Technical Report
SP  - 216p
AB  - This study was intended to recommend future directions for the development of TxDOT’s Mechanistic-Empirical (TexME) design system. For stress predictions, a multi-layer linear elastic system was evaluated and its validity was verified by comparing the measured tensile strains under accelerated pavement (ALF) loading with the computed values. After reviewing all existing pavement performance models, the VESYS model was recommended for predicting flexible pavement layer rutting and an Overlay Tester-based fatigue cracking model was proposed, which includes both crack initiation and propagation models. For hot-mix asphalt (HMA) rutting predictions, the dynamic modulus test and repeated load test are proposed to provide material properties. The proposed HMA rutting model was calibrated using the rutting data from the NCAT test track and the Texas LTPP-SPS 5 test sections. The proposed fatigue cracking models were calibrated with performance data from NCAT. Resilient modulus and permanent deformation testing is recommended for base and subgrade materials and future research efforts are required to improve the repeatability of the permanent deformation test. For stabilized bases the traditional fatigue models are recommended and calibration factors were proposed based on existing accelerated pavement test data. A field experiment was conducted to evaluate the adequacy of the LoadGage program to compute allowable axle load limits for thin pavements. On sections trafficked to failure, very good results were obtained when moisture correction factors were applied to the laboratory measured engineering properties. Implementation should proceed by incorporating the proposed models and default material properties into a design software package, upgrading the available repeated load equipment, performing additional calibration, and developing additional default values for a wider range of Texas materials.
KW  - Accelerated tests
KW  - Fatigue cracking
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Pavement performance
KW  - Repeated loads
KW  - Rutting
UR  - http://tti.tamu.edu/documents/0-5798-2.pdf
UR  - https://trid.trb.org/view/986540
ER  - 

TY  - RPRT
AN  - 01226639
AU  - Fernando, Emmanuel G
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Rainfall and Regional Factors for Maintenance Cost Allocation
PY  - 2010/08//Technical Report
SP  - 66p
AB  - The existing formulas used by the Texas Department of Transportation (TxDOT) to allocate the statewide maintenance budget rely heavily on inventory and pavement evaluation data. These formulas include regional factors and rainfall indices that vary by district to account for differences in environmental and soil factors across the state. The existing regional factors were developed in the 1990s and were intended to reflect differences in environmental and soil factors between districts. It is not known how these factors were calculated since no documentation is available that explains their development. Since the regional factors were introduced, the Texas Transportation Institute has completed a project in which a database of climatic and soil factors were compiled to characterize the variation of climatic and soil conditions across Texas. TxDOT’s Maintenance Division realized the potential value of using this information and directed an implementation project to re-examine the existing regional and rainfall factors with the objective of revising the current factors to better reflect differences in climatic and soil conditions between districts. This report documents the evaluation of the existing rainfall and regional factors and the development of a revised set of factors for maintenance cost allocation.
KW  - Climatic regions
KW  - Cost allocation
KW  - Maintenance
KW  - Rainfall
UR  - http://tti.tamu.edu/documents/5-4519-01-1.pdf
UR  - https://trid.trb.org/view/982128
ER  - 

TY  - RPRT
AN  - 01226629
AU  - Lee, Doh-Won
AU  - Zietsman, Josias
AU  - Farzaneh, Mohamadreza
AU  - Johnson, Jeremy
AU  - Ramani, Tara
AU  - Protopapas, Annie
AU  - Overman, John
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Characterization of In-Use Emissions from TxDOT's Non-Road Equipment Fleet - Final Report
PY  - 2010/08//Final Report
SP  - 140p
AB  - The objective of this document is to present the findings of the study characterizing in-use emissions of TxDOT’s non-road diesel equipment. This document presents literature reviews of emission reduction technologies and emission control measures practiced by the state of Texas and other states, discusses selection of TxDOT’s non-road equipment and emission reduction technologies for emissions testing, and shows the in-use emissions of TxDOT’s diesel equipment before and after installing and utilizing the selected emission reduction technologies (hydrogen enrichment and fuel additive technologies) using portable emission measurement systems (PEMS). Emissions measurements and data comparison and analysis have been performed with the technologies. The selected technologies did not show statistically significant NOx emissions reductions. From additional analysis with other pollutants, both technologies did not show any benefits in terms of emissions reductions. An optimization model has also been developed as part of this research and can be used to maximize the benefit of deploying other emission reduction technologies (that are proven effective) among TxDOT’s non-road diesel fleet.
KW  - Air quality management
KW  - Construction and maintenance equipment
KW  - Diesel engine exhaust gases
KW  - Diesel engines
KW  - Emission control devices
KW  - Measurement
KW  - Nitrogen oxides
KW  - Portable Emissions Measurement System
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5955-2.pdf
UR  - https://trid.trb.org/view/984439
ER  - 

TY  - RPRT
AN  - 01226628
AU  - Chaudhary, Nadeem A
AU  - Chu, Chi-Leung
AU  - Sunkari, Srinivasa R
AU  - Balke, Kevin N
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Operating Congested Traffic Signals
PY  - 2010/08//Technical Report
SP  - 120p
AB  - The objective of this project was to develop guidelines for mitigating congestion in traffic signal systems. As part of the project, researchers conducted a thorough review of literature and developed preliminary guidelines for combating congestion. Then, the researchers conducted a survey of selected practitioners in Texas to get feedback on their concerns about congestion and opinions about a list of strategies developed after literature review. Researchers also conducted simulation studies to analyze the impact of bay length, traffic distribution, and phasing sequence selection on the throughput capacity of left-turn bay and adjacent through lane under loaded traffic conditions. Researchers also conducted field and simulation studies to show the applications of preliminary guidelines. Finally, they modified guidelines to account for lessons learned through field studies.
KW  - Throughput (Traffic)
KW  - Traffic congestion
KW  - Traffic distribution
KW  - Traffic queuing
KW  - Traffic signal control systems
KW  - Traffic signal phases
KW  - Traffic simulation
UR  - http://tti.tamu.edu/documents/0-5998-1.pdf
UR  - https://trid.trb.org/view/982136
ER  - 

TY  - RPRT
AN  - 01226620
AU  - Freeman, Thomas J
AU  - Button, Joe W
AU  - Estakhri, Cindy K
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Effective Prime Coats for Compacted Pavement Bases
PY  - 2010/08//Technical Report
SP  - 150p
AB  - Prime coats have long been used to seal the surface pores in the base, thus reducing the migration of moisture and absorption of the first application of surface treatment binder, strengthen the granular base near its surface by binding the finer particles of aggregate, help protect the base from inclement weather and limited vehicular traffic before the next pavement layer is constructed, and promote adhesion between a granular base and a subsequently applied bituminous surface by precoating the surface of the base and by penetrating the voids near the surface. The main objective of this research project was to evaluate the effectiveness of prime coats and determine which combinations of methods and materials provide the most benefit to TxDOT. Testing methods and equipment were developed to measure the penetration of the prime coat into the base course and to determine the increase in adhesion and cohesion at the surface of the base course provided by the prime coat.
KW  - Base course (Pavements)
KW  - Compaction
KW  - Paving
KW  - Prime coats
KW  - Primers (Materials)
KW  - Road construction
KW  - Sealing compounds
UR  - http://tti.tamu.edu/documents/0-5635-1.pdf
UR  - https://trid.trb.org/view/984416
ER  - 

TY  - RPRT
AN  - 01226612
AU  - Middleton, Dan
AU  - Longmire, Ryan
AU  - Bullock, Darcy M
AU  - Charara, Hassan
AU  - Bullock, Darcy
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Proposed Test Protocol for Video Imaging Detection at Intersection Stop Lines
PY  - 2010/08
SP  - 30p
AB  - Test protocols for non-loop detectors have often required comparing the performance attributes of these detectors with those of loops or other point detectors, or to manual counts. However, that comparison is not always appropriate for a variety of reasons, and it does not provide all of the critical information needed to make acceptance or rejection decisions. In the case of video image vehicle detection systems (VIVDS), comparison with loops (i.e., simple count comparisons) provides only a limited glimpse on performance since the two systems have different perspectives on approaching vehicles. In all cases except those in which cameras are oriented vertically downward, cameras and loops or other pavement-based detectors detect vehicles at different points. Also, for VIVDS, factors such as the “aspect ratio” (ratio of horizontal distance to detection zones divided by the camera height) vary significantly, and these variables significantly impact the accuracy of camera-processor systems. The purpose of this document is to report on the development of a proposed concept for a VIVDS test protocol.
KW  - Evaluation and assessment
KW  - Intersections
KW  - Stop lines
KW  - Test protocols
KW  - Video imaging detectors
UR  - http://tti.tamu.edu/documents/0-6030-P2.pdf
UR  - https://trid.trb.org/view/982120
ER  - 

TY  - RPRT
AN  - 01225592
AU  - Vachal, Kimberly
AU  - Malchose, Donald
AU  - Benson, Laurel
AU  - Upper Great Plains Transportation Institute
AU  - North Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - Safety Insights and Indicators for North Dakota’s Teen Drivers
PY  - 2010/08
SP  - 39p
AB  - North Dakota teens have relatively high risk for crash injury and death. Analysis of a survey completed by 2,284 teens in the state shows age, driving exposure, driving experience, and demographics are interrelated factors in safety outcomes. The oldest teens are least likely to be consistent seat belt users. School grades are a strong demographic in teen driving safety – 80% of teens that reported A’s in school report high seat belt use compared to 25% of teens that reported F’s. Seat belt use is significantly higher among female teens, and for teens located in rural and western areas. Seat belt use has a negative correlation with crash involvement and ticket incidence. Models of safety indicators for licensed teen crashes, tickets, and seat belts are developed to better understand interrelated factors. Low driving exposure, high school grades, and high seat belt use are strong factors in positive safety outcomes. Control variables show safety outcomes vary by geography and region. Teens that completed private driver education did report a significantly higher rate of ticketing, compared to those with public education, but this relationship is not significant when other factors, such as age, geography, and experience, are controlled in the safety outcome model for tickets.
KW  - Academic grades
KW  - Age
KW  - Crash exposure
KW  - Crash injuries
KW  - Crash risk forecasting
KW  - Demographics
KW  - Driver education
KW  - Driver experience
KW  - Fatalities
KW  - Gender
KW  - North Dakota
KW  - Seat belt use
KW  - Seat belts
KW  - Surveys
KW  - Teenage drivers
KW  - Traffic violations
UR  - http://www.ugpti.org/pubs/pdf/DP230.pdf
UR  - https://trid.trb.org/view/986734
ER  - 

TY  - RPRT
AN  - 01225590
AU  - Diefenderfer, Stacey D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of the Mechanistic-Empirical Pavement Design Guide Performance Predictions: Influence of Asphalt Material Input Properties
PY  - 2010/08//Final Report
SP  - 49p
AB  - The "Guide for Mechanistic-Empirical Design of New and Rehabilitated Pavement Structures" (MEPDG) is an improved methodology for pavement design and the evaluation of paving materials. The Virginia Department of Transportation (VDOT) is expecting to transition to using the MEPDG methodology in the near future. The purpose of this research was to support this implementation effort. A catalog of mixture properties from 11 asphalt mixtures (3 surface mixtures, 4 intermediate mixtures, and 4 base mixtures) was compiled along with the associated asphalt binder properties to provide input values. The predicted fatigue and rutting distresses were used to evaluate the sensitivity of the MEPDG software to differences in the mixture properties and to assess the future needs for implementation of the MEPDG. Two pavement sections were modeled: one on a primary roadway and one on an interstate roadway. The MEPDG was used with the default calibration factors. Pavement distress data were compiled for the interstate and primary route corresponding to the modeled sections and were compared to the MEPDG-predicted distresses. Predicted distress quantities for fatigue cracking and rutting were compared to the calculated distress model predictive errors to determine if there were significant differences between material property input levels. There were differences between all rutting and fatigue predictions using Level 1, 2, and 3 asphalt material inputs, although not statistically significant. Various combinations of Level 3 inputs showed expected trends in rutting predictions when increased binder grades were used, but the differences were not statistically significant when the calibration model error was considered. Pavement condition data indicated that fatigue distress predictions were approximately comparable to the pavement condition data for the interstate pavement structure, but fatigue was over-predicted for the primary route structure. Fatigue model predictive errors were greater than the distress predictions for all predictions. Based on the findings of this study, further refinement or calibration of the predictive models is necessary before the benefits associated with their use can be realized. A local calibration process should be performed to provide calibration and verification of the predictive models so that they may accurately predict the conditions of Virginia roadways. Until then, implementation using Level 3 inputs is recommended. If the models are modified, additional evaluation will be necessary to determine if the other recommendations of this study are impacted. Further studies should be performed using Level 1 and Level 2 input properties of additional asphalt mixtures to validate the trends seen in the Level 3 input predictions and isolate the effects of binder grade changes on the predicted distresses. Further, additional asphalt mixture and binder properties should be collected to populate fully a catalog for VDOT’s future implementation use. The implementation of these recommendations and use of the MEPDG are expected to provide VDOT with a more efficient and effective means for pavement design and analysis. The use of optimal pavement designs will provide economic benefits in terms of initial construction and lifetime maintenance costs.
KW  - Asphalt mixtures
KW  - Fatigue cracking
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Properties of materials
KW  - Rutting
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r3.pdf
UR  - https://trid.trb.org/view/986726
ER  - 

TY  - RPRT
AN  - 01225589
AU  - Diefenderfer, Brian K
AU  - Maupin, G W
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Field Trials of High-Modulus High-Binder-Content Base Layer Hot-Mix Asphalt Mixtures
PY  - 2010/08//Final Report
SP  - 36p
AB  - The purpose of this study was to document the field experience of the Virginia Department of Transportation (VDOT) in the use of high-modulus high-binder-content (HMHB) base layer hot-mix asphalt (HMA) mixtures. Information was gathered with regard to the construction of HMHB base mixtures at three field trial sites in Virginia, and laboratory tests were conducted on samples that were gathered before and during construction. The three locations were the sites of deep rehabilitation or new construction, and HMA base mixtures were used at designed asphalt content, designed asphalt content plus 0.4% additional asphalt, and/or designed asphalt content plus 0.8% additional asphalt. Two of the field trial locations had no construction-related issues; difficulties during compaction occurred at the third. Laboratory testing of materials collected from this location showed the mixture to have a low air void content, a high percentage of voids filled with asphalt, and a binder performance grade that was lower than expected. This was also the only location from which materials were collected for fatigue testing, the results of which did not show a clear relationship between binder content and fatigue life. It is thought that the mixture production and construction issues at this location were site specific and not generally indicative of a larger trend when HMHB mixtures are used. The research showed that HMHB mixtures incorporating 0.4% additional asphalt binder could be successfully constructed but was unable to determine if the same was true of HMHB mixtures incorporating 0.8% additional asphalt binder. Further study may be needed to determine the maximum additional asphalt binder that can be successfully incorporated. Additional studies using repeated-load permanent deformation should be conducted to determine if a cutoff value (or a range) of the flow number can be established to determine optimum performance. This study documented the field and laboratory knowledge gained by VDOT when producing and placing HMHB mixture test sections in an effort to achieve a long-lasting perpetual-type flexible pavement. These designs offer the potential to reduce fatigue cracking by incorporating additional asphalt binder and reducing the void content of the mixture. The use of an adjusted binder grade or RAP to maintain the necessary stiffness for high binder contents should provide the necessary stiffness to minimize the susceptibility for rutting during service. Quantification of the economic benefits of using HMHB mixtures is a future goal that can be realized after longer term study of field performance.
KW  - Air voids
KW  - Asphalt content
KW  - Base course (Pavements)
KW  - Binder content
KW  - Bituminous binders
KW  - Dynamic modulus of elasticity
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Pavement design
KW  - Perpetual pavements
KW  - Rehabilitation (Maintenance)
KW  - Road construction
KW  - Stiffness
KW  - Test sections
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r2.pdf
UR  - https://trid.trb.org/view/986723
ER  - 

TY  - RPRT
AN  - 01225588
AU  - Hamidi, Ajmal
AU  - Fontaine, Michael D
AU  - Demetsky, Michael J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - A Planning-Level Methodology for Identifying High-Crash Sections of Virginia’s Primary System
PY  - 2010/08//Final Report
SP  - 63p
AB  - The Virginia Department of Transportation (VDOT) has been developing safety performance functions (SPFs) as a way to identify sites with a potential for safety improvement more effectively. An SPF estimates the expected safety performance of a roadway as a function of its characteristics. Using SPFs, VDOT can identify which roads have a significantly higher number of crashes than would be expected based on site conditions. Other VDOT studies have developed SPFs with a microscopic perspective that separately examine individual intersections or discrete roadway segments. The purpose of this study was to develop an SPF-based methodology to conduct more intermediate-scale safety analyses. VDOT’s Traffic Engineering Division indicated that such a methodology would be useful for corridor screening and planning-level applications. The scope of the study was limited to the following roadway types in Virginia’s primary system: rural two-lane, rural multilane divided, rural multilane undivided, urban two-lane, urban multilane divided, and urban multilane undivided. For each type, roadway inventory data, traffic volume data, and crash data from 2003 through 2007 were compiled and integrated into a database. This study then took an approach that diverged from that of other SPF research to develop intermediate-scale SPFs. Instead of crashes at intersections and on roadway segments being separated, intersection and segment crashes were combined and mapped onto the appropriate roadway inventory links. In addition, site aggregation was performed to combine similar, adjacent roadway links into longer aggregated sites. SPFs were then generated from these aggregated sites through regression analysis. A site prioritization demonstration was then performed using the aggregate SPFs and aggregate sites to create lists of sites with the highest potential for safety improvement. Finally, a comparison of these lists and those generated by the critical rate method produced quantitative evidence of the advantage of the developed SPF-based methodology over the traditionally used critical rate method. Once implemented, the methodology developed in this study should enable VDOT to conduct corridor screening and planning-level analyses in a more effective and cost-efficient manner.
KW  - Crash data
KW  - Databases
KW  - Divided highways
KW  - High risk locations
KW  - Highway corridors
KW  - Multilane highways
KW  - Regression analysis
KW  - Rural highways
KW  - Safety improvement
KW  - Safety Performance Functions
KW  - Two lane highways
KW  - Urban highways
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r4.pdf
UR  - https://trid.trb.org/view/986730
ER  - 

TY  - RPRT
AN  - 01221037
AU  - Miller, John S
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility of Using Jobs/Housing Balance in Virginia Statewide Planning
PY  - 2010/08//Final Report
SP  - 78p
AB  - The Code of Virginia (§ 33.1-23.03) requires that the Statewide Transportation Plan include “quantifiable measures and achievable goals relating to . . . job-to-housing ratios.” Such ratios reflect jobs/housing balance, defined as an equivalence in the numbers of an area’s jobs and area residents seeking those jobs. This report identifies planning policies based on jobs/housing balance, examines the impact of such balance on commuting, and demonstrates how to measure this balance using Virginia data. The research suggests that the Code requirement may be satisfied by using the ratio of jobs to labor force, as this ratio is highly correlated with the job-to-housing ratio (based on examining 1980, 1990, and 2000 data) and is computationally feasible, at the jurisdictional level, on an annual basis. Alternative approaches for satisfying the requirements of the Code are also described in the report; these alternative approaches require additional effort but may be productive in certain circumstances. A simple longitudinal model developed using changes in Virginia jurisdiction commute time from 1990 through 2000 estimates that the average impact of a given urban jurisdiction improving its balance by 20% is a reduction in commute time of about 2 minutes. This effect is evident only if several factors, such as the manner in which the urban region is defined, are carefully controlled. Otherwise, there is no significant impact of a change in jobs/housing balance on a given jurisdiction’s commute time. This finding is within the wide range of impacts of jobs/housing balance noted in the literature.
KW  - Commuting
KW  - Jobs-housing balance
KW  - Land use planning
KW  - Sustainable transportation
KW  - Transportation planning
KW  - Urban areas
KW  - Virginia
KW  - Work trips
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r1.pdf
UR  - https://trid.trb.org/view/981980
ER  - 

TY  - RPRT
AN  - 01207443
AU  - Hida, Susan
AU  - Ibrahim, Firas I Sheikh
AU  - Capers, Harry A
AU  - Bailey, Gregory L
AU  - Friedland, Ian M
AU  - Kapur, Jugesh
AU  - Martin, Barney T
AU  - Mertz, Dennis R
AU  - Perfetti, Gregory R
AU  - Saad, Thomas
AU  - Sivakumar, Bala
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Assuring Bridge Safety and Serviceability in Europe
PY  - 2010/08
SP  - 60p
AB  - U.S. engineers need advanced tools and protocols to better assess and assure safety and serviceability of bridges. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Europe to identify best practices and processes to assure bridge safety and serviceability. The scan team found that the European highway agencies expect their bridge programs to not only ensure user safety, but also to meet serviceability expectations and enhance capital investment decisions. The team gathered information on safety and serviceability practices and technologies related to design, construction, and operations. Team recommendations for U.S. implementation include developing a national strategy to increase use of refined analysis for bridge design and evaluation, encouraging States to use refined analysis combined with reliability analysis to avoid unnecessary rehabilitation or replacement of bridges, and encouraging adoption of the concept of annual probability of failure to quantify safety in probability-based design and rating specifications.
KW  - Best practices
KW  - Bridge design
KW  - Europe
KW  - Failure probability
KW  - Finite element method
KW  - Quality assurance
KW  - Quality control
KW  - Reliability analysis
KW  - Safety
KW  - Serviceability
KW  - Study tours
UR  - http://international.fhwa.dot.gov/pubs/pl10014/pl10014.pdf
UR  - https://trid.trb.org/view/968177
ER  - 

TY  - RPRT
AN  - 01207199
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Public Policies for Pedestrian and Bicyclist Safety and Mobility: An Implementation Project of the Pedestrian and Bicyclist Safety and Mobility International Scan
PY  - 2010/08
SP  - 68p
AB  - In May 2009, a team of 12 transportation professionals from the United States with expertise in bicycling and walking visited five countries in Europe to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility. The countries visited—Denmark, Germany, Sweden, Switzerland, and the United Kingdom—were chosen because of their innovative approaches to pedestrian and bicycle transportation, as well as the potential transferability of their policies and practices. Later in 2009, the international scan team developed a summary report that outlined its findings and a list of recommended implementation actions. One of the highest rated implementation actions was the development of a policy review for bicycling and walking safety and mobility. This report is the result of that recommended implementation action. The purpose of this report is to identify and provide examples of effective policies and implementing programs that support pedestrian and bicyclist safety and mobility. The examples are from cities in the United States, as well as from other countries (in particular, the five countries visited in the international scan).
KW  - Bicycle safety
KW  - Bicycling
KW  - Denmark
KW  - Germany
KW  - Livable communities
KW  - Mobility
KW  - Pedestrian safety
KW  - Policy
KW  - Study tours
KW  - Sweden
KW  - Switzerland
KW  - United Kingdom
KW  - United States
KW  - Walking
UR  - http://www.bicyclinginfo.org/library/details.cfm?id=4572
UR  - https://trid.trb.org/view/968124
ER  - 

TY  - RPRT
AN  - 01206821
AU  - Qiao, Pizhong
AU  - Washington State University, Pullman
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Seismic Performance and Smart Health Monitoring of Concrete with Recycled Aggregate: Part I: Smart Health Monitoring of Concrete with Recycled Aggregate
PY  - 2010/08//Final Research Report
SP  - 69p
AB  - Concrete is one of the most widely used artificial materials in construction, and the consumption of cement and concrete is maintained at a rapid rate of increase. According to statistics from the European Cement Society, the world's cement production was about 10 million tons in 1900, but it increased to 6,400 million tons in 1998. Concrete is a composite material, consisting of aggregates and paste. Paste is a continuous phase matrix, in which granular aggregates are embedded. To produce the granular aggregates in concrete, not only a lot of the natural resource of stone materials is needed, but also the ecological environment is adversely impacted. On the other hand, when concrete structures reach the limit of their service life, a large amount of old constructions need to be dismantled in addition to natural disasters’ destructive effects, leading to plenty of waste concrete. As a sort of waste produced by demolishing old buildings, waste concrete will result in serious environmental pollution and vast resource extravagance if it is not reutilized or recycled. To protect the environment and maintain sustainable development in construction, the technology of recycled concrete is becoming one of the demanding research fields. The frame construction using recycled aggregate concrete (RAC) has been commonly considered in engineering practice, and its ability to resist earthquake loading is important. However, little or no research on seismic performance of RAC structures has been explored. The objectives of the proposed study are two-fold: (1) to evaluate the seismic performance of RAC structures, and (2) to assess the condition and detect damage in RAC using embedded smart piezoelectric sensors/actuators. A combined experimental, theoretical and numerical approach will be considered to evaluate the seismic performance of RAC and develop the condition assessment and damage detection strategy using smart materials.
KW  - Earthquake engineering
KW  - Piezoelectric sensors
KW  - Recycled concrete
KW  - Recycled materials
KW  - Smart materials
KW  - Smart structures
KW  - Structural health monitoring
KW  - Sustainable development
UR  - http://ntl.bts.gov/lib/33000/33900/33994/TNW2010-05.pdf
UR  - https://trid.trb.org/view/935542
ER  - 

TY  - RPRT
AN  - 01173911
AU  - van Schalkwyk, Ida
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Enhancements to Pavement Marking Testing Procedures
PY  - 2010/08//Final Report
SP  - 136p
AB  - The Oregon Department of Transportation (ODOT) requires performance and durability testing of all pavement marking materials before they can be applied on construction projects on state highways. Manufacturers apply materials on a two-year test deck where the product is evaluated regularly until a determination can be made regarding the suitability of the marking material. If it is determined that the material is suitable, it is included on the Qualified Products List (QPL). The testing and evaluation on ODOT test decks are limited to measuring the thickness of the marking material; assessing dry weather retroreflectivity; and subjective evaluations of appearance and durability. It was determined that a review of pavement marking testing procedures especially those followed in states with climatic conditions similar to Oregon could be useful. The research project includes recommendations to enhance the pavement marking testing and selection process. The recommendations relate to application procedures, monitoring and evaluation, and final selection of products. Proposed minimum retroreflectivity requirements are discussed.
KW  - Durability
KW  - Oregon
KW  - Qualified Products List
KW  - Retroreflectivity
KW  - Road marking materials
KW  - Test procedures
KW  - Thickness
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Pavement_Marking_Testing.pdf
UR  - https://trid.trb.org/view/934644
ER  - 

TY  - RPRT
AN  - 01173907
AU  - Strathman, James G
AU  - Bronfman, Lois Martin
AU  - Dong, Hongwei
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Commercial Motor Vehicle Safety in Oregon
PY  - 2010/08//Final Report
SP  - 96p
AB  - This study addressed the primary functions of the Oregon Department of Transportation’s(ODOT’s) Motor Carrier Safety Assistance Program (MCSAP), which is administered by the Motor Carrier Transportation Division (MCTD). The study first documented Oregon’s MCSAP enforcement performance in relation to its counterparts in other states. Cluster analysis was then employed to identify Oregon’s peer states with respect to MCSAP enforcement performance and a variety of other factors related to the motor carrier travel and safety environments. Structured interviews of peer state MCSAP personnel were then conducted to identify performance-improving strategies and practices that could potentially be implemented in Oregon. The feasibility of implementing these strategies and practices was then assessed against selected criteria.
KW  - Cluster analysis
KW  - Commercial vehicles
KW  - Highway safety
KW  - Interviewing
KW  - Motor Carrier Safety Assistance Program
KW  - Motor carriers
KW  - Oregon
KW  - States
KW  - Strategic planning
KW  - Traffic law enforcement
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/CommercialVehicleSafety.pdf
UR  - https://trid.trb.org/view/934645
ER  - 

TY  - RPRT
AN  - 01173844
AU  - Liang, Yu-chang
AU  - Zhang, Weiping
AU  - Xi, Yunping
AU  - University of Colorado, Boulder
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Strategic Evaluation of Different Topical Protection Systems for Bridge Decks and the Associated Life-Cycle Cost Analysis
PY  - 2010/08//Final Report
SP  - 73p
AB  - Bridge decks deteriorate faster and require more maintenance and repair than any other structural components on highway bridges. Topical protection systems act as barriers to protect bridge decks from corrosion damage by preventing water, oxygen, and chloride ions from reaching the reinforcement. This study evaluated topical protection systems commonly used on highway bridge decks in Colorado, including low-permeability concrete overlays and waterproof membranes with asphalt overlays. Five bridges were selected for inspection in the project. Concrete cores were taken from the selected bridge decks, and chloride concentration profiles were obtained at various depths. Chloride concentration is an important indicator for the corrosion damage of rebars in concrete deck. The inspection results showed that all five bridge decks are currently in good shape, which means the protection systems used on the selected bridges are effective. In order to predict future performance of the protection systems, a model was developed to predict the corrosion initiation time for rebars based on the current inspection results. The main feature of the prediction model is that the effect of deterioration of the concrete on its chloride permeability can be taken into account by using the current and future inspection results, and the deterioration could be due to environmental and/or traffic loadings. The prediction model for corrosion initiation time will be a useful tool for evaluating the effectiveness of topical protection systems. To better predict the future performance of bridge decks and the effectiveness of the topical protection systems, more inspection data are required for more reliable information on the deterioration rates of the bridges.
KW  - Bridge decks
KW  - Colorado
KW  - Corrosion
KW  - Corrosion protection
KW  - Life cycle costing
KW  - Maintenance practices
KW  - Reinforcing bars
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/topicalprotection.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/topicalprotection.pdf/view
UR  - https://trid.trb.org/view/934311
ER  - 

TY  - RPRT
AN  - 01172537
AU  - Cherrington, Linda
AU  - Edrington, Suzie
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Transit Administration
AU  - Federal Highway Administration
TI  - Estimated Impacts of the 2010 Census on the Texas Transit Funding Formula: Summary Report on Findings
PY  - 2010/08
SP  - 118p
AB  - The purpose of this report is to document the impact of the projections for the 2010 Census on federal and state funding for rural transit districts and the impact on state funding for eligible urban transit districts for the state of Texas. This report consists of four chapters. The first chapter is an introduction to the report. Chapter 2 documents the change in population and land area by transit district for existing rural and urban transit districts; identifies how new urbanized areas will affect current rural transit districts; and identifies the development of three population scenarios to reflect the possible impacts of new urbanized areas. Chapter 3 applies each of the population scenarios to the current Texas transit funding formula to identify the impacts on funding by transit provider. Chapter 4 provides discussion of the findings and key policy implications based on the information provided in the previous chapters. The Appendices to this report include information to support the research methodology.
KW  - 2010 Census
KW  - Financing
KW  - Impacts
KW  - Population
KW  - Public transit
KW  - Rural transit
KW  - Texas
KW  - Urban transit
UR  - http://tti.tamu.edu/documents/0-6199-P1.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34600/0-6199-P1.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34617/0-6199-1.pdf
UR  - https://trid.trb.org/view/933407
ER  - 

TY  - RPRT
AN  - 01172536
AU  - Turner, Shawn
AU  - Carson, Jodi
AU  - Zimmerman, Carol A
AU  - Wilkinson, Joseph M
AU  - Travis, Cathy
AU  - Battelle Memorial Institute
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Traffic Monitoring In Recreational Areas
PY  - 2010/08//Final Report
SP  - 48p
AB  - Traffic monitoring in recreational areas is often challenged by distinct traffic and roadway characteristics and the multitude of agencies responsible for the management of Federal lands and/or the collection of supporting traffic data. These challenges are exacerbated by a lack of consistent procedural guidance; existing national traffic monitoring guidelines lack sufficient direction and detail for recreational travel. In an effort to improve/lend consistency to traffic monitoring in recreational areas, the Coordinated Technology Implementation Program tasked the Office of Federal Lands Highway-Federal Highway Administration (FHWA) with conducting an assessment of the nationwide practices for recreational traffic data collection. A review of pertinent literature related to recreational traffic data collection was conducted. A targeted survey of various State and local agencies responsible for traffic monitoring was administered. A workshop focused on traffic monitoring in recreational areas was also conducted. Key findings from these activities are briefly described herein.
KW  - Data collection
KW  - Forests
KW  - Literature reviews
KW  - National parks
KW  - Recreation
KW  - Recreational traffic
KW  - Surveys
KW  - Traffic counting
KW  - Traffic surveillance
KW  - Workshops
UR  - http://tti.tamu.edu/documents/FHWA-WFL-TD-10-003.pdf
UR  - https://trid.trb.org/view/933403
ER  - 

TY  - ABST
AN  - 01463811
TI  - Day-Sim-TRANSIMS Integrated Model Enhancement
AB  - The objective of this task order is to establish methods for integrating advanced disaggregate transportation demand and supply models for the purposes of advancing modeling, community understanding, and to use the existing DaySim-TRANSIMS integrated model system operating in Sacramento.
KW  - Advanced traveler information systems
KW  - Integrated systems
KW  - Public transit
KW  - Sacramento (California)
KW  - Supply
KW  - TRANSIMS (Computer model)
KW  - Travel demand
UR  - https://trid.trb.org/view/1232038
ER  - 

TY  - ABST
AN  - 01576042
TI  - Development of a Field Prototype for the Inspection of Culverts

AB  - The Turner-Fairbank Highway Research Center (TFHRC) J. Sterling Jones Hydraulics Research Laboratory has been working with the Southwest Research Institute (SwRI) to develop a system prototype for inspecting culverts. The prototype system consists of an ultrasonic-based tethered system designed to display the images of culverts, and works both in air and in water. The work has been funded through the Exploratory Advanced Research (EAR) Program. The initial proof-of-concept phase of the project was completed on August 4th, 2011 with the demonstration of technology to a wide audience at the TFHRC J. Sterling Jones Hydraulics Research Laboratory. Phase II development of field prototype unit was completed on April 30, 2013.

KW  - Culverts
KW  - Environmental impacts
KW  - Inspection
KW  - Maintenance
KW  - Prototypes
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-11-0104
UR  - https://trid.trb.org/view/1369987
ER  - 

TY  - ABST
AN  - 01547235
TI  - Development of a Simple Test to Determine the Low Temperature Strength of Asphalt Mixtures
AB  - This project will develop and demonstrate a bending strength test on thin asphalt mixture and binder beams to evaluate the low temperature properties of asphalt mixtures and binders. Work in Stage 1 will focus on developing a bending strength test method. Working with an instrument manufacturer (Cannon Instruments), the current Bending Beam Rheometer (BBR) equipment will be modified with a new proportional valve system and the heavier loading frame, and the software to run the new strength test will be refined. The compliance correction for heavier loads will be determined to refine the calibration verification procedure currently included in the BBR creep compliance procedure. The outcome of this stage will be a method detailing sample preparation and loading protocol. Work in Stage 2 will focus on testing and data analysis of the BBR strength results. First, the experimental data from the BBR strength testing of asphalt mixture and asphalt binders specimens will be analyzed and compared with strength data from direct and indirect tension tests using routine statistical tools to develop correlations and identify factors affecting the comparison. This will be followed by an evaluation of the effect of asphalt mixture specimen size by performing strength tests on three different sizes of beam specimens. Finally, direct tension tests will be performed on a limited number of mixture specimens to investigate any issues related to "tension" vs. "bending" strength results. The outcome of this phase will be a detailed step-by-step method to analyze and interpret data from BBR strength testing of thin beams of asphalt mixtures and binders. The final report will document all data and developments of the low temperature bending strength test along with an assessment of the technology for implementation.
KW  - Asphalt mixtures
KW  - Binders
KW  - Calibration
KW  - Flexural strength
KW  - Low temperature
KW  - Pavement performance
KW  - Tension
KW  - Traffic loads
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3022
UR  - https://trid.trb.org/view/1334216
ER  - 

TY  - ABST
AN  - 01547234
TI  - Bridge Cable Inspection with Long-Range Ultrasound
AB  - This project will develop, and demonstrate the application of, a rapid and reliable non-destructive method based on long-range ultrasound for inspecting bridge cables. Work in Stage 1 will involve baseline data acquisition and developing inspection specifications. A basic inspection specification will be developed and used in the initial testing under controlled laboratory conditions. Baseline data will be acquired on tensioned wire rope with ultrasonic guided waves to investigate the response from suspender rope accessories which may include gatherers, collars, sockets and separators. Using inspection specification guidelines, artificial defects will be inserted into cables sections that may include flaws hidden behind collars, sockets, and inside collars. The collected data will be analyzed using standard ultrasonic waveform features from the time and frequency domains.  Should these features fail to provide the sensitivity level and ability to classify flaws in terms of size, more advanced interpretation techniques including pattern recognition, deconvolution, and wavelet analysis will be employed. Work in Stage 2 will focus on data analysis and field testing. Field testing will be done on one of the cable bridges in the Louisiana Department of Transportation and Development's transportation grid and possibly on a bridge closer to WaveinSolids' Pennsylvania location. The detection and interpretation procedures developed in Stage 1 will be applied on the suspender ropes of the bridge under test.  The ability of the system to detect and classify rope attachments and size flaws will be evaluated. The final report will provide all relevant data on the performance of pattern recognition classifier for reflections from inspected cables along with system specifications and guidelines for implementing the technology by state highway agencies.
KW  - Bridge cables
KW  - Bridge design
KW  - Field tests
KW  - Inspection
KW  - Louisiana
KW  - Nondestructive tests
KW  - Pennsylvania
KW  - Rope, wire and cable
KW  - Ultrasonic waves
KW  - Ultrasound measuring devices
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3023
UR  - https://trid.trb.org/view/1334215
ER  - 

TY  - ABST
AN  - 01464207
TI  - Incorporating Pavement Preservation into the MEPDG
AB  - Pavement preservation provides a means for maintaining and improving the functional condition of an existing highway system and slowing deterioration.  Although pavement preservation is not expected to substantially increase structural capacity, it generally leads to improved pavement performance and longer service life and, therefore, should be considered in the pavement design process. The American Association of State Highway &amp; Transportation Officials (AASHTO) interim edition of the Mechanistic-Empirical Pavement Design Guide Manual of Practice (MEPDG) and related software (see Special Notes A and B) developed under the National Cooperative Highway Research Program (NCHRP) provides methodologies for the analysis and performance prediction of different types of flexible and rigid pavements.  However, these methodologies and related performance prediction models focus on new design and structural rehabilitation and do not explicitly consider the contributions of pavement preservation treatments to the overall pavement performance.  There is a need to identify approaches for considering the effects of preservation on pavement performance and to develop procedures that facilitate consideration of pavement preservation treatments in the MEPDG analysis process.  Such procedures will ensure that the contributions of preservation to performance and service life are appropriately considered in the analysis and design process. The objective of this research is to develop procedures for incorporating pavement preservation treatments into the MEPDG analysis process.  For the purpose of this research, preservation treatments are treatments applied to preserve an existing roadway, slow future deterioration, and maintain and improve its functional condition (without substantially increasing structural capacity).
KW  - Data collection
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement maintenance
KW  - Preservation
KW  - Rehabilitation (Maintenance)
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2704
UR  - https://trid.trb.org/view/1232435
ER  - 

TY  - ABST
AN  - 01464202
TI  - Performance of WMA Technologies: Stage I--Moisture Susceptibility
AB  - Recently, interest in warm mix asphalt (WMA) has dramatically increased. WMA is now seen as an alternative to hot mix asphalt (HMA) offering the potential to lower energy demand during production and construction, reduce emissions at the plant and the paver, and increase allowable haul distances. However, there are still questions about the long-term performance and durability of WMA pavements. One key issue is the moisture susceptibility of WMA pavements. Concerns about WMA moisture susceptibility include the possibility that aggregates will be inadequately dried at lower production temperatures and the fact that several WMA technologies introduce additional moisture in the production process. The moisture susceptibility of HMA is evaluated by a variety of standard laboratory tests. The results of these tests on WMA indicate that WMA may be more susceptible to moisture damage than HMA. However, more limited data suggest that the resistance of WMA to moisture damage improves with time and may ultimately be equivalent to that of HMA. In some situations, anti-strip agents are added to WMA to address the issue of moisture susceptibility. However, as is the case with HMA, anti-strip agents may not always be compatible or work effectively with WMA. The objectives of this research are to (1) assess whether WMA technologies adversely affect the moisture susceptibility of flexible pavements and (2) develop guidelines for identifying and limiting moisture susceptibility in WMA pavements.
KW  - Asphalt mixtures
KW  - Binders
KW  - Cracking
KW  - Freeze thaw durability
KW  - Georgia
KW  - Hot mix asphalt
KW  - In place density
KW  - Mix design
KW  - Moisture content
KW  - Pavement performance
KW  - Warm mix paving mixtures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2710
UR  - https://trid.trb.org/view/1232430
ER  - 

TY  - ABST
AN  - 01548806
TI  - Research for the AASHTO Standing Committee on Planning. Task 103. Mining American Recovery and Reinvestment Act Jobs Data for Opportunities to Improve Economic Impact and Performance Analysis of Transportation Investments
AB  - Practitioners and stakeholders often cite favorable economic impacts as an important justification for new transportation investments. But credible information about economic impacts is frequently missing from important transportation decision-making processes, such as state and metropolitan planning organizations (MPO) long-range transportation plans, transportation corridor studies, budget allocation, State Transportation Improvement Program (STIP)/TIP development, and selection of individual projects. This is because policy makers and practitioners do not have access to reliable economic data. Without reliable data they cannot know how to make better investments that get the most public benefit from every dollar spent nor can they communicate vital connections between transportation investments and the economy. What is needed to improve this capability is the design and application of effective analytic methods and tools for estimating impacts, institutionalization of protocols for use of economic data during decision-making, and strategies for effective communication of useful information to stakeholders about economic impacts. Under the federal American Recovery and Reinvestment Act (ARRA), states, MPOs, transit agencies, and other agencies are collecting and reporting a wealth of data on the short-term jobs impacts of ARRA-funded transportation projects.  This creates a unique opportunity to evaluate the strengths and weaknesses of jobs data in describing the economic impacts of transportation investments. This research will assess how jobs data might be used to support long-term improvements in the way that economic impacts of transportation investments are considered, including but not limited to: improvement of analytic methods and tools; incorporation of economic data in decision making; better communication of information to external audiences; and performance reporting. This research will also describe a framework for a future follow-on research project to develop new tools and techniques that improve how economic data and analysis are integrated into transportation planning and investment decisions. The objectives of this research are to (1) examine what conclusion can be drawn from a review of American Recovery and Reinvestment Act (ARRA) data related to all modes of surface transportation about the overall impacts of new transportation investments on the creation of jobs and (3) examine ways in which this information can be applied to develop robust economic analysis tools that transportation agencies can use to forecast and assess economic impacts of planned or delivered transportation investments. Key research tasks included: (1) Preparation of a Synopsis of Reports on ARRA Data including any pre-reporting estimates of the ARRA jobs creation associated with the various types of investments. (2) Analysis of Existing ARRA Data and summarization of pertinent conclusions that can be drawn from the jobs data regarding transportation investment performance and the economy, and considering a wide range of questions that might be addressed via the analysis of ARRA data and identification of questions that cannot be answered by the available data, but would benefit from additional research or follow-up. (3)  Development of a conceptual framework for ways to improve the integration of economic analysis into the transportation decision-making process. The framework should describe ways in which jobs data can be combined with other data to develop robust economic analysis tools that can be applied in the transportation planning, program development, project delivery and project performance post-analysis processes to assess the broader impacts of transportation investment on the economy.  The framework should clearly articulate and address any limitations associated with reliance on ARRA or jobs-related data as the sole measure of economic impact. (4) Identification of additional research needs related to the development of new tools and techniques.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Data mining
KW  - Decision making
KW  - Economic impacts
KW  - Ground transportation
KW  - Investments
KW  - Jobs
KW  - Laws and legislation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2818
UR  - https://trid.trb.org/view/1336278
ER  - 

TY  - ABST
AN  - 01464182
TI  - Renewable Energy Guide for Highway Maintenance Facilities
AB  - In the face of rising energy costs, state departments of transportation (DOTs) are striving to reduce the energy requirements for heating, cooling, and maintaining their facilities. In addition to the customary options of oil, gas, and electrical energy, alternative sources of energy, including wind power, solar power, and ground-source heating and cooling, are being evaluated for their cost effectiveness and reliability. While none of these alternatives to conventional energy sources may be effective alone in all situations, together they may provide appreciable savings in energy use for some facilities. In the future, energy conservation guidance for state agency facilities may mandate increased efficiencies in facility energy consumption. This research will evaluate active energy options including wind power, solar power and ground-source heating and cooling, as well as passive building and site modifications to reduce energy use. The objectives of this research are to identify and evaluate effective, implementable means of energy conservation for maintenance and other state DOT facilities. The following tasks are anticipated to accomplish these objectives: (1) assess alternative energy options currently employed at DOT-managed facilities; (2) assess potential areas/sites where alternative sources of energy such as wind, solar, and ground-source heating/cooling may be effective; (3) assess maintenance area sites where passive site and building modifications have the most probability of reducing energy use; (4) prioritize a short list of sites where alternative energy sources and passive energy reduction measures would have the most potential for being effectively employed in the near-term (within 10 years); (5) using currently available technology for the three alternative energy options and passive site and building measures, develop preliminary, detailed plans for installation of one option at each of four selected sites reflecting differing climatic and physiographic regions within one or more states; (6) develop cost performance measures for evaluation of reduced energy use and related cost effectiveness for each of the four options employed; and (7) in partnership with a DOT, construct and maintain applicable structures and measures for the four options and monitor effectiveness for two years in accordance with the established performance measures.<div></div>
KW  - Alternate fuels
KW  - Cost effectiveness
KW  - Energy conservation
KW  - Energy consumption
KW  - Fuel costs
KW  - Heating, cooling and ventilation equipment
KW  - Maintenance facilities
KW  - Solar energy
KW  - Solar power generation
KW  - State departments of transportation
KW  - Wind power generation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2731
UR  - https://trid.trb.org/view/1232410
ER  - 

TY  - ABST
AN  - 01547702
TI  - Performance Measurement Tool Box and Reporting System for Research Programs and Projects
AB  - Transportation research programs conducted by state departments of transportation (DOTs) consist mostly of applied research projects. Research program managers need to analyze their programs and individual projects in order to improve these programs and demonstrate value. However, there are no clear, commonly accepted methods for evaluating the performance of applied research programs and projects. Nevertheless, the complexities of research should not lessen the responsibility to report its benefits to the extent possible. Policymakers, funding sources, and the public need to clearly see the return on their investment dollar. Recognizing this need, National Cooperative Highway Research Program (NCHRP) Project 20-63, "Performance Measurement Tool Box and Reporting System for Research Programs and Projects," was initiated.  The objectives of the project were to develop (1) a tool box for measuring the performance of applied transportation research programs and projects and (2) a web-based system for reporting the accomplishments of individual state research activities and, as a secondary purpose, to aggregate their value on a national level. The objective of this research is to evaluate the existing RPM system (including the website and CD-ROM produced under NCHRP Project 20-63) to build a more flexible web application system to help state DOTs evaluate and document the value of their research products, projects, and programs. The system could be a revision of the existing RPM system or a new system. The system should be intuitive to use, scalable, modular, portable, flexible, and should have much of the functionality of the current RPM system in terms of the information it provides and the calculations it performs.
KW  - National Cooperative Highway Research Program
KW  - Performance evaluations
KW  - Reports
KW  - Research management
KW  - Return on investment
KW  - State departments of transportation
UR  - http://144.171.11.40/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2900
UR  - https://trid.trb.org/view/1335334
ER  - 

TY  - ABST
AN  - 01492335
TI  - Spt Multimodal Passenger Travel
AB  - Since the passage of the Intermodal Surface Transportation Efficiency Act in 1991, a significant number of State Highway agencies have started to develop and implement State-wide travel demand models to meet policy and legislative development needs. Current and future multimodal  freight flows are available from the Freight Analysis Framework, developed by the Federal Highway Administration (FHWA) for national freight policy analysis. However, on the passenger travel front, multimodal interregional origin/destination data are still lacking. This multimodal inter-regional passenger travel origin/destination data development project is an attempt to create the needed database for the base year 2008, and to forecast the future year of 2040.
KW  - Forecasting
KW  - Freight traffic
KW  - Mode choice
KW  - Multimodal transportation
KW  - Origin and destination
KW  - Passenger transportation
KW  - Policy analysis
KW  - Travel demand
UR  - https://trid.trb.org/view/1261468
ER  - 

TY  - ABST
AN  - 01465047
TI  - Support Multimodal Passenger Travel
AB  - Since the passage of the Intermodal Surface Transportation Efficiency Act in 1991, a significant number of State Highway agencies have started to develop and implement State-wide travel demand models to meet policy and legislative development needs. Current and future multimodal  freight flows are available from the Freight Analysis Framework, developed by the Federal Highway Administration (FHWA) for national freight policy analysis. However, on the passenger travel front, multimodal interregional origin/destination data are still lacking. This multimodal inter-regional passenger travel origin/destination data development project is an attempt to create the needed database for the base year 2008, and to forecast the future year of 2040.
KW  - Forecasting
KW  - Freight flow
KW  - Freight transportation
KW  - Multimodal transportation
KW  - Passenger transportation
KW  - Policy making
KW  - Travel demand
UR  - https://trid.trb.org/view/1233280
ER  - 

TY  - RPRT
AN  - 01457799
AU  - McCullouch, Bob
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Snow and Ice Removal and Anti-Icing Synthesis Study : Summary Report
PY  - 2010/07/19/Summary Report
SP  - 41p
AB  - This study started in 2000 with the original purpose to assist INDOT Snow and Ice Operations by collecting information on practices, equipment, and materials used for snow and ice removal and anti-icing strategies, materials and costs. Research and studies performed by states and federal groups have been plentiful in this area. SHRP and AASHTO have published reports as well as other states in the Midwest area. Also, associated costs will be collected for these various methods and activities. Indiana has a wide range of snow and ice potential between Laporte, Seymour and Vincennes Districts. Over a period of 10 years the study was extended in scope to include other topics relative to these operations. All these additional activities were directed by the Winter Operations Team (WOT) group at INDOT. This report describes these activities. It discusses District anti-icing comparisons, ice ban testing, caliber analysis, geomelt analysis, weather services analysis, Y-Chute analysis, Indiana Winter Severity index, and the Total Storm Management Manual.
KW  - Anti-icing
KW  - Highway maintenance
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Snow and ice control
KW  - Snow removal
KW  - Winter maintenance
UR  - http://dx.doi.org/10.5703/1288284314254
UR  - https://trid.trb.org/view/1218720
ER  - 

TY  - ABST
AN  - 01549628
TI  - Research for the AASHTO Standing Committee on Planning. Task 101. Understanding How to Develop and Apply Economic Analyses: Guidance for Transportation Planners
AB  - Transportation facilities and services represent significant public investment and can result in a variety of economic impacts. Economic studies are frequently incorporated in decision making, planning, and programming processes at statewide, MPO (Metropolitan Planning Organization) and local levels. It is therefore critical that the appropriate tools, assumptions and methods are used to produce these economic analyses. Although economics is a well developed field, many terms and concepts are used inconsistently. Economic analysis encompasses many different activities and products. Professional economists sometimes disagree with each other, may differ in their use of terminology, or they may emphasize different aspects in the analysis of an economic problem.  For example, the term "economic development" could mean the development of a specific parcel of land, such as the construction of a new supermarket, or it could mean a sustained increase in Gross State Product for an entire state. The approach to an economic analysis may vary depending on the planning time horizon. Economic analysis can inform decisions related to project scheduling and sequencing in the short term (< 5 years), but it may take 10 or more years for many other economic factors, such as the employment composition of a metropolitan area, to show a change. Planners and other transportation professionals typically have little formal training in economics, and they have few opportunities to develop expertise in economic vocabulary and concepts. This often serves to limit the application of economic analysis in transportation planning and programming and it can make serving as a project manager for an economic study challenging and difficult.  The objective of this research is to provide guidance to the transportation planner that is charged with developing, implementing, evaluating and communicating an economic analysis of a transportation investment. This research focuses on economic analytical techniques applied at both the broader planning level and at the project level. The results of this research are presented in the form of a guidebook that provides planning and other transportation professionals with an economic knowledge base that enables them to serve as a project manager for an economic analysis. The guidebook: (1) Provides a primer on basic economic terminology as it applies to transportation. (2) Explores the linkage between planning activities and economic analysis, and how economic analysis and results can be integrated into planning activities. (3) Provides guidance for developing an economic study.
KW  - Economic analysis
KW  - Handbooks
KW  - Investments
KW  - Metropolitan planning organizations
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2816
UR  - https://trid.trb.org/view/1339857
ER  - 

TY  - RPRT
AN  - 01208114
AU  - Wiebelhaus, Mitch J
AU  - Terpsma, Ryan J
AU  - Lechtenberg, Karla A
AU  - Reid, John D
AU  - Faller, Ronald K
AU  - Bielenberg, Robert W
AU  - Rohde, John R
AU  - Sicking, Dean L
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development of a Temporary Concrete Barrier to Permanent Concrete Median Barrier Approach Transition
PY  - 2010/07/15/Final Report
SP  - 184p
AB  - The objective of this research was to design a transition from temporary concrete barriers to a permanent concrete barrier for median application. The researchers at Midwest Roadside Safety Facility utilized a combination of free standing and tied down Kansas Temporary Barriers and a dual nested thrie beam for the transition to the single slope permanent barrier as well as a transition cap. Two full-scale vehicle crash tests were performed on the system. The first was with a ½-ton pickup truck which impacted the temporary barriers 56 d in. (1,432 mm) upstream from the permanent barrier, at a speed and angle of 62.4 mph (100.7 km/h) and 24.7 degrees, respectively. The second crash test was performed also using a ½-ton truck which impacted the temporary barriers 54 ft - 6 ¾ in. (16.6 m) upstream from the permanent barrier, at a speed and angle of 62.2 mph (100.1 km/h) and 26.2 degrees, respectively. Both tests were conducted and reported in accordance with requirements specified in the Manual for Assessing Safety Hardware (MASH) and were determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria.
KW  - Concrete construction
KW  - Highway safety
KW  - Impact tests
KW  - Median barriers
KW  - Temporary barriers
UR  - http://books.google.com/books/about/Development_of_a_Temporary_Concrete_Barr.html?id=W31gYgEACAAJ
UR  - https://trid.trb.org/view/968688
ER  - 

TY  - ABST
AN  - 01463880
TI  - Alternate Bidding of Pipe Materials
AB  - Traditionally, transportation agencies have developed design and materials specifications, design processes, and construction methods that are driven by describing the type of material and the method of placement and procurement. This development should be enhanced by the opportunity to open up alternate materials to be included in the project development and delivery process, including implementation. The proposed research will develop guidance and performance indicators to the states that allows for alternate bidding practices in which different pipe materials can be assessed during the bidding process. The objective of this research is to develop guidance that will allow for multiple pipe materials to be included in the bidding process. The research will account for design, materials and construction specifications, and practices that provide for multiple materials to be included in the bidding process for each project and compare each pipe material against each other through a competitive process. The project will develop model performance specifications that describe performance parameters, measures, and tests or verification strategies, and will provide measures to ensure that performance goals are met. The guidance will work within the framework of various procurement and contracting methods.<p> </p>
KW  - Alternatives analysis
KW  - Competitive bidding
KW  - Contract administration
KW  - Guidelines
KW  - Materials
KW  - Pipe
KW  - Procurement
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2964
UR  - https://trid.trb.org/view/1232108
ER  - 

TY  - ABST
AN  - 01463879
TI  - Improving Access to Transportation Information
AB  - Transportation researchers, practitioners, and policy makers need a reliable information pipeline that captures relevant information in a consistent, comprehensive manner, with planned redundancy. Federal and state transportation agencies invest an enormous amount of time and money in generating information, but researchers and practitioners consistently report difficulties in finding and accessing it. Studies show employees spend 15-35% of their time searching for information. As much as 75% of an organization's information may be unstructured and unmanaged, resulting in wasted funds, lost opportunities, and duplication of effort. The transportation community currently shares information in a variety of ways. The most common method is to create a report or manual that is printed on paper, published on the internet, or both. Some of these reports are also submitted to major collections (such as TRIS or a transportation library) that enter them into bibliographic databases and preserve them. Transportation data is also shared in a variety of ways, and some may be found in central repositories and listings in data clearinghouses. One of the challenges to finding and managing transportation information is the limited use of common metadata and indexing terminology within the transportation community. Indexing and metadata standards do exist and are used but they are limited in scope and application. For example, the Transportation Research Thesaurus (TRT) is used by most transportation libraries, but the terminology does not yet address all of the terms needed and is not used to organize data resources or agency records. Data providers apply metadata standards, but the actual terms used are quite variable. Web pages use tags that are frequently established by the Web master. Record and document management systems use organizing structures based on the needs of current users of the resources, but it can be difficult to find information for another need. Image indexing systems are highly variable, from no system to strategic metadata and file names. There is no enterprise or industry-wide approach that addresses the broad user need for rapid access to relevant information. Within most transportation agencies, management of information resources is usually handled by the office creating the information, with no central point of contact to coordinate resources produced by diverse offices. This results in an inconsistent pattern of information capture and storage. While the practices applied may address the immediate need of the office creating the information, they may not support the broader agency information need (such as performance management resources or policy decisions) or the broader information needs of the transportation community (such as research and consideration of national policy). Common challenges within agencies include reports and data not being distributed beyond the issuing department; lack of attention to final disposition of data collected for projects, so that data remain with the private contractor and are not readily accessible to the agency; and information published only on the internet, where changing URLs may make the material hard or impossible to find and deletions occur because of data storage space limits or policy changes. Looking beyond single agencies, challenges include lack of institutional and financial support for joint-use information repositories; difficult and time-consuming efforts required to develop and reach consensus on terminology, information and data formatting, storage, and maintenance standards across the transportation community; and variations in sophistication and resources available to ensure interoperability for information deposit and access across agencies. The transportation community has made efforts to improve information management, for example producing a business plan for developing Transportation Knowledge Networks (TKN), the TRT, and TransXML. Further research is needed. The objective of this research will be to investigate feasible and effective practices for capturing information resources within transportation agencies, organizing these resources to enhance their availability, and facilitating their use within and among agencies to support decisionmaking, policy development, performance management, research, and other information uses. The research to accomplish this objective might include the following tasks: (1) review current practices and identify best practices for capture, preservation, and retrieval of transportation information; (2) compile a resource base of terminology and categorization schemes for transportation information resources, including thesauri, taxonomies, glossaries, and ontologies, including those drawing on related fields (for example, public safety, engineering, and environment); (3) develop a toolkit of resources and practices for agencies to use in more effectively managing their information resources; and (4) identify strategies for expanding the use of effective information capture, preservation, and retrieval practices within the community of transportation agencies.
KW  - Accessibility
KW  - Best practices
KW  - Data collection
KW  - Information dissemination
KW  - Information systems
KW  - Information technology
KW  - Internet
KW  - Manuals
KW  - Pipelines
KW  - Policy making
KW  - Transportation
KW  - Websites (Information retrieval)
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2981
UR  - https://trid.trb.org/view/1232107
ER  - 

TY  - ABST
AN  - 01463953
TI  - Synthesis of Information Related to Highway Problems. Topic 42-05. Long-term Performance of Mechanically Stabilized Earth (MSE) Walls
AB  - An increasing number of state transportation agencies have developed highway structure inventories of mechanically stabilized earth (MSE) walls. The long-term performance of these walls depends on various factors. This project will study these data to learn how states predict, measure, and track the performance of MSE walls. The results of this study may lead to better design, construction, monitoring, and maintenance of these important structures.
KW  - Bridges
KW  - Earth walls
KW  - Highway structures
KW  - Performance
KW  - Retaining walls
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2941
UR  - https://trid.trb.org/view/1232181
ER  - 

TY  - ABST
AN  - 01464106
TI  - Performance-Related Specifications for Pavement Preservation Treatments
AB  - Quality assurance specifications that specify end product quality have often been used by transportation agencies as a means for assuring construction quality of highway pavements. However, agencies are increasingly incorporating performance-related specifications (PRS) in construction contracts to specify quality in terms of parameters related to desired performance over the long term. These PRS also provide a means for accounting for the value lost or gained by the variances of these parameters from the specified target values. Although such PRS have been used for the construction of pavements, their use for pavement preservation treatments has been limited. There are no widely accepted guidelines for PRS for pavement preservation treatments that correlate fundamental engineering properties to construction quality characteristics. Research is needed to develop guidelines for PRS for pavement preservation treatments that provide a direct relationship between key quality characteristics and performance. These guidelines will help highway agencies specify an optimum level of quality that represents the best balance of costs and performance. The objective of this research is to develop guidelines for use in preparing performance-related specifications (PRS) for pavement preservation treatments. The research shall deal with preservation treatments for all pavement types. For the purpose of this research, preservation treatments are treatments applied to preserve an existing roadway, slow future deterioration, and maintain and improve its functional condition (without substantially increasing structural capacity).
KW  - Pavement performance
KW  - Paving
KW  - Performance related specifications
KW  - Preservation
KW  - Quality assurance
KW  - Road construction
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2713
UR  - https://trid.trb.org/view/1232334
ER  - 

TY  - ABST
AN  - 01463881
TI  - System Performance of Accelerated Bridge Construction (ABC) Connections in Moderate-to-High Seismic Regions
AB  - The Federal Highway Administration (FHWA) and many state Departments of Transportation (DOT) are actively promoting accelerated bridge construction to minimize construction related impacts to the traveling public and to enhance work-zone safety. Many successful applications of ABC techniques have been recently realized, largely in regions of low seismic activity. A number of these ABC applications are documented in the FHWA Connection Details for Prefabricated Elements and Systems Manual published in 2009. However, utilization of ABC techniques has been more limited in seismic regions of the country. A key factor in successful implementation of this initiative lies in the connections between prefabricated elements. Providing reliable connections to ensure ductile performance is essential to developing designs capable of performing to the specifications required in seismic-prone areas. Several prefabricated connection details used for recent ABC projects in seismic regions hold significant promise for more widespread application, but they have not been fully tested for seismic loading. In addition, by testing these details and developing an improved understanding of their ultimate performance, these details could be used for potential ABC application throughout the country for other extreme event hazards. The objective of this research is to synthesize the available information related to connection details recently used or under development for potential use on ABC bridges with promise for more widespread application in seismic regions.
KW  - Accelerated construction
KW  - Base isolation
KW  - Bridge construction
KW  - Earthquake resistant design
KW  - Prefabricated bridges
KW  - Prefabricated structures
KW  - Seismicity
KW  - Structural connection
KW  - Traffic delays
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2966
UR  - https://trid.trb.org/view/1232109
ER  - 

TY  - ABST
AN  - 01463886
TI  - Research for AASHTO Standing Committee on Highways. Task 286. Finalization of a New AASHTO Drainage Manual - Volume 1, Policy; Volume 2, Procedures
AB  - The development of a national guidance for selecting pipe materials that is based on scientific methods is essential for optimizing state department of transportation (DOTs') investments in durable and safe infrastructure. The national standard would be an independent and objective guide for the selection of a better product that is both safe and economical.
KW  - American Association of State Highway and Transportation Officials
KW  - Drainage
KW  - Drainage structures
KW  - Guidelines
KW  - Manuals
KW  - Procedures
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2864
UR  - https://trid.trb.org/view/1232114
ER  - 

TY  - ABST
AN  - 01463884
TI  - Research for AASHTO Standing Committee on Highways. Task 302. Develop Pilot Value Analysis for Lead States Team for Linear Referencing Systems
AB  - The objective of this research project is to develop a Value Analysis Study Report and supporting products to quantify linear referencing system implementation impact on cost savings, time savings, performance/cost value index, and return on investment. Tasks anticipated in this project include the following: (1) Provide a Certified Value Specialist (CVS) team leader to lead a value analysis through the value methodology specified in the SAVE International Body of Knowledge. (2) Provide VA study documentation following the requirements of SAVE International Body of Knowledge. (3) Provide a pre-study meeting and VA Workshop. (4) Develop a Value Analysis Study Summary Report to quantify performance improvements derived from implementation of a linear referencing system in terms of cost and time savings and in terms of cost benefit ratio and return on investment. (5) Provide a Value Video to document the value of linear referencing system technology. This video will be used for marketing purposes and should highlight the advantages of the technology with real case examples.<div align="left"></div><div align="left"><br /><br /></div>
KW  - Cost savings
KW  - Implementation
KW  - Knowledge
KW  - Linear referencing
KW  - Pilot studies
KW  - Referencing
KW  - Technological innovations
KW  - Value engineering
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3008
UR  - https://trid.trb.org/view/1232112
ER  - 

TY  - RPRT
AN  - 01362943
AU  - Ward, Nicholas J
AU  - Linkenbach, Jeff
AU  - Keller, Sarah N
AU  - Otto, Jay
AU  - Western Transportation Institute
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - White Papers for: "Toward Zero Deaths: A National Strategy on Highway Safety" - White Paper No. 2 - White Paper on Traffic Safety Culture
PY  - 2010/07/07/Final Report
SP  - 44p
AB  - Traffic safety culture is a powerful concept which helps explain differences in international, regional and demographic crash risk as well as the propensity to commit high risk behaviors. If it were possible to define and apply this concept within a relevant social psychological theory of behavioral choice, it may be possible to develop a new paradigm for traffic safety interventions. This culture-based approach would be fundamentally different, but complementary to traditional strategies for reducing traffic fatalities which focus on education, enforcement, and engineering. This paper describes the potential role of cultural transformations in the United States traffic safety system by treating the origin of risk behaviors. It also identifies potential hazards and recommended strategies for implementation. This paper estimates an annual savings of $28 billion in crash reductions and a $6 billion annual cost for implementation. The resulting cost to benefit ratio of greater than 4:1 is encouraging.
KW  - Behavior
KW  - Culture (Social sciences)
KW  - Highway safety
KW  - Risk taking
KW  - Social change
KW  - Social psychology
KW  - Traffic safety
KW  - United States
UR  - http://www.westerntransportationinstitute.org/documents/reports/4W3048_Final_Report.pdf
UR  - https://trid.trb.org/view/1128223
ER  - 

TY  - ABST
AN  - 01556450
TI  - Legal Problems Arising out of Highway Programs. Topic 17-03. First Responders
AB  - The applicability of various federal requirements, as well as the availability of certain funding streams, hinges on the classification of an individual as a "first responder". In the near future, the development of a "National Broadband Plan" by the Federal Communications Commission (FCC) will provide much-needed direction for a communications band used by those classified as "first responders". The precise manner in which this term is defined will therefore have ramifications for the entire public safety community, including transportation agencies. Preliminary evidence suggests that a number of incompatible definitions may exist. One such conflict has been noted between the definition created in the 1930s for use by the Federal Communications Commission (FCC) and a broader definition more recently articulated by Homeland Security legislation. Traditionally, the FCC has used the term "first responder" to refer only to fire, police, and emergency medical personnel. A shift toward an all hazards approach in emergency preparedness and response, however, has driven an evolution of this definition in the Homeland Security arena, expanding it to also include emergency management, public health, clinical care, public works, and other skilled support personnel. Interpretations of the "first responder" designation must be reconciled in order to ensure a common understanding and a cohesive federal approach in the effort to improve emergency response capabilities. This research project should: (1) identify the legislation, regulations, and executive orders in which the term "first responder" is defined; (2) briefly summarize the legislation/regulation/order to understand their scope and purpose; (3) provide the definition existing in the source documents; and (4) highlight any commonalities or inconsistencies between the definitions.
KW  - Definitions
KW  - Disaster preparedness
KW  - Emergency management
KW  - First responders (Emergencies)
KW  - Legislation
KW  - National security
KW  - Public health
KW  - U.S. Federal Communications Commission
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3767
UR  - https://trid.trb.org/view/1345745
ER  - 

TY  - ABST
AN  - 01532757
TI  - Impact of Course Aggregate Gradation on PCC Performance Properties
AB  - The objective of this project is to investigate how gradation variations outside the specified aggregate gradation bands influence the long term performance of concrete.
KW  - Aggregate gradation
KW  - Coarse aggregates
KW  - Concrete
KW  - Pavement performance
KW  - Portland cement concrete
UR  - http://www.scdot.scltap.org/wp-content/uploads/2015/01/SCDOT-SPR-689-Project-Final-Report1.pdf
UR  - https://trid.trb.org/view/1318360
ER  - 

TY  - ABST
AN  - 01466134
TI  - Laboratory Testing of Innovative Steel Bridge Designs
AB  - Ongoing research at Colorado State University (CSU) has considered innovative approaches to design of steel bridges for the Colorado Department of Transportation. An initial study considered the application of compact rolled steel sections to simple made continuous design. A follow-up study is considering steel plate girders along with innovations such as (1) external post tensioning using either steel or FRP rods; (2) use of hybrid steel girders to enable the use of high performance steel in key regions of the girders; (3) use of double composite steel-concrete bridges (see figure below); and (4) application of a FRP cover plate to the bottom flange using epoxy to optimize the cross section. The study currently underway is purely analytical. In order to put these innovative bridge design and construction techniques to use, the analytical models need to be verified by laboratory experiments.
KW  - Bridge design
KW  - Girder bridges
KW  - High performance steels
KW  - Laboratory tests
KW  - Plates (Engineering)
KW  - Steel bridges
KW  - Technological innovations
UR  - https://trid.trb.org/view/1234369
ER  - 

TY  - ABST
AN  - 01466133
TI  - Assessment of Planning Models for Indian Reservation Roads
AB  - State and metropolitan transportation agencies have planning models to forecast highway condition and investment needs and analyze the benefits and costs of potential improvements. In comparison, tribal planners have few (if any) tools. One option (or remedy) is to transfer the same technologies used by state planners (e.g., the Highway Economic Requirements System (HERS)) to tribal planners. With this in mind, Benson (in an earlier MPC project) translated the Indian Reservation Roads (IRR) database into an HPMS-like format that can be read by HERS-ST. While HERS test runs on the converted database are continuing, the thoroughness of the data poses many challenges. While most state highways are paved, many miles of Indian Reservation Road are unpaved. HERS-ST lacks specific mechanisms for analyzing the deterioration and costs of unpaved roads or low-type surfaces such as bituminous treatments or very thin asphalt layers. Therefore, supplemental methods may be needed to fully analyze the types of roads found on reservations.
KW  - Condition surveys
KW  - Databases
KW  - Evaluation and assessment
KW  - Highway design
KW  - Highway Economic Requirements System
KW  - Indian reservations
KW  - Planning
UR  - https://trid.trb.org/view/1234368
ER  - 

TY  - ABST
AN  - 01466130
TI  - Connecting Supply Chain Interregional Freight Flow
AB  - Freight flow data such as the Freight Analysis Framework (FAF) predict freight flows among regions based on commodity forecasts. The actual truck traffic may actually be the resultant effect of supply chain decision by a large number of business enterprises and who seek to minimize their total logistics cost by making the best supply chain decisions. The supply chain decisions and the domain of freight movement are not restricted within domestic boundaries but with the present trend in globalization there is an ever increasing trend of freight movement between different parts of the world. The supply chain decisions are not only limited by business objectives but there to a large extent affected by administrative rules and public policies. To have a better understanding of regional freight flow it is essential to have better comprehension of the supply chain factors which determine trade and product flows and mapping commodity forecasts to interregional freight flows. In particular, a typology or systematic classification of supply chain and their relationships to product flows could be useful in this regard. Business decisions are a set of complex interactions between shippers, carriers and service providers in Supply Chain. In order to gain insight into the supply chain process adapted by diverse commodities a reasonable step would be subdivide the commodities into subgroups and determine a prototype a supply chain model for each group. For each of these groups of commodities effective of public investments, response of business to regulations in transportation, parameters determining mode choice, trading partners, location of facilities can be determined.
KW  - Best practices
KW  - Commodity flow
KW  - Decision making
KW  - Freight traffic
KW  - Freight transportation
KW  - Supply chain management
KW  - Traffic flow
KW  - Traffic forecasting
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC358.pdf
UR  - https://trid.trb.org/view/1234365
ER  - 

TY  - ABST
AN  - 01466129
TI  - Freight Railway Track Maintenance Cost Model
AB  - Track maintenance is critically important to railway performance and safety. In 2008, Class I railroads spent $7.52 billion on track maintenance. For internal purposes, freight railroads use proprietary models to predict track deterioration and maintenance for specific segments. However, many of the publicly available studies are outdated at a time when increased emphasis is being placed on railway investments from a multimodal perspective. For example, the equated mileage factors published by the American Railway Engineering &amp; Maintenance of Way Association (AREMA, 2008). Although useful the AREMA factors were initially published in 1994. Another publicly-available model is the Speed Factored Gross Tonnage model (SFGT) which has been used in STB cases. However, it was originally developed in 1975. Similarly, the widely used TOPS model was originally developed in 1976. have been an important source of track cost factors. The equated factors allow planners to quickly compare the expected maintenance costs of tracks of different designs (e.g., rail weights), configurations (e.g., number of tracks), and annual densities (e.g., gross tons) under different traffic conditions (e.g., axle loads and unit trains per day). Other studies present the results of track models, but do not show the actual functions or underlying equations, making them unsuitable for publicly-funded projects where the methods must be transparent. The essential purpose of this project is to provide more information about the relative importance of track maintenance cost factors and a publicly available model which would have applicability in sketch planning and in comparing the maintenance costs of various types of track with different traffic conditions.
KW  - Economic development
KW  - Freight traffic
KW  - Freight transportation
KW  - Maintenance of way
KW  - Railroad tracks
KW  - Sketch planning
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC357.pdf
UR  - https://trid.trb.org/view/1234364
ER  - 

TY  - ABST
AN  - 01466125
TI  - What Can We Learn About Making Driving Safer for Teen Drivers from Crashes in Three Rural States?
AB  - Teen drivers have a relatively high risk for injury and death from traffic crashes (CDC 2010). Given their limited driving experience, it is not unexpected for teens to have above average crash rates (Williams 2003). Fatalities data shows, however, that young drivers in North Dakota, South Dakota, and Wyoming have disproportionately large share of teen drivers involved in the states most serious crashes. Among the 48 contiguous states these three are in the highest quartile for share of fatal crashes attributed to teen drivers. Nationwide 4.4% of fatal passenger vehicle crashes involved drivers age 14 to 17 between 2006 and 2008. The teen shares in these crashes are 12.2%, 9.5%, and 6.9% in North Dakota, South Dakota, and Wyoming, respectively, during those three years. Teen licensing can include a range of education/experience requirements, license restrictions, and age stipulations (. The approach in these states is mixed with regard to licensing processes. Wyoming adopted a three-stage licensing process for teens in 2005 which included new restrictions. South Dakota and North Dakota have fewer restrictions, but have also adopted policies aimed at improving teen driver safety. A study of teen driver crashes in the three states may provide some insight for future decisions to lower crash rates and reduce serious injury crashes. The study will consider roadway, driver, vehicle, and environmental crash parameters.
KW  - Adolescents
KW  - Crash data
KW  - Fatalities
KW  - Human factors in crashes
KW  - North Dakota
KW  - South Dakota
KW  - Traffic crashes
KW  - Traffic safety
KW  - Wyoming
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC344.pdf
UR  - https://trid.trb.org/view/1234360
ER  - 

TY  - ABST
AN  - 01466124
TI  - Modeling, Analysis and Evaluation of Urban Arterial Work Zone
AB  - none
KW  - Arterial highways
KW  - Human factors in crashes
KW  - Mobility
KW  - North Dakota
KW  - Vehicle miles of travel
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC349.pdf
UR  - https://trid.trb.org/view/1234359
ER  - 

TY  - ABST
AN  - 01466123
TI  - Modeling and Evaluation of Traffic Signal Preemption near Railroad Crossings in Small Urban Areas
AB  - none
KW  - Grade crossing protection systems
KW  - Manual on Uniform Traffic Control Devices
KW  - Railroad grade crossings
KW  - Railroad safety
KW  - Traffic congestion
KW  - Traffic control devices
KW  - Traffic signal preemption
KW  - Urban areas
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC350.pdf
UR  - https://trid.trb.org/view/1234358
ER  - 

TY  - ABST
AN  - 01466122
TI  - Concrete Structure Design Alternatives for Rural State and Local Roads
AB  - none
KW  - Box culverts
KW  - Bridge design
KW  - Bridge replacement
KW  - Cast in place concrete
KW  - Concrete structures
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Pavement performance
KW  - Rural highways
KW  - Service life
KW  - South Dakota
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC351.pdf
UR  - https://trid.trb.org/view/1234357
ER  - 

TY  - ABST
AN  - 01466121
TI  - Evaluation of Ice Loads on Bridge Piers in South Dakota
AB  - none
KW  - Bridge abutments
KW  - Bridge piers
KW  - Bridge substructures
KW  - Ice
KW  - Lateral loads
KW  - Live loads
KW  - South Dakota
UR  - http://www.mountain-plains.org/research/projects/downloads/2010_MPC352.pdf
UR  - https://trid.trb.org/view/1234356
ER  - 

TY  - ABST
AN  - 01463956
TI  - Synthesis of Information Related to Highway Problems. Topic 42-03. Practice and Procedures for Site-Specific Evaluation of Earthquake Ground Motions
AB  - AASHTO specifications for seismic design, including both the 2009 Interim AASHTO LRFD Bridge Design Specifications and the 2009 Guide Specifications for LRFD Seismic Bridge Design, mandate site-specific evaluation of the earthquake design ground motion (i.e. the acceleration response spectrum) for ground conditions termed Site Class F. In the AASHTO specifications, Site Class F soils are soft clay sites. These AASHTO specifications also allow discretionary site specific analyses for other ground conditions and a reduction in mapped design ground motions by as much as 33% if justified by a site-specific ground motion analysis. Some State DOTs are taking advantage of this site response reduction provision, particularly in cases where there is the potential for pore pressure generation leading to liquefaction. Furthermore, there is growing evidence that the AASHTO site factors, used to adjust mapped values of design ground motions for local ground conditions, are inappropriate for short period structures (To < 0.5 sec) at shallow bedrock sites, i.e., depth to bedrock less than 100 ft, and for long period structures (To > 1.0 sec) at deep soil basin sites, e.g. depth to bedrock greater than 500 ft For years, the primary method used in engineering practice for evaluating the influence of local ground conditions on earthquake ground motions on a site-specific basis has been the equivalent-linear site response computer program SHAKE. However, SHAKE is known to be unreliable at (1) sites with ground motions in excess of 0.3 g due to non-linear site response effects, (2) at sites where there is a potential for liquefaction because it cannot consider the effects of pore pressure generation, and (3) at deep soil basin sites because of deficiencies in damping and modulus reduction curves. A number of truly non-linear site response analysis methods have recently become available and are now being used in practice, including methods that account for deep soil basin effects (e.g. DEEPSOIL) and pore-water pressure generation (e.g. D-MOD2000, OPENSEES, and DESRAMUSC). Significant expertise is required to conduct and interpret the results from these newer methods, often leading to questions regarding the validity of results. For instance, experience with the newer nonlinear analysis methods show that strains (and hence stiffness reduction) tend to become more localized than in an equivalent linear analysis (e.g. a SHAKE analysis). As a result, details of the soil profile, particularly soft layers and impedance contrasts, can have a larger effect on the results of a nonlinear analysis than they do on the results of an equivalent linear analysis. Furthermore, with all available methods (including SHAKE), significant expertise and numerous discretionary decisions are required in order to conduct a site response analysis, including the selection of an appropriate suite of time histories, whether to measure the small strain modulus and other soil properties in the field and/or laboratory or obtain them using correlations, to what extent sensitivity analyses are required, and what modulus reduction and damping curves to use. The extent of the required expertise and discretionary decisions is greater with the newer methods than with SHAKE and is greatest with the analyses that consider pore pressure generation and dissipation. Commentary within the AASHTO specifications warns of potential issues when conducting site-specific ground motion studies, but the commentary provides no guidance on how or when to consider these potential issues. This lack of guidance raises concerns as to whether appropriate estimates of site-specific ground motions are being made for design, potentially resulting in either excessive project construction costs when ground motion response is overestimated or unacceptable risk to the public when ground motion response is underestimated. A synthesis study will be performed of current practice and available methods for site specific analysis of earthquake ground motions supplemented with a summary of experience gained in developing and employing these methods, including challenges in their application and perceived advantages and disadvantages of the different methods. This study will help establish and improve the state of practice, providing a summary of best design practices, as well as identifying research and development needs on this important topic.
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Liquefaction
KW  - Pore pressure
KW  - Seismicity
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2939
UR  - https://trid.trb.org/view/1232184
ER  - 

TY  - ABST
AN  - 01463955
TI  - Synthesis of Information Related to Highway Problems. Topic 42-04. Recent Geometric Design Research for Improved Safety, Operations, and Maintenance
AB  - There is a significant body of research related to safety and operational impacts of geometric design decisions. Application of this knowledge is sometimes limited because of the sheer volume of information that exists and the rapid pace in which it is produced and published. Geometric design research results are scattered across a variety of different tools and publications that are not easily accessible to highway and street geometric designers and geometric design policy makers. Significant time investments are required to find, critique, and implement the research results into practice. NCHRP Synthesis 299, Recent Geometric Design Research for Improved Safety and Operations was published in 2001 and included a review and summary of selected geometric design research published during the 1990s, particularly research with improved safety and operations implications. The synthesis was organized so that research results were presented with direct correspondence to Green Book chapters (e.g., Design Controls and Criteria, Elements of Design, Cross Section Elements, Intersections, and Interchanges). Since the publication of NCHRP Synthesis 299, a considerable amount of research related to operational and safety effects of highway and street geometrics has been completed. In some cases, the research was executed as part of a strategic research program to develop a specific tool or manual (e.g., 2010 Highway Capacity Manual, Highway Safety Manual, SafetyAnalyst). In other cases, the research was part of individual, unrelated project efforts aimed at addressing an important knowledge gap. Results are published in NCHRP reports and web only documents, FHWA reports, state DOT research reports, and in a number of peer-reviewed transportation journals.
KW  - AASHTO Green Book
KW  - Geometric design
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Information systems
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2940
UR  - https://trid.trb.org/view/1232183
ER  - 

TY  - ABST
AN  - 01463954
TI  - Synthesis of Information Related to Highway Problems. Topic 42-02. The Use and Application of the Census Bureau's Public Use Microdata Sample (PUMS) by States and Metropolitan Planning Organizations
AB  - The Public Use Microdata Sample (PUMS) data series produced by the Census Bureau is increasingly becoming a critical source of data for the Metropolitan Planning Organization (MPO) and State transportation planning community. For example, more and more MPOs are experimenting with the PUMS data in developing population synthesizers to support their travel forecasting models while others have used it for policy studies dealing with the transportation needs of special populations like the elderly, those in group quarters and the disabled. There is an abundance of information on what PUMS is and where to get the raw data, yet very little is known about who is using it, and what they are using it for. What is known about its use is hard to find and not well documented, making it difficult to learn from each other or help those responsible for designing usable data products for the transportation community. Compounding this information void, a recent change to the American Community Survey from the Census Long Form Survey has introduced new methodological issues and concerns that are not well understood. The purpose of this synthesis is to discover who are the transportation users of the PUMS data, to document the extent and purposes of their use, and to identify any data issues encountered. Through this effort best practices should be identified and documented along with any common approaches for solving common problems. Closing out the synthesis will be recommendations for research to improve use of the PUMS data by the transportation community. Information for the study will be gathered by literature review, a survey of MPOs and state transportation agencies, and personal follow-up with the agencies. Illustrative case studies will be developed to illustrate how individual agencies are using PUMS data. These may include situations where difficulties were encountered.
KW  - Aged
KW  - Census
KW  - Data collection
KW  - Information systems
KW  - Metropolitan planning organizations
KW  - Persons with disabilities
KW  - Public use microdata samples
KW  - Traffic forecasting
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2938
UR  - https://trid.trb.org/view/1232182
ER  - 

TY  - ABST
AN  - 01463952
TI  - Synthesis of Information Related to Highway Problems. Topic 42-06. Performance-based Highway Maintenance and Operations Management
AB  - There is an increasing focus on performance outcomes and management accountability in highway system management by state transportation agencies. This interest has driven substantial, relatively rapid advances in maintenance and operations (M&amp;O) management practices and systems, characterized by what are commonly referred to as levels of service (LOS). These management advances are not documented in a single, up-to-date source. Documentation is important since practices vary. For example, state DOTs have taken different approaches to defining LOS (e.g., pass-fail scoring vs. A-through-F-type grading); the performance measures and threshold values that underlie LOS definitions vary, notwithstanding national efforts to achieve greater uniformity; and methods to communicate the consequences of different target LOS likewise vary.
KW  - Highway maintenance
KW  - Highway operations
KW  - Level of service
KW  - Maintenance practices
KW  - Management
KW  - State departments of transportation
KW  - Systems management
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2942
UR  - https://trid.trb.org/view/1232180
ER  - 

TY  - ABST
AN  - 01463951
TI  - Synthesis of Information Related to Highway Problems. Topic 42-07. Waterproofing Membranes for Concrete Bridge Decks
AB  - Bridge deck deterioration is one of the most extensive problems for bridge maintenance. Using waterproofing membrane might be a good way to mitigate this problem. A recent International Scan,"Assuring Bridge Safety and Serviceability," in Europe found agencies consistently reported success with the incorporation of waterproofing membranes for new concrete bridge deck construction as a means of both extending service life and circumventing the need to rehabilitate or replace bridge decks. In contrast, their usage in the United States remains, to a large extent, limited. This study will update to NCHRP Synthesis 220 Waterproofing Membranes for Concrete Bridge Decks (1995). It will assemble, organize, evaluate and document information related to advances in materials, design, construction and performance of waterproofing membranes for existing and new bridge decks. In particular, the identification of domestic materials, processes and installation practices which have been successful, as well as why domestic systems have failed, is needed.
KW  - Bridge decks
KW  - Bridge maintenance
KW  - Concrete bridges
KW  - Membranes
KW  - Service life
KW  - Technological innovations
KW  - Waterproofing
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2943
UR  - https://trid.trb.org/view/1232179
ER  - 

TY  - ABST
AN  - 01463950
TI  - Synthesis of Information Related to Highway Problems. Topic 42-08. Significant Findings from Advanced Pavement Testing
AB  - NCHRP Synthesis 325 reported on information pertaining to Accelerated Pavement Testing (APT) projects until early 2000. Since then APT programs in the US and abroad have expanded and research findings have been published on a wide range of topics. More than thirty APT programs are currently active in the US and internationally. There have been two international conferences dedicated solely to APT: one in 2004 in Minneapolis and the other in Madrid in 2008.  Presentations and publications stemming from the annual TRB meetings and other conferences have also added to the increase in APT research findings. From the proceedings of these conferences and meetings and other research reports it is clear that APT research has is generating a vast scope of significant findings, and that the application of these findings has been expanding into the broad field of Pavement Engineering. This update of Synthesis 325 will gather into one report this large source of knowledge to be utilized effectively and efficiently by the pavement engineering community. The study will look at new studies that fit the framework of Synthesis 325 but also identify new areas of research using APT have emerged recently to the benefit to the pavement engineering in the US. In this regard, there is also a strong need to identify what is needed as further research. The primary objective of this study is to develop a framework for capturing, structuring and reporting on assessments of APT findings and applications, and to assemble and summarize the benefits of the APT work conducted in the past eight years.
KW  - Accelerated pavement tests
KW  - Benefits
KW  - Construction engineering
KW  - Engineering
KW  - Pavement design
KW  - Pavement performance
KW  - Pavement testing
KW  - Research
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2944
UR  - https://trid.trb.org/view/1232178
ER  - 

TY  - ABST
AN  - 01463949
TI  - Synthesis of Information Related to Highway Problems. Topic 42-09. Low Cost Solutions for Stabilization and Erosion Control
AB  - According to U.S. government records as of 2009 there are estimated to be 42.8 million miles of roads on the planet. Of these, 32.1 million miles (52 million km) comprise rural low-volume roads. In the U.S. there are approximately 4 million miles in the road system of which there are 3 million miles of rural low-volume roads, maintained by some 35,000 local agencies. Low volume roads are often considered synonymous with low cost roads, especially in developing countries, and road construction practice commonly omits any form of surface slope protection (grass plantings, hydro-mulching, etc.). As a consequence, there are often major erosion problems leading to environmental damage and pollution of waterways. Additionally frequent shallow slope failures add to the erosion problem, increase road maintenance needs, and often create road delays and traffic safety problems. Many solutions being implemented around the world by low volume road engineers and managers are successful and low-cost, but are not well-documented. This study will gather information through a literature review, including international sources (especially Nepal, Bhutan, and Indonesia); a practitioner survey; and selected interviews. Contacts and information may be sought from the state LTPPs, the National Association of County Engineers, the American Public Works Association, the US Forest Service, and the state DOTs.
KW  - Erosion control
KW  - Geotechnical engineering
KW  - Low volume roads
KW  - Pavement maintenance
KW  - Road construction
KW  - Slope stability
KW  - Soil stabilization
KW  - Vegetation control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2945
UR  - https://trid.trb.org/view/1232177
ER  - 

TY  - ABST
AN  - 01463948
TI  - Synthesis of Information Related to Highway Problems. Topic 42-10. Extent of Highway Capacity Manual Use in Planning
AB  - A primary application of the Highway Capacity Manual (HCM) by transportation agencies is to assess the effect of proposed improvement projects on quality of service. However, the HCM does not address how HCM results should be used in project prioritization and decision making and does not consistently provide measures that are needed by highway agencies for this purpose. For example, transportation agencies might wish to use HCM results to rank proposed projects by delay reduction (expressed in vehicle-hours or person-hours) or by delay reduction per dollar of construction cost. In decision making, transportation agencies might choose to value delay reduction differently within different levels of service. The HCM might include a new section on project prioritization and decision making. All existing and future HCM methodologies could be reviewed and improved to assure that they provide the measures needed by transportation agencies for project prioritization. The objective of this project is to assess the extent to which the HCM is being used by state departments of transportation, metropolitan planning organizations, transit providers and local governments in the prioritization of transportation projects and in the decision-making processes through which projects are selected.
KW  - Decision making
KW  - Highway capacity
KW  - Highway Capacity Manual
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Project management
KW  - Quality of service
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2946
UR  - https://trid.trb.org/view/1232176
ER  - 

TY  - ABST
AN  - 01463947
TI  - Synthesis of Information Related to Highway Problems. Topic 42-11. City Ordinances to Support Pedestrian Safety
AB  - Many communities are encouraging pedestrian transportation to improve personal and public health, provide recreation, reduce the public costs of private automobile travel, and create other economic benefits. Communities that have been most successful at promoting pedestrian transportation options recognize that a safe and usable pedestrian environment requires much more than meeting minimum national standards. High-quality pedestrian environments are places where pedestrians are anticipated, encouraged, and will congregate. These communities are developing new ordinances and design guidelines to encourage mixed-use development patterns and streets that serve a variety of transportation modes. There is a need to share information about the tools used by leading communities to develop transportation systems that support pedestrian activity. This synthesis will document the regulatory, financial, and administrative tools used by communities to create vibrant pedestrian networks. The focus will be on places that are pro-active on addressing pedestrian access. Case studies will be collected from local municipalities, counties, and states. These case studies will identify the tools and methods being employed; fully document the approaches used; cite the purpose and justification behind the initiatives; discuss political opposition or support; summarize the final ordinances that were adopted; and provide overall reflections on the process.
KW  - Accessibility
KW  - Activity choices
KW  - Economic benefits
KW  - Local transportation
KW  - Mixed use development
KW  - Mode choice
KW  - Ordinances
KW  - Pedestrian movement
KW  - Pedestrian safety
KW  - Regional planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2947
UR  - https://trid.trb.org/view/1232175
ER  - 

TY  - ABST
AN  - 01463946
TI  - Synthesis of Information Related to Highway Problems. Topic 42-12. Successful Programs to Manage Traffic Sign Retroreflectivity
AB  - On December 21, 2007, the Federal Highway Administration (FHWA) revised the Manual on Uniform Traffic Control Devices (MUTCD) to establish maintenance criteria (minimum retroreflectivity) for traffic sign retroreflectivity. This revision included compliance dates by which agencies must establish a maintenance method and meet traffic sign retroreflectivity criteria. The Final Rule became effective Jan 2008, with an implementation date for a maintenance management method by Jan 2012. There are some state programs that were begun before the new requirement. Other proactive agencies are now gaining experience and expertise maintaining sign retroreflectivity. It is understood that, while there has been limited progress among the states for this topic, it is important to capture what has been done and what is planned, to help all the states grapple with the requirement.
KW  - Compliance
KW  - Maintenance
KW  - Manual on Uniform Traffic Control Devices
KW  - Retroreflectivity
KW  - Traffic control devices
KW  - Traffic signs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2948
UR  - https://trid.trb.org/view/1232174
ER  - 

TY  - RPRT
AN  - 01477345
AU  - Boisvert, Denis M
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Preparation of Rumble Strips Prior to Overlayment
PY  - 2010/07//Final Report
SP  - 19p
AB  - The use of rumble strips in pavement to reduce run-off-road accidents is relatively new. In New Hampshire, these installations began in the mid to  late 1990s. The New Hampshire Department of Transportation (NHDOT) performed its first overlay of rumble strips in Nashua on its Central Turnpike during the 2003 construction season. The rumbles immediately reflected through the one-inch overlay, raising concerns over whether these features should receive special preparation.  A national materials list-serve was used to solicit the practices of other state and provincial agencies. Eighteen respondents indicated a range of  opinion from grinding the strip and shimming before paving, to doing nothing provided the strip is less than a ½-inch deep and the overlay is more than 4 inches. The opinions appeared to be based on general paving experience rather than knowledge about this specific condition. An additional 17 respondents either had no opinion, or did not install rumble strips. The authors concluded that there was no conventional method for overlaying rumble strips.  This research project was launched with the objective of developing appropriate techniques, sequences and/or options to perform the preparation and overlay operation successfully and economically. Rumble strip pavement performance within the study area demonstrated that the simplest  and least costly method produced a durable pavement and replacement rumble strip, but other problems related to thin lift overlays during subsequent paving seasons eventually lead to a specification requiring the preparation treatment needing the greatest effort.  For the 2010 season, NHDOT elected to require that all rumbles be milled and inlayed prior to placement of the overlay. The inlay technique has been successfully used without overlay for removal of rumble strips to create temporary traffic detours.  At the time of this report, contractors have developed the tools and techniques needed to install the 20-inch wide inlay with reasonable efficiency, such that it is not the laborious, hand-work operation that it was during the test site construction in 2005. A new bid item has been added to the construction contracts that provide for an intermediate bid price that is neither full-lane machine method, nor high cost handwork. The item includes  the rumble milling and replacement inlay.
KW  - Bituminous overlays
KW  - Mill-and-inlay treatments
KW  - Milling
KW  - New Hampshire
KW  - Pavement design
KW  - Pavement performance
KW  - Rumble strips
KW  - Surface preparation
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-13733V.pdf
UR  - https://trid.trb.org/view/1246589
ER  - 

TY  - RPRT
AN  - 01457793
AU  - Corson, Lynn A
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Proposed Implementation of the Indiana Erosion and Sediment Control Field Guide : Technical Report
PY  - 2010/07//Technical Report
SP  - 12p
AB  - Recommendations for the contents of an Indiana Erosion and Sediment Control Field Guide is one of five deliverables stipulated in the Joint Transportation Research Project (JTRP) proposal for SPR-3312, Identification and Implementation of Best Management Practices for Erosion and Sediment Control that Conform to Indiana Stormwater Quality Regulations and Guidance, along with recommendations for updates to the Standard Specifications, revision of the descriptions of Best Management Practices (BMPs) to comport with the Indiana Department of Environmental Management (IDEM) Stormwater Quality Manual, a revised National Pollutant Discharge Elimination System (NPDES) stormwater permit application and recommendations for an Erosion and Sediment Control training curriculum. The Field Guide is intended to be used by contractor personnel in assessing site conditions and to select and install the appropriate erosion and sediment control BMPs and by the Indiana Department Of Transportation (INDOT) field personnel responsible for supervising and inspecting the selection/installation.
KW  - Best practices
KW  - Construction sites
KW  - Drainage
KW  - Environmental policy
KW  - Erosion
KW  - Indiana
KW  - Road construction
KW  - Runoff
KW  - Sediment control
KW  - Stormwater quality
UR  - http://dx.doi.org/10.5703/1288284314257
UR  - https://trid.trb.org/view/1218723
ER  - 

TY  - RPRT
AN  - 01457702
AU  - DeLong, David T
AU  - Bowman, Mark D
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Fatigue Strength of Steel Bridge Members with Intersecting Welds
PY  - 2010/07//Final Report
SP  - 224p
AB  - The brittle fracture of the Hoan Bridge in December 2000 highlighted the fracture susceptibility of details containing intersecting welds in steel bridges. Though it is now known that details with intersecting welds should be avoided, many existing bridges in Indiana contain details with intersecting welds. Little experimental data on the fatigue performance of these details exists. The purpose of this study was to evaluate the fatigue strength of several details commonly found in steel bridges in Indiana that contain intersecting welds. Large-scale experimental fatigue testing were performed using nine steel beams to study the behavior of three basic types of welded details: a vertical stiffener, a horizontal stiffener terminating near a vertical stiffener, and a horizontal gusset plate coped to fit around a vertical stiffener. The welded details in this study were fabricated with varying degrees of web gap, defined as the distance between perpendicular weld toes. The results of the experimental testing were examined and compared to prior testing to determine if the size of the web gap affected the fatigue strength. Furthermore, the performance of drilled hole retrofits used to extend the fatigue life of these details was studied. Within the scope of the fatigue testing program, the presence of intersecting welds was not found to significantly affect the fatigue strength of vertical stiffener and horizontal gusset details. However, the size of the web gap may have had an effect on the fatigue strength of details where a horizontal stiffener terminated near a vertical stiffener. Further experimental testing is needed to more clearly define the relationship between web gap and fatigue strength for this case. Drilled hole retrofits were successful at prolonging the lives of these details to varying degrees, but it should be noted that the stress redistribution resulting from these holes may cause fatigue cracking at nearby weld toes.
KW  - Fatigue strength
KW  - Fracture mechanics
KW  - Indiana
KW  - Steel bridges
KW  - Welds
UR  - http://dx.doi.org/10.5703/1288284314287
UR  - https://trid.trb.org/view/1218753
ER  - 

TY  - RPRT
AN  - 01457699
AU  - Sinfield, Joseph V
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis Study: Development of an Electronic Detection and Warning System to Prevent Overheight Vehicles from Impacting Overhead Bridges
PY  - 2010/07//Final Report
SP  - 80p
AB  - Overheight vehicle impacts with bridges are surprisingly common. The damage from collisions can range from minor to severe, and there is also evidence that some bridges are impacted multiple times, leading to the potential for cumulative damage effects. Thus there is a clear need to attempt to prevent overheight vehicle collisions with bridges.This Synthesis Study provides a review of solutions that exist to detect and forewarn overheight vehicles and thereby prevent a collision, and specifically examines the breadth of available overheight vehicle detection technologies, the commercial availability of such equipment, and the experience of relevant DOTs with installed and functioning systems.The findings of this study indicate that most states have updated their infrastructure to account for overheight vehicles and permanently avoid collisions. The few states that still actively employ overheight vehicle detection and warning systems (OVD&W) tend to use optoelectronic single- or dual-eye infrared detection systems and report that the devices have decreased the amount of damage occurring to their structures. The initial equipment and installation costs of these systems range from a few thousand to twenty-five thousand dollars based on DOT interviews, and on-going maintenance appears minimal. Overall, considering that the only other completely effective option to avoid overheight vehicle incidents is to raise the height of affected structures, or lower the roadway surface, an (optoelectronic) OVD&W system is a relatively inexpensive and effective method for decreasing overheight vehicle accidents.With this in mind, this study provides a guide to the site characteristics that influence both sensor selection and overall OVD&W system design. A simple Equipment Selection Tool is presented to guide system choice, and is demonstrated through a case example centered on the I-65 – I-70 merger location in Indianapolis, IN.
KW  - Bridges
KW  - Crashes
KW  - Detection and identification systems
KW  - Overheight vehicles
KW  - Sensors
KW  - Warning systems
UR  - http://dx.doi.org/10.5703/1288284314276
UR  - https://trid.trb.org/view/1218742
ER  - 

TY  - SER
AN  - 01445975
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Ouyang, Yanfeng
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - 2009 National Safety Performance Function Summit
PY  - 2010/07
IS  - 10-071
SP  - 169p
AB  - The Illinois Department of Transportation (IDOT) and the Illinois Center for Transportation (ICT) sponsored and hosted the first National Safety Performance Function Summit on July 29 and 30, 2009, in Chicago, Illinois. The goal of this summit was to disseminate information and facilitate discussions on various ongoing and emerging activities related to the development and implementation of Safety Performance Functions (SPFs). This report summarizes the attendee statistics, the conference program, the main activities (including 32 presentations and eight discussion sessions), and the attendees’ feedback. Prospects for follow-up activities are also discussed.
KW  - Conferences
KW  - Crash risk forecasting
KW  - Highway safety
KW  - Implementation
KW  - Safety Performance Functions
KW  - Visual presentations
UR  - http://ntl.bts.gov/lib/45000/45700/45768/FHWA-ICT-10-071.pdf
UR  - https://trid.trb.org/view/1212519
ER  - 

TY  - JOUR
AN  - 01383081
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Kerenyi, K
AU  - Guo, J
TI  - Hazard mitigation R&D series: article 2: scour, flooding, and inundation
PY  - 2010/07
VL  - 74
IS  - 1
SP  - 30-5
KW  - Bridge failure
KW  - Bridge management
KW  - Bridge management systems
KW  - Bridges
KW  - Collapse
KW  - Disaster management
KW  - Disasters
KW  - Erosion
KW  - Erosion
KW  - Flooding
KW  - Floods
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/06.cfm
UR  - https://trid.trb.org/view/1151022
ER  - 

TY  - JOUR
AN  - 01383080
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Corrigan, M
AU  - Newcomb, D
AU  - Bennert, T
TI  - From hot to warm [asphalt]
PY  - 2010/07
VL  - 74
IS  - 1
SP  - 23-9
KW  - Air quality management
KW  - Asphalt
KW  - Bituminous binders
KW  - Bituminous pavements
KW  - Emissions control
KW  - Materials technology (asphalt/bitumen/concrete)
KW  - Polymer asphalt
KW  - Polymer modified asphalt
KW  - Polymer modified binder
KW  - Temperature
KW  - Temperature
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/05.cfm
UR  - https://trid.trb.org/view/1151021
ER  - 

TY  - JOUR
AN  - 01383079
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Row, S J
TI  - Intellidrive: Smarter, safer, greener
PY  - 2010/07
VL  - 74
IS  - 1
SP  - 18-22
KW  - Collision avoidance system
KW  - Crash avoidance systems
KW  - Highway safety
KW  - Intelligent transport system
KW  - Intelligent transport systems (ITS)
KW  - Intelligent transportation systems
KW  - Road safety
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/04.cfm
UR  - https://trid.trb.org/view/1151020
ER  - 

TY  - RPRT
AN  - 01376425
AU  - Hall, J
AU  - Migliaccio, G
AU  - Tarefder, Rafiqul A
AU  - Ghorai, S
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Road Lifecycle Innovative Financing (Road LIFE) 2010
PY  - 2010/07//Final Report
SP  - 107p
AB  - This report is organized into five sections and nine chapters, and includes a set of appendices containing supporting information and the results of data collection and analysis. The second section of the report summarizes the state of practice of some disciplines related to the RoadLIFE study: project delivery, project financing, and life cycle cost analysis for highway projects. The third section summarizes the consequences of the US 550 reconstruction, specifically an analysis of the impact of innovative procedures on project performance, an evaluation of the road user benefits of the US 550 improvements in terms of travel time savings, vehicle operating costs, and highway safety, and an assessment of the economic development in the Four Corners area that may be attributable to the reconstructed four-lane highway. The fourth section provides instruction on how to use the research products developed in this project. The supplements to this report include a CD containing the warrant tracking software and a PowerPoint presentation describing the research procedure and findings.
KW  - Economic development
KW  - Economic impacts
KW  - Financing
KW  - Highway projects
KW  - Innovation
KW  - Life cycle costing
KW  - Project management
KW  - Reconstruction
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM08ADM-01%20Road%20LIFE%20Innovative%20Financing%202010.pdf
UR  - https://trid.trb.org/view/1144171
ER  - 

TY  - RPRT
AN  - 01376424
AU  - Weldon, Brad  D
AU  - Jauregui, David V
AU  - Newtson, Craig M
AU  - Taylor, Christopher W
AU  - Montoya, Kristin F
AU  - Allena, Srinivas
AU  - New Mexico State University, Las Cruces
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility Analysis of Ultra High Performance Concrete for Prestressed Concrete Bridge Applications
PY  - 2010/07//Final Report
SP  - 203p
AB  - UHPC is an emerging material technology in which concrete develops very high compressive strengths and exhibits improved tensile strength and toughness. A comprehensive literature and historical application review was completed to determine the characteristics and properties of UHPC currently being used in design applications. Trial designs and cost analyses on typical prestressed concrete bridges using UHPC were conducted and used to investigate the merits and feasibility of UHPC in prestressed concrete design in New Mexico.
KW  - Bridge design
KW  - Feasibility analysis
KW  - New Mexico
KW  - Prestressed concrete bridges
KW  - Ultra high performance concrete
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM09MSC-01FINALREPORT.pdf
UR  - https://trid.trb.org/view/1144167
ER  - 

TY  - RPRT
AN  - 01376113
AU  - Young, Rhonda
AU  - Offei, Edward
AU  - Dai, Quiyue
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - High Wind Warning System for Bordeaux, Wyoming
PY  - 2010/07//Final Report
SP  - 187p
AB  - The state of Wyoming has frequent severe wind conditions, particularly in the southeast corner of the state along Interstate 80 and Interstate 25. The high winds are problematic in many ways including, interfering with the performance of the transportation system, blowing vehicles off the road, or even overturning high profile trucks, which can cause economic losses and safety concerns for road users. The primary objectives of this research involve two parts: First, develop a statistical model that reveals the correlation between likelihood of overturning trucks and the weather conditions. Second, use the result of the statistical model to develop a data driven operation plan for Wyoming Department of Transportation to use in the winter season at a hazardous high wind corridor to improve truck safety.
KW  - Crash data
KW  - High winds
KW  - Overturning
KW  - Rollover crashes
KW  - Truck crashes
KW  - Weather conditions
KW  - Wind
KW  - Winter
KW  - Wyoming (Iowa)
UR  - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/BordeauxReport.pdf
UR  - http://ntl.bts.gov/lib/44000/44300/44321/BordeauxReport.pdf
UR  - https://trid.trb.org/view/1143044
ER  - 

TY  - RPRT
AN  - 01342252
AU  - Zhang, Li
AU  - Wen, Yi
AU  - Huang, Zhitong
AU  - Jin, Mingzhou
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Framework of Calculating the Measures of Resilience (MOR) for Intermodal Transportation Systems
PY  - 2010/07//Final Report
SP  - 65p
AB  - Recent catastrophic events, such as Hurricane Katrina, have accentuated the value of measures of resilience (MOR) for the response and restoration of transportation systems following a disaster and have therefore become a topic of great concern for transportation researchers. However, according to a review of current literature, a widely accepted method for evaluating MOR for transportation systems (especially in an intermodal context) has not been established. The objective of this report is to develop a framework for MOR calculation for intermodal transportation systems in response to disaster and to evaluate effectiveness of strategies for improving the MOR. Freight transportation resilience is the main concern in this report; however, to replicate actual traffic conditions, passenger transportation is also considered as a part of an integrated transportation system. For the MOR calculation procedure, TransCAD was used to model the research area network and generate transportation data. Pre-disaster and post-disaster population and employment data was collected at the county level and disaggregated to each Traffic Analysis Zone (TAZ) using linear equations. Then, based on the study area’s population and employment data, the network Origin-Destination (OD) traffic before and after the disaster was estimated using TransCAD. A series of resilience indicators in terms of mobility, accessibility, and reliability were selected to evaluate the intermodal system performance based on the TransCAD outputs. A Performance Index (PI) is further introduced which aggregates several resilience indicators to measure system performance regarding mobility. The Level of Service (LOS) of highway networks and intermodal terminals before and after a disaster were also determined according to their respective LOS standards. Based on these resilience indicators, MOR in this report is defined the percentages of system performance measures degraded. A formula was developed to produce quantitative values for intermodal system MOR with respect to mobility, accessibility, and reliability. The above process was reviewed in a case study of the Mississippi Gulf Coast region. The analysis demonstrated the effectiveness of the proposed MOR calculation procedure. In addition, strategies for improving MOR were studied, and because the impact of disaster to MOR was not significant, rerouting was proposed as a method for improvement. To evaluate the effectiveness of rerouting, experiments were explored using DynusT simulation. Results of this experimentation show that, in this case, rerouting is a valid method for MOR enhancement and that diversion delay is significant.
KW  - Calculation
KW  - Disasters and emergency operations
KW  - Intermodal transportation
KW  - Level of service
KW  - Mississippi Gulf Coast
KW  - Performance measurement
KW  - Rerouting
KW  - Resilience (Adaptability)
KW  - Strategic planning
KW  - Transportation planning
KW  - Transportation systems
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS220.pdf
UR  - https://trid.trb.org/view/1104183
ER  - 

TY  - RPRT
AN  - 01340387
AU  - Brown, Rebecca Nelson
AU  - Maynard, Brian
AU  - University of Rhode Island, Kingston
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Native Grasses for Highway Slope Stabilization & Salt Tolerance
PY  - 2010/07//Final Report
SP  - 41p
AB  - The objective of this study was to evaluate grass species native to New England for potential use on roadsides. The authors examined salt tolerance, rooting depth, and ability to establish and survive under roadside conditions.  The grasses evaluated for all characteristics were red fescue, smooth brome, tufted hairgrass, prairie junegrass, little bluestem, big bluestem, indiangrass, slender wheatgrass, Canada wildrye, Virginia wildrye, purple lovegrass, autumn bentgrass, Pumpelly's brome, panic grass, alkaligrass, nimblewill, sideoats grama and fringed brome.  Additional species evaluated for some of the characteristics included creeping bentgrass, hard fescue, tall fescue, perennial ryegrass, sand dropseed, silky wildrye and eastern bottlebrush.  Purple lovegrass, panic grass and switchgrass have the best combination of salt tolerance, deep rooting, and ability to survive roadside conditions.  Alkaligrass is extremely salt tolerant and is moderate for both rooting depth and roadside survival.  Red fescue and prairie junegrass are low-growing grasses which showed good salt tolerance and roadside survival but both species are shallow-rooted.  Indiangrass, little bluestem, and big bluestem are deeply rooted and survive well away from the pavement but lack sufficient salt tolerance for use in high salt zones.  The bromegrasses, and wildryes do not survive on the roadside.  Neither do nimblewill, sideoats grama, or autumn bentgrass.  Based on the results of the authors' research they recommend that slopes in danger of slip erosion be seeded with a mixture including both low-growing native grasses such as red fescue, prairie junegrass and little bluestem and deep rooted species such as switchgrass, big bluestem, panic grass and indiangrass.
KW  - Grasses
KW  - Rhode Island
KW  - Roadside
KW  - Roots
KW  - Slope stability
KW  - Sodium chloride
KW  - Tolerance (Physiology)
UR  - https://trid.trb.org/view/1101882
ER  - 

TY  - RPRT
AN  - 01334572
AU  - Bartholomew, Keith
AU  - Ewing, Reid
AU  - Meakins, Gail
AU  - University of Utah, Salt Lake City
AU  - Federal Highway Administration
TI  - Integrated Transportation Scenario Planning
PY  - 2010/07
SP  - 229p
AB  - Regional land use–transportation scenario planning emerged as a planning technique in U.S. metropolitan areas in the 1990s. Building on prior work by this research team, this study continues to track the development and expansion of regional scenario planning, using 28 projects completed between 2003 and 2010. These projects demonstrate the continued popularity of scenario planning techniques when used to articulate and evaluate compact alternatives for future growth. The research team used hierarchical multivariate modeling to evaluate 107 scenarios, demonstrating important associations between land use and transportation variables and vehicle travel demand. Coefficients from this analysis suggest that a shift to compact development—increasing average regional density by 50 percent by 2050, emphasizing infill, mixing land uses, and increasing the price of automobile use—could result in 25% fewer vehicle miles of travel (VMT) compared to amounts projected under trend conditions. The projects also demonstrate important methods for effectively integrating scenario techniques into traditional long-range regional transportation planning processes. These important advances in regional scenario practice are hampered, to some degree, by continued limitations in the ability of travel demand models to evaluate the impacts of land use-based strategies. Another limitation is the failure by project sponsors to incorporate important changes in global economic and environmental conditions, such as climate change and peak oil, both as input variables and as evaluation metrics.
KW  - High density development
KW  - Integrated transportation systems
KW  - Land use planning
KW  - Long range planning
KW  - Metropolitan areas
KW  - Multivariate analysis
KW  - Regional planning
KW  - Scenario planning
KW  - Transportation planning
KW  - Travel demand
KW  - Vehicle miles of travel
UR  - http://faculty.arch.utah.edu/bartholomew/Integrated_Transp_Scenario_Planning.pdf
UR  - https://trid.trb.org/view/1097900
ER  - 

TY  - RPRT
AN  - 01329349
AU  - Tunver, S
AU  - Carson, J
AU  - Wilkinson, L J
AU  - Travis, K
AU  - Zimmerman, C
AU  - Battelle Memorial Institute
AU  - National Park Service
AU  - Federal Highway Administration
TI  - Traffic Monitoring: A Guidebook
PY  - 2010/07//Final Report
SP  - 48p
AB  - Traffic Monitoring: A Guidebook discusses different approaches to traffic monitoring and helping decisions to be made are based on the quality of the traffic data being collected and how well that traffic data reflects the actual events that are occurring. This guidebook should aid the user in developing a basic understanding of traffic data collection principles and procedures. This guidebook will provide an overview of traffic monitoring through simple descriptions which explain the various basic concepts related to a successful traffic monitoring program. Furthermore, this document investigates some of the challenges associated with a traffic monitoring program including variability in traffic, adjustment factors, and strategies for assisting with under-funded programs. This guidebook does not attempt to cover every aspect and detail of traffic monitoring but provides a starting point that leads the user to a successful traffic monitoring program.
KW  - Data collection
KW  - Decision making
KW  - Guidelines
KW  - Traffic data
KW  - Traffic flow
KW  - Traffic surveillance
KW  - Transportation planning
UR  - http://www.ctiponline.org/publications/view_file.ashx?fileID=139
UR  - http://www.wfl.fhwa.dot.gov/programs/td/publications/documents/traffic-monitoring.pdf
UR  - https://trid.trb.org/view/1090664
ER  - 

TY  - RPRT
AN  - 01329344
AU  - Harwood, Douglas W
AU  - Torbic, Darren J
AU  - Richard, Karen R
AU  - Meyer, Melanie M
AU  - Midwest Research Institute
AU  - Federal Highway Administration
TI  - SafetyAnalyst: Software Tools for Safety Management of Specific Highway Sites
PY  - 2010/07//Final Report
SP  - 306p
AB  - SafetyAnalyst provides a set of software tools for use by state and local highway agencies for highway safety management. SafetyAnalyst can be used by highway agencies to improve their programming of site-specific highway safety improvements. SafetyAnalyst incorporates state-of-the-art safety management approaches into computerized analytical tools for supporting the decision-making process to identify safety improvement needs and develop a system-wide program of site-specific improvement projects. SafetyAnalyst includes six safety management tools: a network screening tool that identifies specific highway sites with potential for safety improvement; a diagnosis tool that is used to investigate the nature of accident patterns at individual sites; a countermeasure selection tool that assists users in the selection of countermeasures to reduce accident frequency and severity at specific sites; an economic appraisal tool that performs economic analyses of a countermeasure or several alternative countermeasures for an individual site or multiple sites; a priority ranking tool for ranking of sites and proposed improvement projects; and a countermeasure evaluation tool to conduct before/after evaluations of implemented safety improvements.
KW  - Countermeasures
KW  - Decision making
KW  - High risk locations
KW  - Highway safety
KW  - Safety improvement
KW  - Safety management
KW  - SafetyAnalyst (Software)
KW  - State of the art
KW  - Traffic crashes
UR  - http://www.safetyanalyst.org/FHWA-HRT-10-063.SafetyAnalyst.20101130.pdf
UR  - https://trid.trb.org/view/1090692
ER  - 

TY  - SER
AN  - 01328486
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Chang, George
AU  - Rasmussen, Robert
AU  - Merritt, David
AU  - Garber, Sabrina
AU  - Karamihas, Steve
AU  - Federal Highway Administration
TI  - Impact of Temperature Curling and Moisture Warping on Jointed Concrete Pavement Performance
PY  - 2010/07//Advanced Concrete Pavement Technology
SP  - 6p
AB  - This TechBrief summarizes the results of a study on curling and warping in jointed concrete pavement (JCP). Profile measurements, following quality assurance plans developed under the study, were collected in all U.S. climate zones, diurnal periods, and seasons of the year to obtain sufficient data to fully characterize slab curvatures. Both functional and structural pavement performance were measured to correlate performance to curling and warping. Products of the study include a new technique that quantifies the magnitude of JCP curling and warping and a system to assess the influence of diurnal and seasonal changes on JCP curvature and pavement unevenness
KW  - Curling
KW  - Jointed plain concrete pavements
KW  - Pavement distress
KW  - Pavement joints
KW  - Pavement performance
KW  - Pavement profile
KW  - Warpage
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif10010/hif10010.pdf
UR  - https://trid.trb.org/view/1089571
ER  - 

TY  - RPRT
AN  - 01226645
AU  - Li, Ming-Han
AU  - Sung, Chan Yong
AU  - Kim, Myung Hee
AU  - Chu, Kung-Hui
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Bioretention for Stormwater Quality Improvement in Texas: Pilot Experiments
PY  - 2010/07//Technical Report
SP  - 56p
AB  - This report summarizes the results of pilot-scale bioretention experiments. Five steel boxes of 6 ft (L) × 6 ft (W) × 4 ft (D) were constructed, each of which has a different type of vegetation: (1) shrubs, (2) grass species in Texas Department of Transportation (TxDOT) Bryan District seed mix, (3) native grasses, (4) Bermudagrass, and (5) no vegetation as the control. Vegetation was given 14 months to establish before testing. Synthetic runoff containing predetermined pollutants with target concentrations was used. The results indicate that pilot bioretentions effectively removed zinc (Zn), lead (Pb), total suspended solids (TSS), and ammonia-nitrogen (NH3-N) from stormwater runoff, but exported copper (Cu), nitrate-nitrogen (NO3-N), total nitrogen (TN), and total phosphorus (TP). Vegetation plays an important role on NO3-N and TN removals due to root uptake and the denitrification processes in root zone. However, vegetation could negatively affect the water quality if the soil infiltration rate is significantly increased by its root system. This effect was specifically obvious on the TSS removal, in which the control box with the longest detention time had much better performance than the vegetated boxes. The results suggest that bioretention is useful to treat stormwater runoff from TxDOT highways, but the design specifications developed in other states should be revised to reflect Texas’ unique climate and environmental conditions. Challenges and learned lessons are described in the report.
KW  - Best practices
KW  - Bioretention
KW  - Highways
KW  - Quality of specific environments
KW  - Roadside
KW  - Runoff
KW  - Texas
KW  - Vegetation
UR  - http://tti.tamu.edu/documents/0-5949-2.pdf
UR  - http://youtube.com/watch?v=n0URAaDVB3Y
UR  - http://ntl.bts.gov/lib/34000/34500/34594/0-5949-2.pdf
UR  - https://trid.trb.org/view/982134
ER  - 

TY  - RPRT
AN  - 01226638
AU  - Estakhri, Cindy
AU  - Button, Joe
AU  - Alvarez, Allex E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Field and Laboratory Investigation of Warm Mix Asphalt in Texas
PY  - 2010/07//Technical Report
SP  - 144p
AB  - During the first half of this research study, TxDOT had only placed 1000 tons of warm mix asphalt (WMA) as part of a demonstration project. By the end of this three year study, TxDOT had placed more than 1,000,000 tons of WMA and allowed its use in all dense-graded mixtures through the implementation of a special provision 341---020. This research project was focused on evaluating all aspects of WMA and identifying the effects of WMA technologies on mixture design, lab performance characteristics, and field performance. An ongoing implementation study is underway to continue to monitor performance of WMA field sections. Researchers found that WMA technologies improve the compactability of mixtures which can lead to a reduction in design asphalt content if incorporated in the mixture design process. Laboratory tests indicate that warm mix asphalt is initially less stiff than hot mix but stiffens considerably during the first year of service and with increases in laboratory oven curing time/temperature. Field performance of warm mix projects has, thus far, been comparable to hot mix projects. X-ray CT and ground penetrating radar testing indicate the uniformity of WMA construction may be better than that for hot mix construction.
KW  - Asphalt pavements
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Pavement performance
KW  - Paving
KW  - Texas
KW  - Warm mix paving mixtures
UR  - http://tti.tamu.edu/documents/0-5597-2.pdf
UR  - http://www.youtube.com/watch?v=z57JPvUwo9k
UR  - https://trid.trb.org/view/987324
ER  - 

TY  - RPRT
AN  - 01226626
AU  - Miles, Jeffrey D
AU  - Carlson, Paul J
AU  - Eurek, Ryan
AU  - Re, Jon
AU  - Park, Eun Sug
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Potential Benefits of Wider and Brighter Edge Line Pavement Markings
PY  - 2010/07//Technical Report
SP  - 136p
AB  - This report documents the findings of a two-year study that investigated the potential benefits of wider edge line pavement markings. There were four general tasks discussed in the report: 1) review of literature, 2) survey of the state of the practice, 3) summary of recent safety analyses, and 4) a human factors nighttime study of the impact of wider and brighter edge line pavement markings. The results show that states are increasing their use of wider edge lines, and safety studies are beginning to show evidence supporting the use of wider edge lines for two-lane highways. The human factors study included surrogate safety measures, such as lateral placement, edge line encroachments, and driver eye glance patterns. The results from these metrics all support positive safety findings. Pavement marking brightness had less of an impact than pavement marking width on these operational metrics. In this study, there was no attempt to relate pavement marking retroreflectivity to safety. The researchers recommend the use of wider pavement markings on two-lane highways with additional experimentation to verify the benefits described in this report.
KW  - Benefits
KW  - Brightness
KW  - Edge lines
KW  - Highway safety
KW  - Human factors
KW  - Lateral placement
KW  - Road markings
KW  - Two lane highways
KW  - Width
UR  - http://tti.tamu.edu/documents/0-5862-1.pdf
UR  - https://trid.trb.org/view/987147
ER  - 

TY  - RPRT
AN  - 01226625
AU  - Cherrington, Linda
AU  - Edrington, Suzie
AU  - Malki, Mostafa
AU  - Beruvides, Mario
AU  - Simonton, James
AU  - Waters, Natalie
AU  - Chaivichitmalakul, Siva
AU  - Palikhe, Himlona
AU  - Walewski, John
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Quantifying the Purchasing Power of Public Transportation in Texas: Technical Report
PY  - 2010/07//Technical Report
SP  - 252p
AB  - Investments in public transportation in Texas contribute to the state and local economy by improving transportation options, which in turn creates benefits for individuals, businesses, and governments. Many different agencies provide public transportation services in Texas. Each of these agencies buys goods and services on an individual basis. The purpose of this research is to quantify the purchasing power of public transportation in Texas and to estimate the economic impact on state and local economies. The research also documents how cooperative purchasing can leverage buying power to reduce the cost of equipment, goods, and services and reduce the time and expense for administration of procurement activities for public transportation providers. Case study examples illustrate opportunities for public transportation providers to leverage buying power through cooperative purchasing.
KW  - Cooperatives
KW  - Economic impacts
KW  - Public transit
KW  - Purchasing
KW  - Texas
KW  - Transit operating agencies
UR  - http://tti.tamu.edu/documents/0-6194-1.pdf
UR  - https://trid.trb.org/view/987326
ER  - 

TY  - RPRT
AN  - 01226607
AU  - Walubita, Lubinda F
AU  - Liu, Wenting
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - The Texas Perpetual Pavements: Experience Overview and the Way Forward
PY  - 2010/07//Technical Report
SP  - 164p
AB  - Since 2001, the State of Texas has been designing and constructing perpetual pavements on some of its heavily trafficked highways where the expected 20-year truck-traffic estimate of 18 kip ESALs is in excess of 30 million. To date, there are 10 in-service perpetual pavement (PP) sections, typically consisting of about 22 inches total thickness of HMA layers and supported on an 8-inch thick treated (lime or cement) base, resting on a well compacted subgrade soil. This report provides an overview of the Texas construction and evaluation experience of PPs including structural design, materials and mix-designs, construction and quality issues, and performance history. The research methodology and scope of work included data collection, extensive laboratory and field testing, computational modeling, and performance evaluations. Based on the research findings, recommendations for the future Texas PP design, construction, and performance monitoring are provided in this report. Overall, performance to date is satisfactory with no major structural distresses. However, construction-related joint and cracking problems were observed on a few projects. Laboratory and field experience has also indicated workability, compactability, and constructability related problems with the Stone Filled (SF) HMA mixes, which serve as the main structural load-carrying layers. Recommendations have accordingly been made to improve or replace the SF mix-designs. Recommendations are also provided for the structural design of future Texas PPs; the current PP designs were found to be conservative with potential for further optimization. The results generated support the transition to higher design moduli values, yielding a 6 or more inch structural thickness reduction in the total HMA thickness.
KW  - Cracking
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Pavement joints
KW  - Pavement performance
KW  - Paving
KW  - Perpetual pavements
KW  - Stone-filled mixes
KW  - Texas
KW  - Thickness
UR  - http://tti.tamu.edu/documents/0-4822-3.pdf
UR  - https://trid.trb.org/view/987138
ER  - 

TY  - RPRT
AN  - 01221036
AU  - Fitzpatrick, Kay
AU  - Park, Eun Sug
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Safety Effectiveness of the HAWK Pedestrian Crossing Treatment
PY  - 2010/07//Technical Report
SP  - 80p
AB  - The High intensity Activated crossWalK (HAWK) is a pedestrian-activated beacon located on the roadside and on mast arms over major approaches to an intersection. It was created in Tucson, AZ, and at the time of this study, it was used at more than 60 locations throughout the city. The HAWK head consists of two red lenses over a single yellow lens. It displays a red indication to drivers when activated, which creates a gap for pedestrians to use to cross a major roadway. A before-after study of the safety performance of the HAWK was conducted. The evaluations used an empirical Bayes (EB) method to compare the crash prediction for the after period if the treatment had not been applied to the observed crash frequency for the after period with the treatment installed. To develop the datasets used in this evaluation, crashes were counted if they occurred within the study period, typically 3 years before the HAWK installation and 3 years after the HAWK installation or up to the limit of the available crash data for the after period. Two crash datasets were created. The first dataset included intersecting street name (ISN) crashes, which were all crashes with the same intersecting street names that matched the intersections used in the study. The second dataset included intersection-related (IR) crashes, which were only those ISN crashes that had “yes” for the intersection-related code. The crash types that were examined included total, severe, and pedestrian crashes. From the evaluation that considered data for 21 HAWK sites (treatment sites) and 102 unsignalized intersections (reference group), the following changes in crashes were found after the HAWK was installed: a 29 percent reduction in total crashes (statistically significant), a 15 percent reduction in severe crashes (not statistically significant), and a 69 percent reduction in pedestrian crashes (statistically significant).
KW  - Arterial highways
KW  - Before and after studies
KW  - Crashes
KW  - Crosswalks
KW  - High intensity activated crosswalk (HAWK)
KW  - Pedestrian activated beacons
KW  - Pedestrian-vehicle crashes
KW  - Unsignalized intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/10042/10042.pdf
UR  - https://trid.trb.org/view/981978
ER  - 

TY  - RPRT
AN  - 01220488
AU  - Hartell, Ann
AU  - Martin, James
AU  - North Carolina State University, Raleigh
AU  - Federal Highway Administration
TI  - Cross‐Cutting Environmental Research Needs Workshop, Conducted in Conjunction with the
2010 Transportation Research Board Environment and Energy Research Conference:
‘Better Delivery of Better Transportation Solutions’
June 6 ‐ 9, 2010, 
Raleigh, North Carolina
PY  - 2010/07//Final Report
SP  - 23p
AB  - The TRB Environment and Energy Research Conference, held June 6‐9, 2010, in Raleigh, North Carolina, and attended by some 500 transportation and environmental professionals from across the country, offered an excellent and timely opportunity to collect research ideas, communicate the status of research underway, and provide outreach on existing findings regarding environmental research needs. The purpose of this report is to compile the research ideas collected from the attendees at the conference and highlight existing and ongoing research related to those topics. The report will provide a timely resource for those developing targeted research problem statements, advocating for investment in particular lines of research, or looking for current research related to the cross‐cutting topics discussed at the workshop.
KW  - Energy
KW  - Environmental impacts
KW  - Environmental protection
KW  - Needs assessment
KW  - Research
UR  - http://cte.ncsu.edu/CTE/EEConference/workshop/TRB-EE-Conference-Research-Workshop-Final-Report.pdf
UR  - https://trid.trb.org/view/980777
ER  - 

TY  - JOUR
AN  - 01219914
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Kerenyi, Kornel
AU  - Guo, Junke
TI  - Hazard Mitigation R&D Series: Article 2. Scouring, Flooding and Inundation
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 30-35
AB  - Flooding, coastal inundation and scour of bridge piers and abutments are among the leading causes of bridge failures in the U.S.  Improved engineering analysis and design procedures for bridge foundations is required to mitigate the consequences of natural disasters.  This article highlights the applied and exploratory research that is being conducted by the Federal Highway Administration (FHWA), under the Hydraulics Research program at the J. Sterling Jones Hydraulics Laboratory to improve prediction of flooding-related damages and design guidance for mitigating impacts on bridges and other hydraulic structures. The applied FHWA hydraulics research and development (R&D) program and its state-of-the-art laboratory conducts a variety of experiments pertaining to the characterization and potential impacts that flowing water can have on the performance of the Nation's surface transportation infrastructure. The laboratory works to develop design standards for bridges that might become submerged in high-flood-risk areas, as well as contributing to design standards concerning scouring around bridge foundations and submerged decks. The laboratory also supports practitioners and engineers with design guidance and tools.  In addition, the advanced FHWA hydraulics R&D program will works on promising, high-risk, high-payoff projects in transportation-related hydraulics research, guided by the multiyear strategic plan formulated as the result of the first international hydraulics research forum. The strategic plan proposes to move away gradually from physical experiments and use more computational fluid dynamics modeling to develop design guidance for bridge designers.
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge foundations
KW  - Coastal inundation
KW  - Design standards
KW  - Flood damage
KW  - Floods
KW  - Hydraulic structures
KW  - Hydraulics
KW  - Laboratories
KW  - Research
KW  - Scour
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/06.cfm
UR  - https://trid.trb.org/view/968957
ER  - 

TY  - JOUR
AN  - 01208126
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Row, Shelley J
TI  - IntelliDrive: Safer, Smarter, Greener
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 18-22
AB  - On behalf of the U.S. Department of Transportation (USDOT), the Research and Innovative Technology Administration recently released Intelligent Transportation Systems (ITS) Strategic Research Plan, 2010-2014, which outlines a plan for multimodal ITS research that aims to produce safer, interconnected and more convenient travel. The ITS Strategic Research Plan has four main program components: IntelliDrive research, mode-specific research, exploratory research, and crosscutting support.  The core of the ITS Strategic Research Plan is IntelliDrive, an initiative to create interoperable connectivity among vehicles, infrastructure, and passengers' wireless devices to produce safety, mobility, and environmental benefits. The plan focuses on key research questions related to IntelliDrive applications, technology, and policy. Research results will provide the information needed to make key decisions regarding strategies for implementing IntelliDrive.  IntelliDrive is a rebranding of the USDOT Vehicle Infrastructure Integration program.  In addition, two other research initiatives—USDOT's Cooperative Intersection Collision Avoidance Systems and SafeTrip-21—have been incorporated into IntelliDrive. Next steps relate to research on applications of new technologies and validation of the benefits of those technologies, determination of the minimum infrastructure needed to be functional, and research on the degree of market penetration required for the system to have the desired effect. Technical questions concern the stability, reliability, security, and interoperability of the new technologies, and the availability of international standards to ensure interoperability. Policy questions involve the policies, governance, and funding required to ensure sustainability and privacy, while avoiding driver distraction.  Although the strategic plan, which was released in December 2009, establishes an overall vision and broad areas of research, it does not define the details of how the research will be executed. USDOT is developing a more detailed plan in coordination with various internal and external stakeholder groups, and will release that plan in summer 2010.
KW  - Environmental protection
KW  - Highway safety
KW  - Infrastructure
KW  - IntelliDrive (Program)
KW  - Intelligent transportation systems
KW  - Mobility
KW  - Policy
KW  - Research
KW  - Strategic planning
KW  - Technology
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/04.cfm
UR  - https://trid.trb.org/view/968739
ER  - 

TY  - JOUR
AN  - 01208125
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Corrigan, Matthew
AU  - Newcomb, Dave
AU  - Bennert, Thomas
TI  - From Hot to Warm
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 25-29
AB  - Warm-mix asphalt (WMA) technologies offer the promise of enhancing the performance, construction efficiency, resource conservation, and environmental stewardship of asphalt mixtures.  This article provides an overview of the history, related research activities, and benefits and concerns associated with the use of WMA.  WMA processes and products use various mechanical and chemical means to either reduce binder viscosity at lower temperatures or reduce the shear resistance of the mixture at construction temperatures while maintaining or improving pavement performance. Manufacturers typically produce WMA in the 220-275 °F (104-135 °C) range, which is as much as 100° F (38°C) under hot mix asphalt (HMA) production temperatures.  WMA technologies can improve construction quality, extend the construction season, and minimize negative impacts to the environment through lower energy consumption. Development of WMA technologies began in Europe in the late 1990s, and U.S. government agencies and asphalt-related associations have been conducting research on its potential since 2004. FHWA is working closely with State and industry partners to develop and monitor demonstration projects and research, and to advance the knowledge and state of practice of WMA materials and technologies.  Several issues related to WMA need to resolved.  Reducing the production temperature of HMA without the additional implementation of materials handling and production best practices might lead to incomplete drying of the aggregate, which could have negative implications for pavement performance. For WMA to succeed in the United States, engineers must be satisfied that WMA mixtures will be as strong and durable as current pavements.  In addition, further research is needed to measure the degree of environmental improvement, fundamental mix characteristics, and impact on performance of the new technologies.
KW  - Asphalt pavements
KW  - History
KW  - Pavement performance
KW  - Research
KW  - Technological innovations
KW  - Warm mix paving mixtures
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/05.cfm
UR  - https://trid.trb.org/view/968956
ER  - 

TY  - JOUR
AN  - 01208008
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Smith, Robin
AU  - Reed, Sharlene
AU  - Baker, Shana
TI  - Street Design: Part 1. Complete Streets
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 12-17
AB  - Ensuring that roads provide safe mobility for all travelers, not just motor vehicles, is at the heart of a new approach to envisioning and building surface transportation facilities known as "complete streets."  According to the National Complete Streets Coalition, established in 2005, complete streets are those designed and operated to enable safe access and travel for all users. Pedestrians, bicyclists, motorists, transit users, and travelers of all ages and abilities will be able to move along the street network safely. Typical elements that make up a complete street include sidewalks, bicycle lanes (or wide, paved shoulders), shared-use paths, designated bus lanes, safe and accessible transit stops, and frequent and safe crossings for pedestrians. In the first of a two-part series on street design, this article looks at how complete streets policies can help make the transportation system more accessible to all travelers.  The roles of the federal government, state departments of transportation, metropolitan planning organizations, local governments and transit operators in developing and implementing complete streets programs are discussed.  The Safe Routes to School program and context sensitive solutions are highlighted as examples of federally-backed approaches to complete streets programs.  The challenge of meeting the mobility requirements of the 21st century requires a shift in mindset from designing an automobile-focused highway system to operating a transportation network that accommodates all users and modes safely and conveniently. Transportation agencies and their partners have the ability—through legislation, Federal programs, policy statements, design guidelines, and planning—to provide more complete streets to all travelers by taking advantage of the many opportunities to go beyond traditional approaches.
KW  - Accessibility
KW  - Case studies
KW  - Complete streets
KW  - Context sensitive design
KW  - Federal government
KW  - Highway design
KW  - Local government
KW  - Metropolitan planning organizations
KW  - Mobility
KW  - Policy
KW  - Safe Routes to School (Program)
KW  - State departments of transportation
KW  - Streets
KW  - Transit operating agencies
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/03.cfm
UR  - https://trid.trb.org/view/968592
ER  - 

TY  - JOUR
AN  - 01208007
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Berman, Daniel J
TI  - Transportation Lessons From Central Europe
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 2-7
AB  - Innovative new technology was among several practices and policies that a contingent of U.S. transportation officials learned about firsthand during an April 2009 visit to Central Europe.  The U.S. officials made the trip under the auspices of the Federal Highway Administration's (FHWA) Office of International Programs (OIP). The trip was coordinated through OIP's Central European Technology Exchange (CETE) program, which promotes technology exchange, research, and workshops on issues of mutual interest to the United States and its partners in Central Europe. The study team included representatives of Rhode Island Department of Transportation, FHWA's Rhode Island Division and its Resource Center's Safety and Design Technical Service Team, and the Rhode Island Technology Transfer Center located at the University of Rhode Island.  During the April 2009 peer exchange, the U.S. officials traveled to Warsaw, Poland, for meetings; toured laboratories there and in Tišnov, Czech Republic; and met with Czech Ministry of Transport officials in Prague. Topics of discussion included:  developing programs and procedures to strengthen international partnerships and linkages; implementing safety management tools that support national planning and programming decisions; using workforce development programs to support engineering careers; linking countries and cities with high-speed rail; and improving automobile recycling practices to support sustainability goals.  The primary objective of the study team's visit was to work with Poland to help it become part of CETE and learn about technology transfer activities from members in the United States and Central Europe. The second objective was to meet with Czech and Polish officials to discuss potential joint venture partnerships. The third objective was to meet with officials at the Czech Republic's University of Ostrava to finalize arrangements for a 2009 Summer Transportation Institute.  Among the most important findings from the trip, according to the study team, is the importance of working together on crosscutting issues such as safety and operations in order to expedite innovation and development.
KW  - Coordination
KW  - Czech Republic
KW  - High speed rail
KW  - Innovation
KW  - International relations
KW  - Labor force
KW  - Partnerships
KW  - Poland
KW  - Recycling
KW  - Rhode Island
KW  - Safety management
KW  - Study tours
KW  - Technology transfer
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/01.cfm
UR  - https://trid.trb.org/view/968446
ER  - 

TY  - JOUR
AN  - 01208006
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rondinella, Mary Ann
AU  - Harper-Lore, Bonnie L
TI  - Are We Winning or Losing the War on Weeds?
PY  - 2010/07
VL  - 74
IS  - 1
SP  - pp 8-11
AB  - Invasions of weeds degrade habitat, threaten diversity, replace rare native plants, increase erosion, facilitate wildfires, and usurp water resources. However, weedy grasses and shrubs typically go unnoticed by the traveling public. Even for vegetation managers, weeds often are difficult to differentiate from native or other beneficial plants. Without public awareness and increased training for managers, the ecological and economic losses will continue to escalate. This article discusses strategies that must be employed in order to win the war against weeds, and discusses some current activities that are helping to achieve this goal.  Early detection and rapid response is still the best overall approach to combat invasive species. Unfortunately, lack of funding and limited staffing is hindering efforts by State departments of transportation (DOTs) to eradicate weeds.   Documenting the costs and benefits of controlling invasive species is critical to obtaining personnel and funding resources. State DOTs should inventory invasive plants and other vegetation along roadsides as a basis for communicating and coordinating best management practices to effectively control unwanted species.  Comprehensive vegetation inventories can serve as benchmarks to measure performance of various management methods. What is working and what is not needs to be reevaluated annually. The Federal Highway Administration (FHWA) has provided research funding for affordable global positioning system (GPS) units and weed washers, plus technical support. FHWA also has crafted a National Environmental Policy Act process to assess the potential impacts of any action on invasive species. Agencies at different governmental levels, communities, and conservation groups are creating alliances and developing strategies to increase awareness of the dangers of invasive species. Transportation vegetation managers need to reach out to all land managers and collaboratively adopt a land ethic—a commitment to environmental stewardship—or strengthen the ones they already employ to reduce long-term economic and environmental consequences of roadside weeds.
KW  - Awareness
KW  - Best practices
KW  - Partnerships
KW  - Roadside flora
KW  - Roadside improvement
KW  - Weed control
KW  - Weeds
UR  - http://www.fhwa.dot.gov/publications/publicroads/10julaug/02.cfm
UR  - https://trid.trb.org/view/968543
ER  - 

TY  - RPRT
AN  - 01167048
AU  - Lari, Adeel
AU  - Aultman, Sara
AU  - University of Minnesota, Twin Cities
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - Study of Public Acceptance of Tolling with New Capacity and Credits: Concepts of FAST Miles and FEE Lanes
PY  - 2010/07//Final Report
SP  - 57p
AB  - Conversion of high-occupancy vehicle (HOV) lanes to high-occupancy toll (HOT) lanes has become a relatively common managed lanes technique now employed in cities across the U.S. HOT lanes are created by developing a pricing system for existing HOV lanes that allow single occupancy vehicles to gain access to HOV lanes by paying a fee. Conversion of existing general purpose lanes to toll lanes or HOT lane operations, however, has not yet won public support as the perception persists that these “free” lanes have already been paid for and such conversions are a take-away. Focus groups were held in Minnesota to understand what policies, conditions, designs and operational characteristics could be considered that may satisfy concerns about general purpose lane adaptations to optional toll lanes or Flexible and Efficient Express (FEE) lanes. FEE lanes envision all users, except transit, paying a toll during peak-periods, with the lane reverting back to “free” operation outside of the peaks. Three configurations of FEE lanes were presented and a toll credit system was offered as a means to compensate users who may view the conversion as a take-away. Participants liked what they have already seen work, which is one priced lane on I-394 MnPASS, but were also concerned about user safety and equity. The credit system, which attempts to address user equity, was a source of confusion for many focus group participants. Although some participants seemed to like the idea of getting the credits to use FEE lanes, there were numerous concerns about logistics of credit management and distribution. These findings highlight the need for increased education and marketing about road pricing options which can assist in building support for a variety of pricing options, such as FEE lanes.
KW  - Acceptance
KW  - Education
KW  - Equity (Justice)
KW  - Flexible and efficient express lanes
KW  - Focus groups
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Marketing
KW  - Minnesota
KW  - Road pricing
KW  - Toll credit system
KW  - Tolls
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1398
UR  - http://www.lrrb.org/media/reports/201027.pdf
UR  - https://trid.trb.org/view/927665
ER  - 

TY  - RPRT
AN  - 01164859
AU  - McMullen, B Starr
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Multimodal Freight Investment Criteria
PY  - 2010/07//Final Report
SP  - 91p
AB  - Literature was reviewed on multi-modal investment criteria for freight projects, examining measures and techniques for quantifying project benefits and costs, as well as ways to describe the economic importance of freight transportation. A limited assessment of how investment decisions are made in Oregon was conducted by examining projects selected for the ConnectOregon II program (other funding programs exist, which use different approaches in selecting projects – ConnectOregon was selected because it is a multimodal program). To compliment the investigation of investment decisions, stakeholder opinions on multimodal freight needs and issues were also solicited. From the literature review and survey of stakeholders, new and supplemental multimodal freight investment criteria were highlighted.
KW  - ConnectOregon II Program
KW  - Decision making
KW  - Freight transportation
KW  - Investments
KW  - Literature reviews
KW  - Multimodal transportation
KW  - Oregon
KW  - Stakeholders
KW  - Surveys
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Multimodal_Investment_Criteria.pdf
UR  - https://trid.trb.org/view/925824
ER  - 

TY  - SER
AN  - 01164121
JO  - TechBrief
PB  - Federal Highway Administration
TI  - Simultaneous Structural and Environmental Loading of a UHPC Component
PY  - 2010/07
SP  - 4p
AB  - This TechBrief is a technical summary of the unpublished Federal Highway Administration (FHWA) report, "Simultaneous Structural and Environmental Loading of an Ultra-High Performance Concrete Component," available through the National Technical Information Service (NTIS) (PB2010-110331).  This TechBrief highlights the results of a study aimed at evaluating the inelastic tensile response of ultra-high performance concrete (UHPC) subjected to simultaneous structural and environmental loading.  This experimental investigation focused on the response of a UHPC beam subjected to concurrent inelastic flexural loading and 15% NaCl solution application.  The results provide insight into the sustained robustness of UHPC structural members loaded beyond their tensile cracking strength.
KW  - Beams
KW  - Inelastic stress
KW  - Sodium chloride
KW  - Tensile strength
KW  - Ultra high performance concrete
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/10055/10055.pdf
UR  - http://ntl.bts.gov/lib/35000/35500/35546/FHWA-HRT-10-054.pdf
UR  - https://trid.trb.org/view/924748
ER  - 

TY  - RPRT
AN  - 01160546
AU  - Munnich, Lee W
AU  - Buckeye, Kenneth
AU  - University of Minnesota, Twin Cities
AU  - University of Minnesota, Twin Cities
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - I-394 Phase II Planning Study
PY  - 2010/07//Final Report
SP  - 54p
AB  - The I-394 MnPASS Phase II Planning Study was a multi-agency collaboration that evaluated four major study elements and their relationships in a congestion priced urban corridor. These included transit, land use, infrastructure and telecommuting. A foundation for this work was the understanding that high-cost capacity expansions were not likely to occur in the corridor for 25 to 30 years despite forecasts of increasing congestion that may threaten efficiency gains achieved with conversion of the high-occupancy vehicle (HOV) lanes to high-occupancy toll (HOT) lane operation. Recommendations identified in this study are being used to guide investments in corridor facilities and services by transportation authorities and will also be used by communities adjacent to the corridor. Transit supportive land use recommendations, if implemented, can help ensure that a high level of service is maintained in the corridor for all users. While specific funding for implementation of these recommendations was not identified prior to the planning process, several compelling transit, land use and telecommuting recommendations are currently being advanced for programming. This project is a valuable case study and potential model for linking land use, transit, telecommuting and congestion pricing in a high-demand urban corridor.
KW  - Case studies
KW  - Congestion pricing
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Infrastructure
KW  - Land use
KW  - Level of service
KW  - MnPASS
KW  - Public transit
KW  - Telecommuting
KW  - Transportation corridors
KW  - Transportation planning
KW  - Twin Cities Metropolitan Area (Minnesota)
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1380
UR  - https://trid.trb.org/view/921271
ER  - 

TY  - RPRT
AN  - 01470849
AU  - Lee, Ming
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Performance Analysis of the Dowling Multi-Lane Roundabouts in Anchorage, AK
PY  - 2010/06/30/Final Report
SP  - 113p
AB  - The first multi-lane roundabouts in Alaska were constructed in 2004 at the ramps of the Dowling Road/Seward Highway interchange in Anchorage. These serve as junctions for commuters accessing the Seward Highway. As vehicle traffic in Anchorage continues to grow, however, use of the Dowling roundabouts also increases. The roundabouts are currently operating at or near capacity, with long vehicle queues at their entrances during peak traffic hours. This research project examined the performance of multi-lane roundabouts and how drivers use them. Analysis showed that extended queues were due to unbalanced flow patterns at the roundabouts, causing high circulating flow in front of one roundabout. This high circulating flow resulted in low-capacity, high-delay queue values. Researchers also found that accident rates and danger to pedestrians had increased in the past two years. Modeling traffic flow patterns for several possible alternatives suggested that reducing the eastbound flow rate “upstream” of the roundabout by 70% of the original flow could result in an acceptable level of delay and queue length at the eastbound approach of the west roundabout.
KW  - Anchorage (Alaska)
KW  - Crash rates
KW  - Multilane highways
KW  - Peak hour traffic
KW  - Pedestrian safety
KW  - Performance
KW  - Roundabouts
KW  - Traffic circles
KW  - Traffic congestion
KW  - Traffic flow
KW  - Traffic measurement
KW  - Traffic queuing
KW  - Traffic safety
UR  - http://ine.uaf.edu/autc/files/2012/09/RR08.08.Final-Report-Dowling-Multi-lane-Roundabout-July-11-20101.pdf
UR  - http://ntl.bts.gov/lib/46000/46800/46808/RR08.08.pdf
UR  - https://trid.trb.org/view/1238501
ER  - 

TY  - RPRT
AN  - 01337322
AU  - Rupnow, Tyson D
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - Evaluation of Fly Ash Quality Control Tools
PY  - 2010/06/30/Final Report
SP  - 289p
AB  - Many entities currently use fly ash in portland cement concrete (PCC) pavements and structures. Although the body of knowledge is great concerning the use of fly ash, several projects per year are subject to poor performance where fly ash is named as the culprit. Generally the “bad” projects arise due to one of two common errors: 1. Poor understanding of what fly ash is and how it affects concrete pavement construction and performance or 2. A switch of fly ash sources midstream during the construction project. The objective of this research was to identify tools available for quality control (QC) of as delivered class C fly ash. The main focus of the research was to identify penetration type devices and test procedures including the Iowa Set Time Test, Gillmore needle, and Vicat needle. Another focus of the investigation was the quick heat generation index test. For the first objective, three penetration type test devices were investigated including the Vicat needle, Gillmore needle, and the pocket penetrometer. Class C fly ash samples were obtained from about ten sources available to Louisiana Department of Transportation and Development (LADOTD). The second objective was to identify if the quick heat generation test can identify small changes in class C fly ash whether that be a change in chemistry or a physical change in the fly ash fineness. Statistical modeling was used to determine if a relationship existed between the various initial and final set times and the maximum temperature of the fly ash paste and the fly ash chemistry and fineness.  The Gillmore needle, Vicat needle and the pocket penetrometer yielded similar results when observing the times to initial and final set across the three test methods. Although the test methods pointed out significant differences in set times between buckets within a source, those differences were a non-issue when incorporating portland cement into the sample. The temperature results showed that the test method is unable to be used as either a quality control or quality assurance device in characterizing class C fly ash. The statistical analysis results showed outliers within the sources, but further testing when incorporating portland cement showed these differences to be negligible in effect. A suitable correlation was found to exist between the calcium oxide and sulfur trioxide content and the maximum temperature of the fly ash temperature results.
KW  - Fly ash
KW  - Pavement performance
KW  - Paving
KW  - Portland cement concrete
KW  - Quality assurance
KW  - Quality control
KW  - Test procedures
UR  - http://www.ltrc.lsu.edu/pdf/2011/fr_469_web.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37868/fr_469_web.pdf
UR  - https://trid.trb.org/view/1097883
ER  - 

TY  - RPRT
AN  - 01328119
AU  - Yu, Xiong
AU  - Zhang, Bin
AU  - Cartweight, Donald
AU  - Case Western Reserve University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Beneficial Utilization of Lime Sludge for Subgrade Stabilization: A Pilot Investigation
PY  - 2010/06/30/Final Report
SP  - 64p
AB  - Water plants annually produce thousands of tons of lime sludge from the water treatment procedures. The lime sludge is then discharged into a retention pond. When the storage limit is reached, lime sludge is usually disposed into landfills, where they are treated as solid wastes. The large amount of lime sludge available (the quantity of lime sludge is estimated to be millions of tons for Ohio alone), the inexpensive (essentially free) material is very attractive if it can be used for soil stabilization in transportation constructions. In order to use efficiently lime sludge as subgrade stabilization, proper design procedures for lime sludge introduction need to be followed to achieve the optimal performance. Besides, the long term performance of lime sludge modified soils needs to be verified. The purpose of this study was to determine the feasibility of using lime sludge as subgrade stabilization. The study focused on the feasibility of using lime sludge as a substitute of regular lime used in road construction, design issues such as, method of lime sludge introduction, the optimum content of lime sludge and the long term performance etc. Experimental study was conducted on five typical types of subgrade soils in Ohio as well as a high plastic clay soil in Cleveland area. Common procedures for determining the optimal lime content for soil stabilization based on pH values are found not applicable for lime sludge. Instead, performance criteria based on unconfined compression tests need to be utilized. Lime sludge was found to increase the soil deformation modulus and reduce the plastic behaviors. Wet mix and dry mix methods do not appear to significantly affect the strength of lime sludge modified soil. Considering of the economic factors associated with drying lime sludge, lime sludge can be introduced in the slurry format via the wet mix procedure. The existing testing data indicated that lime sludge does not significantly improve the unconfined soil strength. Lime sludge however demonstrated the positive effects in reducing the plasticity of soils and improve the freeze/thaw durability. The long term performance evaluation could provide data to quantify the effectiveness of lime sludge as an economic and sustainable material.
KW  - Lime sludge
KW  - Pilot studies
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Sustainable development
UR  - http://worldcat.org/oclc/665065986/viewonline
UR  - https://trid.trb.org/view/1086568
ER  - 

TY  - RPRT
AN  - 01163733
AU  - Edil, Tuncer B
AU  - Benson, Craig H
AU  - Tastan, Onur
AU  - Li, Lin
AU  - Hatipoglu, Bulent
AU  - Martono, Wilfung
AU  - O'Donnell, Jonathan
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Evaluation of Fly Ash Stabilized Subgrade Constructed by the WisDOT
PY  - 2010/06/30/Final Report
SP  - 125p
AB  - This report describes the monitoring and evaluation of a field site where Class C fly ash was used to stabilize the subgrade during construction of a rigid pavement in a portion of USH 12 near Fort Atkinson, Wisconsin. Additionally, information from a second similar project (STH 32 near Port Washington, WI) that was monitored only during construction and a third project (STH 60 near Lodi, WI) that was monitored for 8 years is reported. The following observations are made based on this investigation: 1. All of the tests consistently indicated that the stiffness and strength of the subgrade were improved significantly by fly ash stabilization at all sites. Observation during construction, however, clearly demonstrated the benefit of fly ash stabilized subgrade (FASS) because once the fly ash is mixed and compacted in a window of dry weather the FASS remained stiff in subsequent rain events. 2. It is noted several significantly different soil types were encountered in all sites and the fly ash contents and moisture contents were variable (10% and 12% and 7-14%, respectively). Resulting California bearing ratio and moduli also varied. The gain in stiffness and strength are typically 2-3 times due to fly ash stabilization. In situ stiffness measured with the soil stiffness gage and dynamic cone penetration index also illustrated that the addition of the fly ash and compaction increased the strength and stiffness appreciably. These findings suggest that fly ash stabilization of subgrade should be beneficial in terms of increasing pavement capacity and service life. 3. The data also indicates a complex relationship between base soil type, amount of fly ash, and water content. For instance, in some soils (e.g., clay) the effectiveness of stabilization decreases when the water content of the soil increases whereas in some other soils (e.g., sandy) it increases. Therefore, a careful mix design is needed for fly ash stabilization involving all potential subgrade soils. The results from all sites also confirm that fly ash stabilization results in a relatively stiffer layer irrespective of the type of soil. 4. Resilient Modulus of the field-mixed FASS is close to that of undisturbed samples of FASS obtained by thinwall tube sampler. Thus, the field-mixed FASS can be considered to be an effective method of assessing the in situ soil stiffness. 5. Moduli back-calculated from the falling weight deflectometer (FWD) test data indicated that modulus does not display significant reduction over the years. 6. Pavement distress surveys indicate that fly ash stabilized sections perform comparable to control sections stabilized with breaker run. 7. Percolation from the pavement varies seasonally. Concentration of some elements from the leachate exceeded the Wisconsin preventive action and enforcement limits. However, these concentrations are expected to fall below the limits during transport to the groundwater table.
KW  - Bearing capacity
KW  - Fly ash
KW  - Mix design
KW  - Modulus of resilience
KW  - Moisture content
KW  - Rigid pavements
KW  - Road construction
KW  - Soil stabilization
KW  - Stiffness
KW  - Subgrade (Pavements)
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53921/04-10%2520Final%2520Report.pdf?sequence=1
UR  - https://trid.trb.org/view/924322
ER  - 

TY  - ABST
AN  - 01543205
TI  - Long-Range Strategic Issues Affecting Preservation, Maintenance, and Renewal of Highway Infrastructure
AB  - The transportation industry will continually face emerging and new challenges that may influence transportation priorities and needs, particularly with regard to the preservation, maintenance, and renewal of the highway infrastructure. These challenges will result from long-range changes in many areas, including the following: (1) Technology and innovations (e.g., high-performance materials, construction equipment and methods, and information and monitoring systems); (2) Environment (e.g., climate change and sustainability); (3) System performance (e.g., accelerated deterioration and accountability); (4) Safety and security; (5) Natural resource availability;(6) Finance and budget (e.g., global economy, contracting methods, and costs); (7) Human resources (e.g., education and training); (8) Coordination (e.g., among transportation modes and related industries); (9) Regulations and policies (e.g., environmental regulation and changing role of governmental identities); (10) Demographics (e.g., population characteristics, including urban/rural differences); (11) Traffic (e.g., loading and volume). There is a need for a research effort to anticipate future issues; explore the potential role of new materials, tools, approaches, and technologies in developing and preserving highway infrastructure; and develop guidance on how such materials, tools, approaches, and technologies can be used to provide a means for enhancing system preservation, maintenance, and renewal in response to anticipated challenges. This guidance will help highway agencies be better prepared to anticipate and deal with the implications of the future. The objective of this research is to develop guidance for transportation stakeholders on emerging materials, tools, approaches, and technologies that could be used to deal with long-range (30 to 50 years) highway infrastructure maintenance, preservation, and renewal needs and ensure satisfactory system condition and performance.
KW  - High performance materials
KW  - Highway bridges
KW  - Highway maintenance
KW  - Infrastructure
KW  - Natural resources
KW  - Policy making
KW  - Preventive maintenance
KW  - Strategic planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2630
UR  - https://trid.trb.org/view/1330439
ER  - 

TY  - ABST
AN  - 01573549
TI  - Mechanical and Structural Nanoscale Modeling

AB  - This project aims to develop multiscale, multiparadigm modeling and simulation methodology in conjunction with experimental characterization to provide an in silico design and development approach for civil infrastructure stone-based materials.

KW  - Infrastructure
KW  - Methodology
KW  - Nanostructured materials
KW  - Simulation
KW  - Stone
KW  - Structural analysis
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0029
UR  - https://trid.trb.org/view/1366741
ER  - 

TY  - ABST
AN  - 01563753
TI  - Deicer Scaling Resistance of Concrete Pavements, Bridge Decks and Other Structures Containing Slag Cement
AB  - The objectives of this project are to: (1) Document the field performance of existing concrete pavements, bridge decks, and other structures made with slag cement that have been exposed to cyclical freeze-thaw cycles in the presence of deicing chemicals. (2) Determine from the field study and construction/design records which mixtures and construction parameters have produced scale-resistant concrete containing slag. (3) Determine the effectiveness of American Society for Testing and Materials (ASTM) C672 in predicting the deicer scaling behavior of field concrete. If discrepancies are noted, an attempt will be made to explain why the lab tests do not adequately mimic field performance and alternative procedures will be recommended to improve the correlation between lab tests and field performance.
KW  - Bridge decks
KW  - Concrete pavements
KW  - Deicing chemicals
KW  - Freeze thaw durability
KW  - Pavement performance
KW  - Scaling (Concrete)
KW  - Slag cement
UR  - http://www.pooledfund.org/Details/Study/333
UR  - https://trid.trb.org/view/1354935
ER  - 

TY  - ABST
AN  - 01549586
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Expediting NEPA Decisions and Other Practitioner Strategies for Addressing High Risk Issues in Project Delivery
AB  - Long timeframes and uncertainties at intermediate stages in the transportation project delivery process account for significant direct costs to transportation agencies and the public.  Long timeframes and uncertainties may be associated with myriad factors, including completeness of documentation, concerns about a project's environmental consequences, design changes, public controversy, changes in political priorities, lack of financial resources, and others.  Cost inflation during an extended processing timeframe can add significantly to these direct administrative costs as well as to the construction and other expenditures that are part of the project's ultimate price tag.  Sometimes, cumulative delays and cost growth may motivate responsible officials to cancel or indefinitely defer the project. In such cases there is little to show for the public's investment and, in hindsight, there may be concern that the agencies should have "pulled the plug" sooner and allocated their efforts elsewhere. Furthermore, the cancellation of a project entailing expenditures of federal funds may necessitate that the state agency reimburse FHWA. (Note: "Project delivery process" here can refer to all stages of project development, from initial planning to final commissioning. The primary focus of this research, however, will be on NEPA processing and other activities occurring prior to construction. Procedures associated with meeting requirements of the National Environmental Policy Act (NEPA) and other environmental regulations are frequently cited as a source of long timeframes in project delivery. For example, the median time for completion of an Environmental Impact Statement (EIS) for transportation projects stood at 60 months in 2000. Confronting this statistic, the Federal Highway Administration (FHWA) has proposed a goal of reducing the number to 36 months. Nevertheless, the median time to complete the NEPA process increased to 80 months in 2002, and stood at 63.5 months as of 2008. These timeframes, not necessarily associated only with environmental concerns, are emblematic of the broad problem. Some state departments of transportation (DOTs) have begun to apply principles and practices of risk management to identify and assess the potential consequences of environmental and other concerns that may slow or disrupt the development process for a particular project. These agencies then use the information to allocate their limited resources to mitigating or avoiding risk and reducing delays and uncertainties, for example by pre-screening project concepts for environmental and community issues prior to programming; engaging key stakeholders earlier in a project's development; and explicitly highlighting the potential timeframes, costs, and outcomes potentially associated with a particular project's processing. These DOTs have found risk management to be an effective tool. Research is needed to develop guidance to assist DOT practitioners to apply risk management practices more widely. The objective of this project is to develop a clear and user-friendly guide for practitioners on the use of risk management to support (1) early identification of key issues that may significantly slow or block successful project delivery, (2) effective application of management action and other resources to avoid or mitigate the delays these issues represent, and (3) better decision making in project planning and programming. Procedures associated with requirements of NEPA and other environmental regulations are a primary focus in this research and are likely to be a principal source of examples and experience to be considered, but the resulting guide should be applicable to the range of risks to timely project delivery.
KW  - Environmental impact statements
KW  - Environmental impacts
KW  - Environmental protection
KW  - Long range planning
KW  - Project costs
KW  - Project delivery
KW  - Project management
KW  - State departments of transportation
KW  - Time periods
KW  - Transportation planning
KW  - U.S. Environmental Protection Agency
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2754
UR  - https://trid.trb.org/view/1339740
ER  - 

TY  - ABST
AN  - 01549579
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Technical Guidance for Deploying National Level Performance Measurements
AB  - NCHRP Project 20-24(37) activities are undertaken generally to support development of a commonly accepted set of measures state departments of transportation (DOTs) would use to assess system and agency performance; a single common data standard for each measure; a simple and reliable data submission process; and a basis for identifying, validating, and share best management practices that support high performance. Transportation leaders expect the upcoming six-year federal transportation bill to set a bold new national transportation agenda for America designed to improve performance from the nation's surface transportation system by holding states accountable for progress on topics of national importance like safety and infrastructure preservation AASHTO's Board of Directors has endorsed the use of national performance measures and given to AASHTO's Standing Committee on Performance Management the task of presenting recommendations on measures that that might be used in program management. <span>The objective of this project will be to provide the technical basis for these recommendations and guidance for state DOTs on development and use of the measures.</span>
KW  - Data collection
KW  - Guidelines
KW  - Infrastructure
KW  - Performance measurement
KW  - State departments of transportation
KW  - System performance
KW  - Technical assistance
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2886
UR  - https://trid.trb.org/view/1339733
ER  - 

TY  - ABST
AN  - 01543207
TI  - Effects of Socio-Demographics on Travel Demand
AB  - For fiscal years 2009 and 2010, the American Association of State Highway and Transportation Officials (AASHTO) allocated $7,000,000 to examine long-range strategic issues, both global and domestic, that will likely affect state departments of transportation (DOTs) and directed $1,000,000 to each of seven projects. These projects were selected based on the 2008 report, Long-Range Strategic Issues Facing the Transportation Industry,funded by the National Cooperative Highway Research Program (NCHRP). This request for proposals is for one of those projects. Major trends affecting the future of our nation and the world will dramatically reshape transportation priorities and needs. The transportation industry must be ready for the challenges or benefits created by these trends and resulting scenarios. AASHTO recognizes that research can help and wants to ensure that transportation practitioners are equipped to deal with possible futures that may emerge 30 to 50 years out. The objective of this series is to provide guidance to state departments of transportation (DOTs) that will prepare them for possible futures so DOTs can act, rather than react. This is in contrast to current research in similar subject areas that focuses primarily on improving and building on existing conditions to make advances. Each project panel will be looking for that long-range vision in evaluating the submitted proposals. In addition, these requests for proposals have been prepared as more outcome-oriented, allowing proposers flexibility in the design of a research plan. Many socio-demographic issues over the next 30 to 50 years will change the population's transportation needs, travel patterns, and expectations regarding mobility. These include changes in demographics (e.g., population size, affluence, birth rates, ethnicity, and age) and technologies that substitute or alter travel behaviors (e.g., telecommuting opportunities or mode shifts). Human factors may play an important role in which of these technologies are accepted and adopted. The interplay between factors is important as well. For example, the effects of some trends, such as population growth, may mitigate or amplify the effects of others, such as the aging population or migration. Some of these trends suggest a dramatic increase in mobility needs -- the addition of over 130 million more Americans in the next 40 years, medical advances that enable older Americans to live longer and have increasingly active lifestyles, and shifts in the growth areas within the U.S. suggest surging travel demands. However, it is plausible that travel demands will not increase substantially due to enhancements in information and communication technologies, changes in land use patterns (e.g., movement to urban, pedestrian-oriented areas that minimize vehicle travel demands), increases in fuel prices, and changes in attitudes toward transit and alternatives to driving. The patterns of travel also could change substantially, with travel increasing for different types of trips, in different locations, and at different times than currently seen. The objective of this research was to determine how socio-demographic factors are likely to affect travel demand over the next 30 to 50 years and to identify strategies and actions that can be used by policymakers in state and local transportation and planning agencies to plan and prepare for alternative future scenarios. The focus of the research was on understanding the fundamental relationships between social and demographic factors and travel demand, and how these relationships might change over time. These factors may include diversity, gender, birth rates, aging population, wealth and income, immigration, regional migration and employment patterns, rural versus urban populations, and the size and structure of households and families. The research also examined the relationships between human factors and other variables affecting travel demand such as new technology, alternative fuels, economics and the economy, climate change, land use, and development patterns. In addition, it should identify opportunities for incorporating the results into the planning and decision-making process.
KW  - Forecasting
KW  - Population growth
KW  - Sociodemographics
KW  - State departments of transportation
KW  - Strategic planning
KW  - Sustainable development
KW  - Traffic forecasting
KW  - Travel demand
KW  - Travel patterns
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2728
UR  - https://trid.trb.org/view/1330441
ER  - 

TY  - ABST
AN  - 01463901
TI  - Intellectual Property Stewardship Guide for Transportation Departments
AB  - The transportation research community is charged with finding solutions to important problems. Those solutions often involve new processes and technology which represent intellectual property with potential economic value. Among countries visited in the recent FHWA/AASHTO International Scan on Transportation Research Program Administration, the transportation research community demonstrated a noticeably greater concern for the value and importance of intellectual property than is sometimes evident in the United States. Safeguarding intellectual property was recognized as a critical component of the entire research process to spur innovation, encourage investment for technology development and refinement, and foster commercialization nationally and internationally. Ultimately, intellectual property was seen as a means to bolster national economies by promoting creation of companies that hire new employees and sell new products. Successful management of intellectual property rights was associated with greater trade and foreign investment opportunities globally. In the United States, transportation agencies have traditionally taken the position that they should retain rights to intellectual property derived from research they sponsor. While the intent of this policy has been to maintain public ownership of intellectual property, a frequent unintended result has been to impede development. Agencies have often lacked the knowledge, resources, and impetus to commercialize technology or license it to others. In the absence of intellectual property protection, private concerns have been reluctant to invest further in its development. In contrast, organizations visited during the scan viewed protection and licensing of intellectual property as an essential enabler of technology deployment. Furthermore, many transportation agencies in the United States lack effective policies regarding employees' rights to intellectual property. For example, some agencies specify that any new product or idea that relates to agency goals and objectives is owned by the agency, and require employees to assign their intellectual property rights to the government. Undefined policies or policies that preclude employees sharing intellectual property rights create little incentive for innovation. A significant barrier to more effective management of intellectual property is the lack of understanding within transportation agencies regarding domestic and intellectual property law and policy. Although the Bayh-Dole Act of 1980 (or University and Small Business Patent Procedures Act) governs intellectual property developed in federally sponsored research, it only establishes a general framework. State laws and policies may impose additional requirements that apply to non-federally sponsored research or research performed by government employees. Federal and state agencies often lack expertise on the fairly complicated and sometimes expensive processes needed to secure and protect intellectual property. This situation has worsened in some agencies due to retirements of experienced staff and changes in agency policy. Without the necessary working knowledge, agencies are unable to develop and execute effective strategies for exploiting their intellectual property investments. An extensive literature addresses issues of intellectual property and technology transfer for federal laboratories and agencies engaged in development of medical, defense, aerospace, and other advanced-technology systems. While a few state transportation agencies have developed intellectual property policies, there is a general lack of knowledge within DOTs regarding identification and management of the resource. Research is needed to develop practical guidance that transportation agencies--in particular, their research and legal offices--can use to effectively manage intellectual property. The objective of this research will be to develop a guide on effective stewardship of intellectual property for public transportation agencies. The research to accomplish this objective might include the following tasks: (1) review of literature, including domestic and key international law, relating to the management of intellectual property in the areas of transportation and transportation research; (2) survey of practices of domestic and international transportation agencies to identify best practices as well as unsatisfied needs regarding management of intellectual property; (3) review of similarities and differences among states' intellectual property policies and identify those that may require legislative or policy enhancements; (4) review of practices for managing intellectual property in other technical and scientific disciplines that could be applicable to transportation and transportation research; (5) development of case studies that illustrate effective processes for managing intellectual property; (6) development of a guidance document on effective management of intellectual property for transportation research professionals in state and federal agencies; and (7) development of training based upon the guidance document on effective management of intellectual property for presentation to transportation research professionals.</font></p>
KW  - Intellectual property
KW  - Knowledge
KW  - National Cooperative Highway Research Program
KW  - Research
KW  - State departments of transportation
KW  - Stewardship
KW  - Technological innovations
KW  - Transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2980
UR  - https://trid.trb.org/view/1232129
ER  - 

TY  - ABST
AN  - 01463900
TI  - Criteria for Restoration of Longitudinal Barriers
AB  - NCHRP Project 22-23, "Criteria for the Restoration of Damaged Guardrails," has effectively been completed by researchers at Virginia Tech. As part of this project, researchers surveyed the states to determine what, if any, formal guidelines they have for the maintenance of guardrails. The study determined that while some states did have guidelines for evaluating existing guardrails and determining whether maintenance was indicated, these guidelines were typically based on judgment and were not supported by underlying research. The objective of Project 22-23 was to develop guidelines to assist maintenance personnel in identifying levels of damage and deterioration to longitudinal barriers that require repairs to restore operational performance. To achieve this objective, the researchers evaluated for eleven damage and deterioration modes commonly associated with the standard strong steel post W-beam (modified G41S) guardrail; they evaluated these modes through a combination of component testing, pendulum testing, finite element simulation, and full-scale crash testing. From this testing, draft maintenance guidelines were developed. Final guidelines for the maintenance of longitudinal barriers will be presented in a final report, due to be completed in May 2010. It is anticipated that maintenance guidelines for cable barriers will be developed under NCHRP Project 22-25. The objective of this problem statement is to continue the work begun under NCHRP Project 22-23. While this initial project did groundbreaking work in evaluating the performance of barriers having damaged components, there were limitations to the work that could be undertaken in one study. Among the additional research needs are: (1) Evaluation of wood post systems - The 22-23 final report will include maintenance guidelines for strong-wood-post W-beam systems. However, as the testing done under 22-23 was limited to steel-post systems, there is a need to conduct similar testing and evaluation of wood posts and wood post guardrail systems to confirm that these guidelines are applicable to wood-post systems as well. (2) Overlapping damage modes - The evaluations under NCHRP 22-23 were limited to one damage mode at a time. Oftentimes, though, more than one mode of damage will be present in a given barrier. An example would be rail flattening in combination with rail deflection. There is a need to better understand the interaction between overlapping damage modes and how these would affect barrier performance. (3) Generic End Treatments - Maintenance guidelines for generic end treatments were presented in 22-23, but these were largely drawn from guidelines developed by state departments of transportation (DOTs). Similar to the issue with wood posts, these guidelines should be quantitatively tested and evaluated. (4) Damage to barriers near end terminals - A previously damaged rail element within the first 50 feet of rail in an energy-absorbing terminal may not properly activate the end terminal in a head-on crash. If these rail units are not straight, the rail element may lose column strength and be unable to resist buckling when impacted end-on. (5) Consideration of damage modes to other similar systems such as the recently developed Midwest Guardrail System, a generic W-beam guardrail system with a 31-inch mounting height. (6) It is anticipated that the research program will involve a combination of component testing, pendulum testing, and computer simulation of crash tests. Full-scale crash testing may be considered if necessary to validate the other methods of analysis, but will not be the focus of research. The following efforts are considered important to the successful completion of this research: (1) Review the experience of field maintenance staff using maintenance guidelines developed in NCHRP Project 22-23. (2) Identify damage assessment needs which will include the needs identified in the NCHRP 22-23 final report and any additional assessment needs chosen in consultation with the project panel. (3) Propose a research program to qualitatively and quantitatively assess the needs identified earlier in this problem statement. (4) Prepare an interim report that outlines the findings of the above efforts for review and comment by the project panel. (5) Upon panel approval, conduct planned analyses and supporting tests to develop the metrics for assessing longitudinal barrier damage, correlating them to safety performance. (6) Prepare a plan of full-scale crash testing necessary to fully validate the guidelines developed under this project. (7) Prepare a final report to document the research effort and recommended guidelines. Maintenance personnel are charged with making decisions as to when damaged guardrails needed to be repaired. Prior to NCHRP 22-23, only limited guidance was available to guide such decisions, and there was no supporting research available on which to make such judgments. NCHRP 22-23 has addressed this need, in part, but additional work remains to be done. This project will result in additional guidelines directed at garage-level maintenance employees who make the day-to-day decisions regarding the need to repair guardrail systems. The payoff of improved decisions by these staff will be the ability to focus their maintenance efforts on those barrier installations that truly need repair to maintain their performance under vehicular impacts.<p> </p>
KW  - Barriers (Roads)
KW  - Damage (Guardrails)
KW  - End treatments
KW  - Guardrail terminals
KW  - Guardrails
KW  - Guidelines
KW  - Highway maintenance
KW  - Maintenance
KW  - National Cooperative Highway Research Program
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2983
UR  - https://trid.trb.org/view/1232128
ER  - 

TY  - ABST
AN  - 01463898
TI  - Quantifying Long-Term Performance of Draped and Flexible Fence Rockfall Protection Systems
AB  - Rockfall protection systems have been in service along roadways in Europe and the United States for more than 40 years. Rockfall protection systems utilizing steel netting to control the rockfall include ring-net barrier fences, cable-net barrier fences, draped cable-net, draped wire-mesh, and attenuators. Many of the systems are proprietary. These systems are intended to control rockfall and/or reduce the potential for rock debris to fall within highway alignments. The protection systems include components such as wire rings, wire rope, wire rope nets, wire mesh, posts, pins, fasteners, and breaking elements. These components are usually designed and rated based on testing in terms of energy capacity or energy reduction of a single rockfall event with some consideration for serviceability after specific impacts. However, the long-term performance and maintenance issues of these systems are a growing concern since many departments of transportation that have installed these systems are faced with significant maintenance, repair and/or replacement costs once a rockfall event occurs. The objective of the research is to provide owners and manufactures of rockfall systems with guidelines to evaluate vulnerability and maintenance issues associated with rockfall protection systems that use steel netting. The report will also provide estimates for design life expectancies of various systems. The design guidelines should also include a method to determine when to replace and upgrade these types of rockfall protection systems. Initiation of this work is urgent. The payoff from this research includes a safer highway system, improved prioritization of funds, reduced maintenance and clean-up costs, and reduced life-cycle costs associated with design, construction, and maintenance of rockfall hazard protection systems. Results of the research will be useful to transportation agencies charged with managing rockfall hazards. In the United States, thousands of rockfalls occur annually along highways; consequently, rockfall protection systems have become an important component of highway safety. Often these protection systems are placed along scenic sections of highways carrying large volumes of traffic, particularly during tourist season and for seasonal recreation destinations. Products from this research, which include a recommended practice for inspection and review of the service life, are needed for better selection of materials and components incorporated into rockfall protection systems. Currently, there are no well-defined provisions or protocols for condition assessment and service life modeling of rockfall protection systems. The recommended practice developed as part of this research would be in a format consistent with AASHTO requirements.<p> </p>
KW  - Debris removal
KW  - Europe
KW  - Fences
KW  - Mitigation measures (Rockfalls)
KW  - National Cooperative Highway Research Program
KW  - Rockfall protection systems
KW  - Rockfalls
KW  - United States
KW  - Wire mesh
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2985
UR  - https://trid.trb.org/view/1232126
ER  - 

TY  - ABST
AN  - 01463897
TI  - Travel Impacts and Greenhouse Gas Benefits of Rural and Smaller Community Land Use Strategies
AB  - Decision-makers need reliable information on the travel, greenhouse gas (GHG), and other benefits of land use policies in order to support effective decisionmaking on what is often a very controversial issue. While there has been considerable research on the travel and other impacts of land use policies, nearly all of this research has focused on metropolitan areas--especially larger metropolitan areas where rail transit systems either exist or are proposed to complement and support more compact development patterns. Recent efforts to estimate the nationwide GHG benefits of land use policies all focus exclusively on benefits within metropolitan areas. While the majority of the U.S. population lives in larger metropolitan areas, about 20 percent of the U.S. population currently lives outside of metropolitan areas, and another 5 percent lives in small metropolitan areas of less than 200,000 population. Particularly with the recent focus on land use as a GHG mitigation strategy, there is a pressing need for an evaluation of potential policies to create more efficient land use patterns in smaller communities and rural areas, and the potential GHG and other benefits and impacts of applying such policies in these areas. The primary objective of this research would be to estimate the potential impacts on vehicle travel and associated fuel consumption and GHG emissions that might be achieved by applying coordinated land use strategies and transportation to reduce vehicle travel in small communities and rural areas. The research would examine the impact of land use and development patterns on key aspects of travel behavior, including trip-making, mode choice, and trip lengths, controlling for potential influencing factors such as income, household composition, attitudes/preferences, etc. This research would be of use to many potential audiences--state DOT planning staff, transportation analysts, federal, state, and local-level decisionmakers (in both the transportation and land use arenas), and other stakeholders involved in transportation and land use planning and decisionmaking in non-metropolitan communities--to better inform transportation and land use policy development. <p> </p>
KW  - Decision making
KW  - Environmental impacts
KW  - Exhaust gases
KW  - Greenhouse gases
KW  - Land use planning
KW  - Metropolitan areas
KW  - National Cooperative Highway Research Program
KW  - Policy making
KW  - Pollutants
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2987
UR  - https://trid.trb.org/view/1232125
ER  - 

TY  - ABST
AN  - 01463896
TI  - Managing Rights-of-Way for Biomass Generation and/or Carbon Sequestration
AB  - Right-of-way vegetation management is a major responsibility of state departments of transportation (DOTs). Traditionally, roadside vegetation has been managed for a variety of purposes important to the public, especially safety, but also roadway integrity, habitat, native plant restoration, invasive plant reduction, aesthetics, water quality, and erosion control. Increasingly however, the DOTs are now being asked to also manage their roadsides to address greenhouse gas (GHG) emissions. Biomass production and carbon sequestration are the two most likely ways that DOTs would approach this issue--through planting and management of potential bio-fuel inputs, on the one hand, or through long-term management of vegetation for maximum carbon storage, on the other (although these two goals are not necessarily mutually exclusive). Biomass production and carbon sequestration, when combined with the traditional right-of-way management objectives, will create a huge challenge for DOT vegetation managers. If the challenge is to be met, vegetation mangers will need improved lists of native and non-invasive plants appropriate for roadside use; the latest physical, chemical, and biological control techniques that are safe and effective; the latest technology and equipment; ways to supplement the maintenance and operations records that are currently kept; and updated training. For example, in some cases, reducing emissions through modified management practices, such as reduced mowing, can contribute more to meeting GHG goals than carbon sequestration. Finally, the study will develop a measurement technique to assess the ability of highway landscape management to sequester carbon and provide strategies for good native roadside biomass production techniques that will maximize the eventual carbon credits. This may be accomplished through the following tasks: (1) Conduct a search of existing programs or specific cases of management for biomass production or carbon sequestration on transportation rights-of-way nationally and internationally. (2) Preliminarily assess the issues relative to biomass production and/or carbon sequestration in the right-of-way. Identify issues to be explored, including calculation of baselines and determination of DOT efforts. (3) Submit an interim report to the panel detailing the results of Phase I research. Submit a Phase II research plan for NCHRP review and approval. Review both documents at an interim meeting. (4) Conduct a search for native and non-invasive species information and identify those that are most appropriate for biomass production and/or carbon sequestration on transportation rights-of-way. (5) Search the literature for information on the carbon sequestration capabilities of those species identified in item #4, including how the carbon capturing capability is measured, and for information on potential for biomass/biofuel production. In the case of carbon sequestration, also look at combinations of species/ecosystem management techniques that are likely to produce the highest carbon sequestration. (6) Assess the capability of the selected species in meeting the traditional functions of roadside vegetation (e.g., safety, esthetics, erosion control, native revegetation, avoiding the spread of invasive species). (7) Assess the pros and cons of biomass production and/or carbon sequestration in the right-of-way relative to other avenues of carbon reduction in maintenance at DOTs, looking at published models and approaches, such as Caltrans. (8) Identify how to supplement the maintenance and operations records that are currently kept. Examples include land ownership records, fuel purchases, electricity usage, and mowing statistics. Land ownership records are important in determining the number of acres under the DOT's control and thus potentially available for carbon sequestration. Data such as fuel purchases and electricity usage are important because evidence of emissions reductions can be used to meet GHG goals outlined in a contract with a carbon market. (9) Determine the availability of information on carbon sequestration offset protocols and guidelines for the land-use types (e.g., grassland, native forest) and management techniques that are likely to apply to rights-of-way, to provide GHG benefits in addition to existing practice, and to qualify for carbon credits, which will speak to the marketability of emission reductions. (10) Develop a final report which recommends ecosystem based plant lists appropriate for biomass production and which include the carbon sequestration capabilities of each species (or combination of species). The report will also contain recommended methods for measuring sequestration and possible scenarios for claiming carbon credits. Such a process would hinge on a systematic approach that establishes a baseline level of carbon currently being sequestered in the soils, grasses, and woody shrubs of the right-of-way. Other physical characteristics of the right-of-way, such as precipitation, soil moisture, and standing crop, can help predict how much carbon can be sequestered. (11) Determining carbon credits will require use of a qualifying accounting methodology by each state DOT project which addresses various established GHG protocol steps and existing guidelines. Offset protocols provide detailed guidance for a project developer on how to: (1) determine if the project meets all eligibility criteria, including regulatory screens, additionally assessments, and other criteria including project duration and location; (2) define the project boundary (e.g., physical location, GHG accounting, and temporal boundaries); (3) select and quantify a baseline, based on existing quantification methodologies and calculation tools; (4) quantify and monitor project GHG emissions and calculate GHG reductions; and (5) meet other protocol requirements such as permanence and leakage measures. Other elements of the protocol may include guidelines for project start dates and duration, and verification and reporting requirements. Establishing acceptable baselines and monitoring procedures for land-use offset projects, especially those involving soils and biomass production, often proves particularly challenging. For example, soil carbon sequestration and emissions are extremely variable and are dependent on rainfall, temperature, crop type, past crop types, soil moisture and organic matter content, soil type, and other factors. Baseline establishment is a difficult and critical step, as is the establishment of rigorous monitoring procedures. Under a national "cap-and-trade" system, which is an emissions reduction policy that would impose a national emissions ceiling (or cap) that is reduced over time, participation (trading) in a carbon market would help reduce compliance costs for those entities with emissions greater than an established threshold. Under cap-and-trade, these entities are required to either reduce emissions or purchase carbon allowances or carbon offsets to meet the threshold. Various state and multi-state initiatives have set targets and established policy commitments to reduce carbon emissions. Ten northeastern and mid-Atlantic states have formed the Regional Greenhouse Gas Initiative (RGGI), and several western states and two provinces of western Canada have formed the Western Climate Initiative (WCI). As state agencies, DOTs are likely to be asked to participate in these efforts and biomass production and carbon sequestration in the right-of-way is one answer, given the large amount of land area DOTs manage. In order to efficiently and effectively ascertain the costs and the benefits, stakeholders including DOT CEOs/CAOs, maintenance managers, project development and construction managers, and front-line staff such as landscape architects require the described research.<p> </p>
KW  - Air quality management
KW  - Biomass
KW  - Carbon
KW  - Carbon sequestration
KW  - Greenhouse gases
KW  - National Cooperative Highway Research Program
KW  - Pollutants
KW  - Right of way (Land)
KW  - Roadside flora
KW  - State departments of transportation
KW  - Vegetation control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2988
UR  - https://trid.trb.org/view/1232124
ER  - 

TY  - ABST
AN  - 01461317
TI  - 3rd Infantry Division Highway
AB  - The objective for this initiative is to perform the tasks required to produce a report to Congress on the steps and funding necessary to designate and construct a route for the 3rd Infantry Division Highway. Task deliverables include: Inventories of existing information and initial spatial data; Establishment and subsequent maintenance and operation of an expert working group; Provision of website content to the Federal Highway Administration (FHWA); Determination of control points for the segments; Recommendations for public involvement; Determination of study alignments and design levels; Detailed spatial database; Draft estimates of costs and steps to complete construction; and Recommendations for selected sub-studies.
KW  - Data collection
KW  - Highway design
KW  - Highway maintenance
KW  - Highways
KW  - Reports
KW  - Road construction
KW  - United States Congress
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1229536
ER  - 

TY  - RPRT
AN  - 01165290
AU  - Collura, John
AU  - Heaslip, Kevin
AU  - Knodler, Michael
AU  - Ni, Daiheng
AU  - Louisell, William C
AU  - Berthaume, Andrew
AU  - Khanta, Raju
AU  - Moriarty, Kevin
AU  - Wu, Francis
AU  - University of Massachusetts, Amherst
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Evaluation and Implementation of Traffic Simulation Models for Work Zones
PY  - 2010/06/18/Final Report
SP  - 30p
AB  - As the National Highway System reaches the end of its serviceable life, transportation agencies increasingly need to focus on the preservation, rehabilitation, and maintenance of these roads. In light of significant increases in the amount of work zone activity, transportation officials and contractors are challenged with finding ways to reduce the negative impacts on driver mobility. The key to addressing this challenge is to recognize potential impacts well in advance. One major tool used for this purpose is computer simulation. There are many simulation models in existence, some of which are designed specifically for work zone analysis. Examples of these models include QUEWZ, QuickZone, CORSIM, and CA4PRS. The purpose of this paper is to present case studies that illustrate and evaluate these models in terms of their ease of use, data requirements, and ability to simulate and assess work zone strategies, shedding light on the relative reliability and accuracy of these simulation models as well as their user-friendliness and data requirements. This paper compares simulation results to actual work zones conditions in eight locations across New England. The results of this evaluation will be of interest to state and local transportation engineers responsible for planning and designing work zone strategies. This research has shown that some simulation models provide a low-risk, low-cost environment in which to test and analyze a variety of work zone alternatives. For example, QUEWZ and QuickZone were able to provide reasonable order of magnitude queue length estimates on interstate highways comparable to observations made in the field. In addition, such estimates required little data including hourly volume and roadway geometry information.
KW  - CA4PRS (Computer model)
KW  - Case studies
KW  - CORSIM (Traffic simulation model)
KW  - Evaluation
KW  - Implementation
KW  - New England
KW  - QUEWZ (Computer program)
KW  - QuickZone (Computer program)
KW  - Simulation
KW  - Traffic models
KW  - Work zone traffic control
UR  - http://www.netc.umassd.edu/netcr80_05-8.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr80_05-8.pdf
UR  - https://trid.trb.org/view/925623
ER  - 

TY  - ABST
AN  - 01549580
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Establishment of Comparative Performance Measures Program Infrastructure to Support National System Performance Data Collection and Analysis
AB  - NCHRP Project 20-24(37) activities are undertaken generally to support development of a commonly accepted set of measures state departments of transportation (DOTs) would use to assess system and agency performance; a single common data standard for each measure; a simple and reliable data submission process; and a basis for identifying, validating, and share best management practices that support high performance. Projects in the series been well received by the transportation but have highlighted a need for a data infrastructure and data management process for collecting, managing, and sharing performance data and best practices. Such a data infrastructure and process would ensure a consistent, reliable source of data for comparative performance measurement, analysis and research.
KW  - Best practices
KW  - Data collection
KW  - Infrastructure
KW  - Performance measurement
KW  - State departments of transportation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2885
UR  - https://trid.trb.org/view/1339734
ER  - 

TY  - ABST
AN  - 01549582
TI  - Research Program Design---Administration of Highway and Transportation Agencies. Executive Strategies for Risk Management by State Departments of Transportation
AB  - The idea of risk typically entails the combination of uncertain events that may occur and the likely consequences, often undesirable, to be expected when they do occur.  A shortage of construction steel, a series of particularly severe snow falls, or a traffic crash involving a fuel tank truck and a large overpass are examples of events many departments of transportation (DOTs) may experience; their consequences can include not simply the costs of dealing with the immediate problem, but also far-reaching and long-lasting disruptions of DOT programs and operations. The International Organization for Standardization (ISO) has recently defined risk in very general terms as the "effect of uncertainty on objectives" and has undertaken to bring some order and common terminology to the often diverse efforts of private- and public-sector organizations that seek to manage risk on an enterprise-wide basis. Effective strategic risk management involves identifying the various risks to an organization's achievement of its objectives and then devising ways to mitigate, avoid, transfer, or accept and be prepared for these risks.  An organization's senior management will typically seek to manage risk throughout the enterprise, to deal effectively with the most serious threats and take advantage of the greatest opportunities.  Anecdotal evidence shows that some DOT executives have begun to apply risk management in their agencies and that some private-sector practitioners are using strategies that might be adapted to serve the needs of DOTs.  However, no comprehensive compendium of DOT practices has been assembled. Leadership of the American Association of State Highway and Transportation Officials (AASHTO) feel that broader understanding of risk management strategies and greater adoption of enterprise-wide risk management would benefit DOTs and the public they serve. Research is needed to describe the current state of DOT practice and opportunities for enhancing organizational performance by applying risk management strategies. The objectives of this project are to describe how DOT leadership use risk management currently in the conduct of their business and to identify executive strategies that may be useful to DOT leadership for enterprise-wide risk management.
KW  - Benefits
KW  - Best practices
KW  - Highway operations
KW  - Highway safety
KW  - Risk assessment
KW  - Risk management
KW  - State departments of transportation
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2888
UR  - https://trid.trb.org/view/1339736
ER  - 

TY  - ABST
AN  - 01463905
TI  - Safety Evaluation of the 13 Controlling Criteria for Design
AB  - The objectives of the research are to (1) compile what has been learned about the relationship of the 13 controlling criteria to safety; (2) identify key knowledge gaps and conduct research to fill those gaps; (3) based on safety knowledge, recommend whether changes are needed in the list of design elements that are considered as controlling criteria; and (4) recommend whether the list of design elements considered as controlling criteria should vary between roadway types. The tasks that should be undertaken in the research are as follows: (1) Review safety research literature to establish what is known about the relationships of the 13 controlling criteria to safety. This review should include safety research results assembled for the forthcoming AASHTO Highway Safety Manual; (2) with the exception of structural capacity and vertical clearance, determine which of the 13 controlling criteria have safety effects that are well understood; (3) for any of the 13 controlling criteria with safety effects that are not well understood, formulate research plans to determine those safety effects; this could potentially include investigations of bridge width, vertical alignment, cross slope, and/or horizontal clearance; (4) execute the research plans developed above; and (5) based on the safety information in the literature and the research results, recommend whether changes are needed in the list of design elements that are considered as controlling criteria and whether the list of design elements considered as controlling criteria should vary between roadway types.
KW  - Design
KW  - Design criteria
KW  - Highway Safety Manual
KW  - Knowledge
KW  - Literature reviews
KW  - National Cooperative Highway Research Program
KW  - Research
KW  - Safety
KW  - Safety management
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2977
UR  - https://trid.trb.org/view/1232133
ER  - 

TY  - ABST
AN  - 01463904
TI  - Consideration of Roadside Design and Roadside Features in the Highway Safety Manual
AB  - In the project development process, transportation engineers assess the effect of roadside designs and features on crashes. The <em>Highway Safety Manual</em> (HSM) provides scientifically sound information to support this decision making through accident modification factors (AMFs), which analyze the safety effect of specific design elements known to have an influence on the frequency or severity of crashes. Few roadside AMFs exist, and those that do are not typically of the statistical quality deemed appropriate for inclusions in the first edition of the <em>Highway Safety Manual</em>. The <em>Roadside Design Guide</em> (RDG) provides a probability of encroachment model to quantify the safety of a roadside design and compare the design against other designs. Software support for the HSM is provided through the IHSDM CPM and through RSAP for the RDG. This project will review the two methods; document inconsistencies in predicting the frequency and severity of run-off-road crashes; update the models to provide consistency and provide guidance to practitioners on the successful implementation of each method at various planning, highway design, and operations stages; explore the possibility of incorporating RSAP with the IHSDM; and identify a critical set of AMFs that would support the quantification of changes to the roadside and the installation or modification of roadside features at the identified stages of the project development process, eliminating the need for the use of subjective hazard ratings. This project will develop these AMFs for inclusion in a future edition of the <em>Highway Safety Manual</em>. It is expected that the methods used to develop these AMFs will meet the scientific protocol acceptable for inclusion in the <em>Highway Safety Manual</em> and FHWA AMF clearinghouse as an excellent quality AMF. The development of the improved roadside AMFs has data needs met from the NCHRP Project 17-22 and 17-43 databases and other identified databases. An outcome of this project will be improved roadside safety decision-making tools for transportation agencies. PHASE 1, Comparison of RDG and HSM Tasks: (1) Conduct a literature review of the development of the HSM, the RDG, RSAP, and the IHSDM methods for the analysis of roadside crashes used by these two different approaches. (2) Survey practitioners, researchers, design consultants, and transportation agencies to assess the current needs as they relate to roadside safety during the planning stage, the design stage, and the management of assets. The survey shall also ask for input about specific roadside concerns or areas of need regarding more AMFs. (3) Identify a minimum of five example problems for analysis using the two methods. (4) Document inconsistencies between the two methods and opportunities to provide consistency through updating data sources, base models, or modification factors. (5) Assess available data sources from completed and ongoing NCHRP projects, as well as other state and federal research or databases. Possible data sources include NCHRP 17-22 and 17-43. (6) Develop a prioritized list of roadside AMFs which should be evaluated for development and inclusion in future versions of the HSM. (7) Review RSAP and IHSDM methods and coding for the possible inclusion of RSAP as a module in the IHSDM. (8) Recommend if it's appropriate to consider both methods for continued parallel development for the safety assessment of the roadside or if one method should be chosen for future development efforts. (9) Document findings in an interim report. The report shall include guidance based on the findings of this phase, about the appropriate inclusion of each analysis method into the planning and design process as well as the life-cycle management of the highway network. PHASE 2, Development of Roadside AMFs Tasks: (1) Review the protocols for <em>Highway Safety Manual</em> AMF development. (2) Develop AMFs for the base conditions outlined in parts C and D of the <em>Highway Safety Manual</em>. AMFs shall be developed using the data available from the 17-22 and 17-43 projects as well as other identified sources. Additional data gathering is not anticipated. The prioritized list of AMFs developed in phase 1 shall be reviewed in consultation with the panel. A list of AMFs for development under this project will be produced based on the data available. (3) Develop a list of additional data needs for the NCHRP 17-43 "Ongoing Data Collection" panel's or other data collection projects' consideration of inclusion. (4) Depending on the outcome of phase 1, task 8, inclusion of these findings may be necessary in the RSAP encroachment model as well. (5) Document findings in a final report. This research will provide a document which will supplement the soon-to-be-released HSM and the existing RDG as a means to determine under which circumstances the designer should employ which method to predict crashes, evaluate the potential benefit of safety improvements for the roadside, and provide more AMFs to supplement those provided in the first edition of the HSM. The urgency is high since there is potential for introducing considerable confusion to the design profession by having two methods for similar purposes that may yield conflicting results. Furthermore, the First Edition of the HSM does not provide AMFs to address most of the typical changes of roadside designs and features that agencies currently undertake and subsequently does not support the quantification of the effect of the roadside on crashes and crash severity within the project development process.<p> </p>
KW  - Accident modification factors
KW  - Crash severity
KW  - Design
KW  - Highway safety
KW  - Highway Safety Manual
KW  - National Cooperative Highway Research Program
KW  - Roadside
KW  - Roadside improvement
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2979
UR  - https://trid.trb.org/view/1232132
ER  - 

TY  - ABST
AN  - 01463918
TI  - Performance-Based Specification for Binders Used in Chip Seals (and other Surface Treatments)
AB  - Historically, emulsion specifications have been parochial, as the availability (i.e. type of asphalt available and local suppliers capabilities) has generally driven the specifying agencies' decision on which emulsions to specify. As suppliers, sources, etc. change, new emulsion specifications are developed and promulgated. Today's technology has brought more manufacturing choices and capability to agencies whereby a "performance-based" specification is desired. Binder specifications for chip seal applications and other surface treatments include emulsions and hot applied liquids. These specifications do not incorporate standard performance grading for the base asphalt. Most emulsion specifications continue to use viscosity-graded asphalt binders or penetration-based specifications. A specification that incorporates a standard grading system will serve to more uniformly describe asphalts and base asphalt for asphalt emulsions specified by federal, state, and local agencies. Applying a more uniform grading system may reduce testing, increase the collaboration between states, and improve the ability to compare actual field performance to this "performance" graded specification. This new specification needs to address testing at temperatures normally seen by surface treatment applications such as chip retention, fatigue at room temperature, ability to penetrate cracks of varied widths, and adhesion at high and low temperatures, and include climate and traffic in the binder selection process. A chip seal and surface treatment binder specification should be applied to both hot-applied binders and emulsion residues. Asphalt emulsion requirements must include a mechanism for acquiring the emulsion residue such that this residue is representative of the binder on the road.
KW  - Asphalt emulsions
KW  - Asphalt grading
KW  - Binders
KW  - Chip seals
KW  - Cracking
KW  - Cracking of asphalt concrete pavements
KW  - Field tests
KW  - National Cooperative Highway Research Program
KW  - Performance based specifications
KW  - Surface treating
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2962
UR  - https://trid.trb.org/view/1232146
ER  - 

TY  - ABST
AN  - 01463917
TI  - A Guidebook for Construction Manager-at-Risk Contracting for Highway Projects
AB  - State departments of transportation (DOTs) continue to experience pressure to deliver highway projects faster, better, and at less cost. This pressure has been recently exacerbated by the demands of the 2009 "Economic Stimulus Bill" which requires that projects be advertised and awarded in extremely short periods of time. SEP-14 authorized a number of experimental project delivery approaches which have successfully been implemented across the nation. One of those was design-build (DB) contracting. The 2006 Report to Congress on the effectiveness of DB showed that approximately 35 states had authorized their DOTs to try DB under the SEP-14 authorization. Many of them subsequently passed legislation that generally authorized the use of DB based on the pilot project outcomes. However, NCHRP Synthesis 376 found that 63% of the states had only completed one to three projects. Some states, like Ohio, have decided to severely restrict DB usage, and roughly 15 states are not able to utilize it because they do not have the necessary enabling legislation. It can be speculated that those states that are not currently authorized to use DB will probably not be authorized to in the future. Therefore, those DOTs are severely limited in their ability to accelerate their projects and to accrue the other benefits that were found in the SEP-14 Report. The major criticisms of DB cited in NCHRP Synthesis 376 were the DOT's loss of control over the details of design as well as the perception that permitting the construction contractor to have a fiduciary relationship with the designer was inappropriate. The major reasons for using DB contracting found in several recent TRB studies have been the ability to compress the schedule, the early involvement of the contractor in the design process through constructability reviews, and the single point of responsibility for both design and construction achieved in a DB contract. Research has found that traditional project delivery creates additional problems for DOTs when they try to accelerate project delivery. Techniques like the California DOT's design-sequencing method have not proven to be altogether satisfactory. Thus, DOTs that are unable to use DB need a project delivery method that permits them some of the benefits of DB without giving up control over the design. Construction manager-at-risk (CMR), which is also called construction manager as general contractor (CM/GC), appears to provide just that. In a CMR contract, the owner contracts separately with the project's designer and builder. The design contract is modified to create contractual obligations for the designer to proceed with its work in a manner that facilitates the CMR process. The contractor is usually selected on the basis of qualifications and past performance, though some DOTs with CMR experience also include a price function in their selection process. The CMR is awarded a preconstruction services contract which directs it to perform services such as constructability reviews, project estimates and schedules, coordination with third parties, and making input to the design through value engineering and market analysis. At some point the CMR and DOT negotiate a guaranteed maximum price (GMP), and the CMR begins bidding out subcontractor and material supplier work packages. Many agencies allow the CMR to lock in construction prices for features of work with volatile material pricing before the final GMP is established. NCHRP Synthesis 402, Construction Manager-at-Risk Project Delivery for Highway Programs, found that 30% of the state DOTs it surveyed responded that they had either never heard of CMR or did not understand how it worked. Four states with authorization had not tried it because they had no guidance or experience from which to begin. CMR furnishes a much less radical procurement culture shift than DB because the owner still holds the design contract and hence retains control of the design details. However, the contractor is selected based on its qualifications and is able to influence the design through its preconstruction services contract. One DOT project manager interviewed in NCHRP Synthesis 402 stated: "CMR allows us to get all the benefits of DB without giving up control of the design." Therefore, the outcomes from NCHRP Synthesis 402 clearly show the need to develop a set of uniform guidelines that individual agencies can use to either implement CMR project delivery or to revise their current procedures to take advantage of lessons learned by DOTs and other transportation sectors such as transit and airports. The main research objective is to capture the CMR experience available from the eight state DOTs, numerous city and county engineering, and streets departments and public transportation agencies in transit and airport. This study will then assemble a set of best practices and develop a guidebook that can be utilized by agencies wishing to implement CMR contracting in their highway construction programs.
KW  - CM-At-Risk
KW  - Construction management
KW  - Construction manager at risk
KW  - Design build
KW  - Design build contracting
KW  - Handbooks
KW  - Highway projects
KW  - National Cooperative Highway Research Program
KW  - Project delivery
KW  - Project management
KW  - Risk management
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2963
UR  - https://trid.trb.org/view/1232145
ER  - 

TY  - ABST
AN  - 01463916
TI  - Development of System Fracture Analysis Methods for Fracture Critical Steel Bridges
AB  - The development of high performance steel (HPS) has prompted the use of fewer beams in a typical steel bridge superstructure. As the number of beams decreases, the redundancy of the system is reduced, thereby increasing the possibility of system-wide failures. This trend has brought about renewed discussion regarding the traditional definition of fracture critical bridges or members. Designers and owners have differing opinions on the definition of fracture critical bridges, and many owners will not allow new fracture critical bridges in their jurisdictions even though they are allowed by the AASHTO code (with the appropriate design, construction, and inspection procedures). Interestingly, bridges that would be traditionally classified as fracture critical are often some of the most economical structural configurations. The AASHTO code does not give guidance on the appropriate methods for system wide fracture analysis. Individual designers have developed methods for this issue; however there is no consensus on the loadings, the approach, and what constitutes failure. Some of the most common debates about fracture critical redundancy are with respect to continuous-span twin trapezoidal box girder ramp bridges, and continuous span two and three girder bridges. These structure types have been used in the past; however, most owners avoid them due to concerns about redundancy. Questions do arise with respect to redundancy or nonredundancy of existing and even newer bridges which were built using superior steels (especially using any type of HPS), subjected to advanced NDT techniques, and fabricated using higher quality welding procedures than in the past. In addition, those fabricated using the fracture control plan (FCP) are also supposed to be of superior quality than their cousins built prior to the introduction of the FCP. Modern steel bridges are also built with a composite deck slab and are inherently more capable of carrying redistributed loads through alternate paths. Two-girder curved bridges, especially those built since the early 1980s, almost always contain heavy transverse cross-frames capable of carrying significant load from one girder to another. The proposed system analysis methods will provide answers to system redundancy or nonredundancy quantitatively. The proposed research will focus on the development of defined fracture analysis methods for steel bridge systems. The research will involve the following tasks: literature research of past studies on system-wide redundancy and fracture; study of the effects of energy release at the time of fracture, how this is can be accounted for in the analysis, and development of realistic definitions of failure that are tied to the use of the bridge; determination of the appropriate live load models that need to be applied to the bridge at the time of fracture; determination of the appropriate live load models that should be applied to the bridge after the fracture; determination of the appropriate load factors that should be employed; and development of AASHTO specifications for system-wide fracture analysis for new and existing bridges, including an updated fracture critical member (FCM) definition in context to the findings of this study. For new bridges, the efficient use of new high-performance steels is being hampered by the concerns of owners and designers about the fracture critical designs. In many cases, more beams are added to spans to improve the redundancy, which make the bridge less efficient and therefore more costly. In several states, multi-span continuous trapezoidal box girder ramp bridges are avoided due to concerns about fracture redundancy. Existing bridges that are categorized as fracture critical require additional inspections that are costly to owners. Removal of a fracture-critical designation on existing bridges will result in fewer inspections over the lifetime of the bridge. If a system-wide analysis method is developed, many new bridges and many more existing bridges can be classified as non-fracture critical. This will save owners significant monies in design, construction, and inspection.
KW  - Beams
KW  - Bridge inspection
KW  - Bridge members
KW  - Bridge superstructures
KW  - Fracture critical members
KW  - Fracture mechanics
KW  - Girders
KW  - High performance steel
KW  - Inspection
KW  - National Cooperative Highway Research Program
KW  - Steel beams
KW  - Steel bridges
KW  - Structural analysis
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2965
UR  - https://trid.trb.org/view/1232144
ER  - 

TY  - ABST
AN  - 01463915
TI  - Development of New AASHTO LRFD Tunnel Design Specifications
AB  - There is limited experience in the state departments of transportation (DOTs) with new tunnel design. Most agencies rely on consultants who specialize in tunnel work for design and construction assistance. In addition, The Federal Highway Administration (FHWA) has established a goal to have federally funded projects for "structures other than bridges," like tunnels design by load rating factor design (LRFD), by October 1, 2010. The objective of this proposal is to develop specifications, commentary, and guidelines for tunnel design. The proposal focuses on design standards for structural design, geotechnical design, ventilation, fire control and suppression, and public signing. Very little design guidance is provided in the AASHTO LRFD Bridge Design Specifications for Tunnels in Section 12, Buried Structures and Tunnel Liners. The material on tunnels will be removed and included in a new section. Additional specifications and guidance must be developed and included in the new section. It is expected that the contractor will use existing guidelines, especially those developed by FHWA and the National Fire Prevention Association, to prepare the specifications, commentary, and guidelines. This strategic research need is identified in the AASHTO Highway Subcommittee on Bridges and Structures' 2005 Strategic Plan for Bridge Engineering, as part of Grand Challenge 4, Advancing the AASHTO Specifications, Grand Challenge 1, Extending Service Life, and Grand Challenge 2, Optimizing Structural Systems. The objective of the proposed research is to improve the design of highway tunnels by developing specifications and guidelines for road tunnel design. The research will produce a draft design specification and commentary in the format of the AASHTO LRFD Bridge Design Specifications. There is an urgent need to develop and improve the current methods of tunnel design, operation, and rehabilitation. These improved methodologies will increase the reliability and effectiveness of highway tunnel operations, leading to improved tunnel safety and more effective operation and management of tunnels in state and local tunnel inventories. The results of this research will provide guidelines suitable for implementation by state DOTs. It is anticipated that the research results will be presented to the AASHTO Subcommittee on Bridges and Structures, T-20 Technical Committee on Tunnels, for consideration and adoption into the LRFD Specifications. The technical committee will work with FHWA and NHI to develop training as needed based on the new specifications.
KW  - American Association of State Highway and Transportation Officials
KW  - Fires
KW  - Guidelines
KW  - Load and resistance factor design
KW  - National Cooperative Highway Research Program
KW  - Service life
KW  - Specifications
KW  - Tunnel design
KW  - Tunnel fires
KW  - Tunneling
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2967
UR  - https://trid.trb.org/view/1232143
ER  - 

TY  - ABST
AN  - 01463914
TI  - Quantify the Information Necessary to Guide Bridge Preservation Decisions
AB  - Bridge preservation is a systematic proactive effort to significantly extend the service life of a bridge or bridge elements, usually at the least possible cost. Many transportation departments may have a significant amount of largely empirical data on experiences with bridge preservation and have developed conclusions on the effectiveness of bridge preservation based on those experiences. However, few systematic studies have been done to measure, evaluate, and document the short- and long-term results and effects of bridge preservation actions. No attempts have been made to gather and collate high-quality data, properly analyze the data, and draw conclusions about the costs, effectiveness, and longevity of the preservation action. It is difficult to examine such issues as how long the service life of the bridge/bridge element is extended or what the effects of the various, commonly used preservation actions are on the life cycle costs of bridges. Most conclusions reached by bridge practitioners are on the basis of intuition or simple common sense backed up by some experience. It is difficult to translate these conclusions into coherent and convincing arguments that will persuade legislatures and agency upper management to support and adequately fund aggressive and well planned programs of bridge preservation. The collection of the data necessary to support analysis of the effectiveness and economics of bridge preservation activities should be addressed in a logical sequence, starting with short-term studies of existing data and moving to future data collection that is targeted at specific elements of the performance of bridge preservation actions. The material collected will be organized into a handbook for bridge owners to use as a guide to the most efficient and effective decisions for the maintenance and preservation of bridges. Recommendations will be made on how this guidance should be included in existing or new AASTHO specifications or guidance. The objective of the proposed research is to improve the decision process for setting bridge preservation activities and preparation of guidelines. The research will produce recommendations and a handbook for possible adoption by AASHTO.
KW  - Bridge members
KW  - Bridge preservation
KW  - Data collection
KW  - Guidelines
KW  - Life cycle costing
KW  - National Cooperative Highway Research Program
KW  - Preservation
KW  - Service life
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2968
UR  - https://trid.trb.org/view/1232142
ER  - 

TY  - ABST
AN  - 01463913
TI  - Convincing the Stakeholders: Developing a Guide for Communicating Maintenance and Preservation Needs
AB  - As transportation budgets remain stagnant or fall and tax dollars become scarcer, legislatures search for ways to reduce spending while preserving public support for government programs. The trend of funding maintenance and preservation operations last has lead to a nationwide deterioration of our highway system. Maintenance and preservation of bridges, pavements, and other roadway appurtenances have been shown by some agencies to have an enormous effect on the performance and life of the transportation infrastructure, saving millions of dollars in reconstruction and traveler delays. Being able to communicate these effects more effectively to elected officials, decision makers, other stakeholders, and the public would lead to better understanding of these programs. There is an opportunity to communicate more effectively the impacts of maintenance and preservation of the nation's infrastructure to elected officials, decision makers, other stakeholders and the public and thereby build support for funding to maintain the nation's highway infrastructure. Some examples of such communication may be found in the literature (for example, work done at Iowa State University and by the Portland, Oregon, Office of Transportation.) This research to be undertaken would address such issues as improving communications about the technical/economic impacts of maintenance and system preservation between agency staff, elected officials, and the public using simple-to-understand principles which convey the message; developing guides with graphics and photos which display condition data and the consequences of delayed response to maintenance concerns; preserving institutional knowledge within agencies through documentation of treatment types and benefits, training of methods to track and report condition as well as training on methods of treatments and best practices and succession planning; establishing a guide of best practices on how to maintain or improve communication between local, state, and federal government agencies, toll authorities, and other highway owners; identifying industry organizations such as contractors, consultants, and trade associations that can help to communicate the message of maintenance and preservation activities to the public; educating engineering consultants and other designers on the benefits of including maintenance and preservation techniques in design and maintenance of roadway assets; and promoting development of transportation system preservation to the academic community. The objective of this research would be to develop a guide to best practices on how to maintain or improve communication with local, state, and federal government agencies; toll authorities; and other highway owners. The research to accomplish this objective might include the following tasks: (1) identify best practices and successes in communicating the message of maintenance and preservation, studying marketing strategies that exist throughout the United States and around the world as part of asset management, including various infrastructure assets; (2) develop a guide on how to market maintenance and preservation treatments including case studies, pictures, and illustrations of successful marketing campaigns, and recommendations on reaching senior agency executives, legislators, contractors, consultants, trade organizations, academics, and the general public; (3) deliver training workshops on marketing practices, including examples from successful case studies, and develop a mechanism to evaluate workshop effectiveness; (4) develop guidelines on how an agency can create succession planning and preserve institutional knowledge about maintenance and preservation in an agency through documentation of treatment types and benefits, and training of methods to track and report condition; include best practices on training methods for preservation treatments types.
KW  - Bridge maintenance
KW  - Economic impacts
KW  - Financing
KW  - Highway maintenance
KW  - Maintenance practices
KW  - National Cooperative Highway Research Program
KW  - Preservation
KW  - Public transit
KW  - Stakeholders
KW  - Transit operating agencies
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2969
UR  - https://trid.trb.org/view/1232141
ER  - 

TY  - ABST
AN  - 01463912
TI  - Guidelines/Methodology for Developing Cost Effective and Cost Efficient Levels of Service
AB  - State departments of transportation (DOTs) are beginning to evolve to the asset management principles of (1) establishing high-level policy goals and objectives, (2) developing performance measures to accomplish the agencies' goals and objectives, (3) using analysis of options and tradeoffs for investment strategies, (4) using quality information and data to support decisions, and (5) monitoring outcomes to provide accountability and feedback. A key component of this strategy is the development of performance measures and the establishment of level of service for each measure. The setting of level of service(s) by DOTs has for the most part, relied on expert opinion of the highway owner and infrastructure manager. The purpose of this research is to develop a methodology that can be used by highway owners and agencies to determine the appropriate LOS(s) for the assets under their authority, based on factors such as customer input, economics, cost effectiveness, user cost, and/or other pertinent factors to augment "expert opinion." The anticipated outcome of this research is the development of a guide and methodology that state DOTs can use to determine the LOS that is appropriate for their agency based on factors like customer input, safety, economics, cost effectiveness, user cost, and expert opinion, among other things. It is anticipated that the research will include contacting state DOTs that have established LOSs, conducting interviews with those agencies to understand the process they used, and investigating other non-DOT agencies and/or industries to solicit best practices. Based on that research, a guide and methodology a DOT can use to establish LOS will be prepared.
KW  - Asset management
KW  - Cost effectiveness
KW  - Customer satisfaction
KW  - Decision support systems
KW  - Economics
KW  - Expert opinion
KW  - Level of service
KW  - National Cooperative Highway Research Program
KW  - Performance measurement
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2970
UR  - https://trid.trb.org/view/1232140
ER  - 

TY  - ABST
AN  - 01463911
TI  - Update of the TRB Access Management Manual
AB  - In 2003, the Transportation Research Board (TRB) published the first national Access Management Manual. Since that time, the Manual has remained the most accepted and comprehensive national resource on the state of the practice in access management. It has been widely cited by state, regional, and local government transportation agencies updating their access management practices and is increasingly a resource to other nations as well. For example, it was recently translated and published in Chinese under a copyright agreement with TRB. Since it was published, approximately 3,000 copies of the Manual have been sold, and a second reprint of 2,000 copies is underway. The editorial staff of TRB has indicated that based on the current rate of sales, the new stock will be exhausted by 2012. At that time, it is essential that a second edition be ready for publication. A second edition needs to be produced because the state of the practice has advanced significantly in the years since the production of the first edition of the Manual, several major research projects have been completed and will represent an important upgrade of the current Manual, the Manual is the text for the revised National Highway Institute (NHI) Access Management Course and should contain current and up-to-date information regarding research and access management practices, and the TRB Committee on Access Management (AHB70) has identified gaps in the material covered in the Manual. The objective of this research activity is to develop a revised and updated Access Management Manual. This objective will be accomplished by assembling research reports and papers published since preparation of the first edition, obtaining additional examples relative to access management programs and practices of state DOTs and local governments, proposing a revised structure and contents for the new manual, and preparing and submitting a draft of a revised and updated Access Management Manual for TRB's consideration, approval, and publication. Studies done over the last 30 years show access management is one of the most compelling strategies to improve safety on our roadways. Access management is also a cost-effective way to extend the useful life of the existing system of roads and highways. As such, access management practices are essential to a sustainable and energy-efficient transportation system. With reduced funding of transportation and an increased emphasis on highway reconstruction to address growing transportation needs, advancing access management practices is a critical step. The Access Management Manual provides the most comprehensive resource to enable transportation agencies to achieve a sustainable, energy efficient, and safe transportation system, at every level of government. The Access Management Manual advances innovation through technical support, training, and education. Technical support is provided to transportation professionals at the state, regional, and local governments as well as to consultants in the development of access management plans, regulations, design standards, and access management practices and procedures. It helps guide access-related decisions during the development and redevelopment of property abutting the nation's major roadways. Education and training functions are addressed through use of the Manual as the text for NHI Course No. 133078. (The course is typically taught eight to ten times per year, with up to 30 participants per course offering.)
KW  - Access control (Transportation)
KW  - Development
KW  - Highway design
KW  - Interchanges
KW  - Long range planning
KW  - Methodology
KW  - National Cooperative Highway Research Program
KW  - Policy
KW  - Policy making
KW  - State departments of transportation
KW  - Traffic impact analysis
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2971
UR  - https://trid.trb.org/view/1232139
ER  - 

TY  - ABST
AN  - 01463910
TI  - Mobile LiDAR Standards for Transportation Agencies
AB  - Mobile LiDAR (light detection and ranging) technology has many promising benefits to transportation agencies as a tool for project planning, development, and construction. Several states, including Washington, Oregon, and California, have independently explored using mobile LiDAR on limited applications in order to understand the technology. Currently there are no standards available for states to use in evaluating this technology. This has the potential of creating duplication of effort as well as inconsistent methods in testing, evaluation, and applying the data produced. This research would provide guidance to DOT's program managers, project engineers, and other professional staff on how the technology could be utilized in a range of business practices. The objective of this research is to create data collection and storage standards as well as hardware and software evaluation standards for states to use in testing, evaluating, and applying mobile LiDAR technology. Having national standards will ensure that the states have guidelines to follow for evaluating this technology for specific applications, resulting in more consistent data for use in national research efforts.
KW  - Construction
KW  - Development
KW  - Evaluation and assessment
KW  - Laser radar
KW  - National Cooperative Highway Research Program
KW  - Standards
KW  - State departments of transportation
KW  - Technological innovations
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2972
UR  - https://trid.trb.org/view/1232138
ER  - 

TY  - ABST
AN  - 01463909
TI  - Noteworthy Practices in Crash Reporting and Safety Programs on Indian Tribal Reservations
AB  - Safety is a major concern for roadway practitioners across the United States. In many states, Native American population is disproportionately represented in fatalities and crash statistics. Statistics show that in South Dakota for 2005 only 52 crashes out of 737 crashes were reported to the state. The largest number of crashes reported included fatalities. Because less than 15% of identified crashes were reported to the state in 2005, the tribes in South Dakota did not receive adequate attention from state and federal programs that identify and target transportation safety issues. This lack of attention to tribal transportation safety problems will continue until tribal transportation crashes are adequately reported to the state(s). It is suspected that this issue is not confined to reservations and tribes located in South Dakota but is the norm for tribes in most states. It is therefore imperative to identify tribal crash reporting systems that do report a high percentage of the total crashes on their reservations to their respective state(s). The methods, equipment, and software used and the training provided to those responsible for writing, filing, and reporting the tribal crash reports to the state(s) need to be identified. There exist a number of noteworthy tribal crash reporting programs being used by various tribal governments across the nation. These programs need to be identified to be used as model programs for the rest of the tribes in the nation. None of these programs have been showcased at tribal meetings or through the media. A documentation compiling these programs as case studies with facts, stories, and lessons learned would serve as a valuable tool to assist tribal entities in addressing the tribal crash reporting issues on tribal lands. Native Americans particularly have the highest risk of motor-vehicle related death of all ethnic groups; for this group with ages between 4 and 44, motor-vehicle related injuries are the leading cause of death. During the time period between 1982 and 2002, according to a study conducted by the National Highway Traffic Safety Administration (NHTSA), 65 percent of Native American fatal crashes involved alcohol, as opposed to 47 percent nationwide during this same time period. In addition, it was found that from 1999 to 2004, 50 percent of Native American drivers in fatal crashes were over the legal blood alcohol content (BAC) limit. There exist a number of noteworthy DUI prevention programs being implemented by various tribal governments across the nation. These programs have targeted different tribal age groups, presented under a variety of formats, and implemented in conjunction with different events or independently. Many of these programs have been showcased at tribal meetings, through the media, and casual conversations. A documentation compiling these programs as case studies with facts, stories, and lessons learned would serve as a valuable tool to assist tribal entities in addressing the DUI issues, a major cause of fatalities on tribal lands. This document will also be useful to non-tribal local entities, where applicable, that also have been stricken by the DUI problem. The objective of this research is to develop a document that compiles various effective tribal crash reporting programs and DUI prevention programs that have been implemented successfully on Indian reservations. These programs should be diverse in terms of what they entailed, how they were implemented, who were involved, and where they were implemented geographically and culturally. The project should include the following tasks: (1) Review implemented programs, (2) develop selection criteria, (3) compile a list of programs that meet or exceed the criteria, and (4) coordinate with the programs' authors/champions to obtain permission to use programs as case studies and to obtain further information for report.
KW  - Crash injuries
KW  - Crash reports
KW  - Crashes
KW  - Fatalities
KW  - Indian reservations
KW  - National Cooperative Highway Research Program
KW  - Native Americans
KW  - South Dakota
KW  - Statistics
KW  - Tribal government
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2973
UR  - https://trid.trb.org/view/1232137
ER  - 

TY  - ABST
AN  - 01463908
TI  - Lead States Initiative for Implementing the Highway Safety Manual
AB  - After a substantial development effort, funded largely from NCHRP research, the American Association of State Highway Transportation Officials (AASHTO) expects to publish the Highway Safety Manual (HSM) in the spring of 2010. The HSM will provide new concepts for application by state highway agencies throughout the safety management process and particularly in the estimation of the safety benefits of proposed highway improvement projects. HSM Part B will provide new approaches to each step of the safety management process, including: network screening to identify potential safety improvement project locations, diagnosis of existing crash patterns, selecting of appropriate countermeasures, performing economic analyses, establishing project priorities, and evaluating the effectiveness of completed projects. HSM Part C will provide predictive methods that can be used to estimate the safety benefits of proposed highway improvement projects. Estimating the effect of proposed projects or of several project design alternatives on crash frequencies and severities can now become a routine part of the project development process and will allow safety to be considered on a quantitative basis in project development as other factors such as traffic operations, air quality, noise, and cost are considered. The predictive methods make extensive use of safety performance functions (SPFs) and accident modification factors (AMFs). HSM Part D provides quantitative values for AMFs that represent the expected crash reduction effectiveness for a broad range of countermeasures with the potential to improve safety. These AMFs are intended for use in the procedures of HSM Parts B and C and may also be useful to highway agencies in many other ways. The HSM has the potential to bring about major changes in the accuracy and completeness of safety analyses conducted by highway agencies. However, like any new analysis tool, the HSM will only be effective if it is implemented by highway agencies. Recent experience has shown that one of the best ways to encourage highway agencies to implement new approaches is to show examples of other agencies that are taking a lead role in implementation. A lead states initiative was used successfully as part of NCHRP Project 17-18 in implementation of the AASHTO Strategic Highway Safety Plan, and peer exchanges are becoming an increasingly common approach to disseminating new information that is ready for implementation by highway agencies. This research problem statement recommends the organization of a lead states initiative for implementing the HSM. This initiative will bring together representatives of 10 to 12 states that are taking the lead in implementing the HSM in two peer-exchange meetings. These states will benefit directly from the peer exchange and, to provide information and examples to other highway agencies, a user guide for the HSM will be developed based on the experiences of the lead states. The recommended lead states initiative will help to ensure that highway agencies reap the benefits available from NCHRP's investment in the HSM, most recently in NCHRP Project 17-36, "Production of the First Edition of the Highway Safety Manual." NCHRP Project 17-38, "Highway Safety Manual Implementation and Training Materials," has developed briefing materials and a training course to assist highway agencies in understanding the HSM. This new project will help ensure that highway agencies are implementing the HSM effectively and benefiting from the experiences of other highway agencies.
KW  - Accident modification factors
KW  - American Association of State Highway and Transportation Officials
KW  - Countermeasures
KW  - Crash records
KW  - Crash severity
KW  - Highway improvement projects
KW  - Highway safety
KW  - Highway Safety Manual
KW  - Improvements
KW  - Injury severity
KW  - National Cooperative Highway Research Program
KW  - Safety performance functions
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2974
UR  - https://trid.trb.org/view/1232136
ER  - 

TY  - ABST
AN  - 01463907
TI  - National Strategic Highway Safety Plan Support- Toward Zero Deaths: A National Strategy and Vision
AB  - The American Association of State Highway Transportation Officials (AASHTO), with the help of many highway safety stakeholders, developed and adopted a Strategic Highway Safety Plan (SHSP) in 1997, and updated this plan in 2005. Each state has its own strategic highway safety plan, as do many safety stakeholder organizations. However, there does not exist one plan that unites all of these common efforts. The U.S. Department of Transportation (specifically through the Federal Highway Administration) and AASHTO have initiated an effort to develop a National Strategic Highway Safety Plan. The national SHSP will be data-driven and will incorporate education, enforcement, engineering, and emergency medical services. Unlike this earlier AASHTO plan, this national SHSP will not be "owned" by any one organization. The national SHSP can be utilized as a guide and framework by safety stakeholder organizations to enhance current state and local safety planning and implementation efforts. AASHTO and the other national organizations representing state safety agencies have adopted a goal of reducing highway fatalities by half within 20 years. The Standing Committee on Highway Traffic Safety (SCOHTS) Subcommittee on Safety Management has reorganized to focus on this goal, and on development and implementation of a national SHSP. With the Safety Management Subcommittee and all of its task groups focused on AASHTO's national safety goal, the development of a comprehensive and complete national SHSP is crucial to achieving the national vision toward zero highway deaths. This will involve a wide range of safety stakeholders and significant effort on the part of the volunteers on the subcommittee. The existing funding for this effort will allow for development of an outline for the national SHSP and a work plan for the development, adoption, and implementation of the national SHSP, but will not provide for additional development and support of the national SHSP.
KW  - AASHTO Strategic Highway Safety Plan
KW  - Emergency medical services
KW  - Fatalities
KW  - Highway safety
KW  - Implementation
KW  - National Cooperative Highway Research Program
KW  - Stakeholders
KW  - Strategic planning
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2975
UR  - https://trid.trb.org/view/1232135
ER  - 

TY  - ABST
AN  - 01463906
TI  - Research to Improve the Structure, Process, and Outcomes of the Strategic Highway Safety Plans through Well Designed and Documented Peer Exchanges
AB  - SAFETEA-LU required all states to develop and implement a Strategic Highway Safety Plan (SHSP), and all states and the District of Columbia accomplished this by October of 2007. The American Association of State Highway Transportation Officials (AASHTO) reauthorization proposal suggests that all states should engage in a peer exchange during the reauthorization period to invite advice and guidance on improving and implementing their plans. However, a template or model for developing, implementing, and evaluating an SHSP does not currently exist. The Federal Highway Administration (FHWA) has developed the Implementation Process Model (IPM), but it is only now being pilot tested, and an evaluation design has yet to be developed. Because large investments are supporting SHSP implementation, it is timely to identify an explicit process to guide the peer exchanges to ensure they are consistent, science-based, and effective. Several peer exchanges have been held over the past few years. These events have been large scale, involving all states and focused broadly on SHSP development and implementation strategies. The SHSP peer exchange envisioned in this research would be requested by an individual state; invited peers would constitute a panel that provides consultation and assists the host state in moving forward with SHSP updates, implementation, and evaluation. In this case, the invited "peers" would be identified and recognized for their depth of experience and expertise to ensure the exchange is based on best practice, is fruitful, and is provided onsite to SHSP champions and stakeholders. Guidance documents would include the Federal Highway Administration's IPM, A Champion's Guide to Saving Lives, and other reports and guidelines. Research is necessary to develop templates for quickly and efficiently conducting peer exchanges that are in-depth, high quality, and user friendly. This project will identify likely peer exchange panel candidates, necessary state participants, documents needed for preparation, templates for questioning witnesses and reporting, and other supporting materials. The National Highway Traffic Safety Administration has deep experience in conducting these peer exchanges or assessments. However, the agency also experiences frustration because the reports often sit on the proverbial shelf and lack implementation plans. Thus, the SHSP peer exchanges must build in implementation planning, follow-up monitoring, evaluation of the process itself, and a feedback mechanism for improving the process and products. This research will develop and pilot test a model template for conducting an SHSP peer exchange. The template will include the type of expertise required of participants, criteria for selecting expert panel participants or invited peers, documentation that is necessary to prepare participants for the peer exchange, an outline to use to document the process, implementation recommendations, and follow-up requirements. Many states began implementing their SHSPs in 2007 or earlier and, in some cases, the motivation and effectiveness of their implementation efforts have begun to wane. Peer exchanges provide new and more effective ideas and methods for overcoming barriers. They are designed to identify continuing opportunities for improvement. Providing a methodology for conducting effective, productive peer exchanges is timely and needed. The primary users of the research results are the Federal Highway Administration, the National Highway Safety Administration, the Federal Motor Carrier Safety Administration, the state DOTs, SHSOs, MCSAPs, elected officials, the MPOs and regional planning organizations, and local transportation and land use planners and engineers. The SHSP peer exchange methodology once developed and pilot tested can be used by all state and local transportation safety coalitions to improve their SHSPs and other regional safety planning processes. Improving the effectiveness of SHSP investments and procedures could have a substantial impact on driving down motor vehicle related fatalities and serious injuries.
KW  - AASHTO Strategic Highway Safety Plan
KW  - Documentation
KW  - Guidelines
KW  - Highway design
KW  - Highway safety
KW  - National Cooperative Highway Research Program
KW  - Peer exchange
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Stakeholders
KW  - State departments of transportation
KW  - Traffic safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2976
UR  - https://trid.trb.org/view/1232134
ER  - 

TY  - RPRT
AN  - 01353555
AU  - ICF International
AU  - Federal Highway Administration
TI  - Educating the Public on Climate Change Issues: DOT and MPO Best Practices
PY  - 2010/06/15
SP  - 17p
AB  - This document summarizes outreach activities and public education initiatives used around the country by State Departments of Transportation (DOTs) and Metropolitan Planning Organizations (MPOs) to educate the public on transportation-related climate change issues. Best practices were gathered from a review of online documents, outreach materials, and telephone interviews. The purpose of this document is to highlight outreach approaches that Federal Highway Administration (FHWA) Division staff can use to engage the public and other stakeholders such as elected officials on climate change issues.
KW  - Best practices
KW  - Climate change
KW  - Metropolitan planning organizations
KW  - Outreach
KW  - Public education
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/environment/climate_change/adaptation/resources_and_publications/educating_the_public/educate.pdf
UR  - https://trid.trb.org/view/1118325
ER  - 

TY  - ABST
AN  - 01466166
TI  - Collecting Accurate Motorcycle Travel Data to Reduce Rising Fatalities on the Nation's Highways
AB  - Motorcycle fatalities and the related fatality rates have been significantly increasing over the last 10 years based on total registrations as a proxy for volumes and usage/exposure. This has become a serious safety issue for the National Highway Traffic Safety Administration (NHTSA) and the Federal Highway Administration (FHWA). According to available proxy data, between 1996 and 2005, motorcyclist fatalities increased more than 110 percent and currently account for more than 10 percent of all motor vehicle traffic crash fatalities. The best measure of exposure risk for motor vehicle crashes is fatality rate based on actual vehicle volumes and vehicle-miles traveled (VMT), therefore it is critical that timely, complete, and accurate volume and VMT data are collected and reported in order to determine accurate incident and fatality rates and to monitor trends. VMT data (and particularly motorcycle VMT) have been the focus of discussions at recent Highway Performance Monitoring System (HPMS) reassessment workshops documented in the HPMS Reassessment Safety Issue Paper indicating the importance of research on accurately determining VMTs at the national level. To date, there has not been significant research into the accurate detection of motorcycles. Most current detection systems primarily focus on the collection and classification of trucks and automobiles. These systems frequently misclassify motorcycles or miss them altogether, making the data unacceptable for mandated reporting purposes. Research is needed to identify and analyze detection methodologies that are currently and may potentially be used to obtain accurate motorcycle volume and VMT-related data, with special attention given to accuracy, installation, and operation of available equipment. It should also contain an analysis of the methodologies available to assist transportation professionals in calculating incident and fatality rates when less than comprehensive motorcycle volume and VMT data is available and should potentially focus on the adjustment factors available for use in related calculations. The document should also contain analyses of ongoing detection efforts; both those that have been or continue to be successful and those that have not. The results of the proposed research would be used by transportation agencies at all levels to assist them in determining the policies and decisions necessary to improve the safety of the transportation system for all, thereby saving lives and reducing incident-related delay and improving mobility. </font></p>
KW  - Fatalities
KW  - Highway Performance Monitoring System
KW  - Highway safety
KW  - Motorcycle crashes
KW  - Motorcycling
KW  - National Cooperative Highway Research Program
KW  - Traffic crashes
KW  - Traffic data
KW  - Vehicle miles of travel
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2956
UR  - https://trid.trb.org/view/1234401
ER  - 

TY  - ABST
AN  - 01463931
TI  - Effect of Geosynthetics on Structural Pavement Design
AB  - Properly installed geosynthetics have been proven to generate cost savings and improved performance of aggregate base courses used in highway pavement construction. Other advantages include the ability to extend pavement service life without increasing pavement thickness and without sacrificing performance. While many agencies are currently using geosynthetics, there is a significant lack of understanding of the fundamental properties of these materials; thus, designers are often forced to rely on conservative estimates when considering the contribution of geosynthetics in the performance of the pavement structure. A deeper understanding of the interactions between geosynthetics and aggregate base courses is needed, as well as a more fundamental method for incorporating the properties of geosynthetics into existing pavement design practices. To this end, the effects of geosynthetics should be quantified with respect to (1) the improvement of subgrade and/or base stiffness (i.e., resilient modulus) and (2) the improvement in tensile capacity of unbound materials. Several ongoing studies are currently in progress to establish the material properties of geosynthetic materials. A number of readily available test methods exist for the purpose of characterizing geosynthetics and their interactions with aggregate base materials. Geosynthetic-aggregate interface properties are most often measured using pullout methods or direct shear tests, which focus on the conditions at failure. However, such properties have not been adequately characterized for typical service conditions, resulting in relatively conservative empirical relationships. While a national guide of practice has not yet been established for geosynthetics, a number of AASHTO and ASTM methods exist and are generally used for this purpose, although the current AASHTO guidelines acknowledge that insufficient information is available at this time for a complete characterization. A 2007 FHWA publication includes guidance for the use of geosynthetics in roadways and pavements, and includes recommended minimum standards for the properties of ultimate multi-rib tensile strength and ultraviolet (UV) stability. While junction strength is also acknowledged as an important property, sufficient data was not available to recommend firm specifications. Additionally, minimum tensile modulus values were not included. The objective of this research is to develop a design methodology and guidelines on when, where, and how to use geosynthetic materials within a pavement structure. The guidelines will target design engineers and practitioners in the pavements and materials engineering community, with a focus on the most basic engineering properties of geosynthetics as they relate to structural pavement design. It is anticipated that the design principles contained in the guidelines could be readily incorporated into the Mechanistic-Empirical Pavement Design Guide (MEPDG). The initial task of this research effort will include a thorough review of available literature regarding geosynthetics, their laboratory-measured properties, and documented field performance. Because many "best practices" for the use of geosynthetics have been documented in previous research, the lessons learned from these efforts should be considered prior to developing the detailed laboratory work plan for characterizing geosynthetics. Additionally, a number of studies have demonstrated the field performance of geosynthetics; these findings should be incorporated into the scope of the work as appropriate, with additional field trials performed to validate the initial conclusions developed. A large portion of the work will revolve around the development of specific techniques for considering the effects of geosynthetics on the pavement performance prediction models contained in the MEPDG. The results of this research will provide a solid engineering basis for estimating the structural effects (benefits) of geosynthetics when properly placed within a pavement structure, effectively replacing the "rule of thumb" design procedures currently used. By more accurately characterizing the effects of geosynthetics, pavement structures may be constructed more efficiently while also providing a greater degree of design reliability. </font>
KW  - Base course (Pavements)
KW  - Geosynthetics
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - National Cooperative Highway Research Program
KW  - Pavement design
KW  - Pavement performance
KW  - Service life
KW  - Structural analysis
KW  - Thickness
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2949
UR  - https://trid.trb.org/view/1232159
ER  - 

TY  - ABST
AN  - 01463929
TI  - Support for the AASHTO IntellDrive Strategic Plan
AB  - The U.S. Department of Transportation's (DOT's) IntelliDrive program is focused on advancing connectivity among vehicles and roadway infrastructure in order to significantly improve the safety and mobility of the U.S. transportation system. The program is working toward a future vision where vehicles and infrastructure are connected to enable crashless vehicles, and where access to real-time data on the status of both vehicles and the roadway transforms transportation system management and operations to dramatically improve performance. IntelliDrive is being developed through coordinated research, testing, demonstration, and deployment. The federal research investment is targeted to areas that are unlikely to be accomplished through private investment because they are too risky or complex. Other stakeholders, including the states, the automotive industry and its suppliers, and consumer electronics companies, also are researching and testing IntelliDrive technologies and applications so that the transportation community can realize the full potential and vision of IntelliDrive. The IntelliDrive program is a major initiative of the Intelligent Transportation Systems (ITS) Joint Programs Office (JPO) at DOT's Research and Innovative Technology Administration (RITA). The ITS JPO's goal is to advance the program to a deployment readiness state by 2014. In order for state transportation departments to fully benefit from this effort, AASHTO has formed an IntelliDrive technical working group that developed a strategic plan and action plan for the development and deployment of IntelliDrive. A pooled fund project has been established to begin work on the plan. The objective of this project is to support the AASHTO IntelliDrive Technical Working Group in developing and deploying the IntelliDrive system and augment the funds in the IntelliDrive pooled fund project. </font></p>
KW  - Connectivity
KW  - Highway operations
KW  - Highway traffic control
KW  - IntelliDrive (Program)
KW  - Intelligent transportation systems
KW  - Mobility
KW  - National Cooperative Highway Research Program
KW  - Real time information
KW  - State departments of transportation
KW  - Strategic planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2951
UR  - https://trid.trb.org/view/1232157
ER  - 

TY  - ABST
AN  - 01463928
TI  - Auxiliary Turn Lane Design Guidance and Policy Upgrades
AB  - There are approximately 6 million traffic crashes annually (2006). Fifty-three percent of these occur at intersections (3.1 million crashes). Auxiliary turn lanes have been clearly identified as a significant countermeasure to address these crashes. The draft Highway Safety Manual (HSM) suggests that 64.6 percent of rural intersection crashes are susceptible to remedy by auxiliary lane. i.e. those crashes that involve another vehicle in a maneuver other than a rear-end crash. Additionally, the HSM suggests that 66 percent of urban multilane stop control and 55 percent of fatal and injury intersection crashes are susceptible to remedy by auxiliary lane. Auxiliary turn lanes at intersections generally have a traditional or offset design. The design components of a traditional turn lane consist of the length needed to store an appropriate number of waiting vehicles, a vehicle deceleration area, and the taper needed to develop the full lane width. Offset turn lanes have similar components but they are developed in a manner different from traditional designs. The guidance and practice used throughout United States for traditional and offset turn lane designs and application also vary by intersection location (e.g., rural or urban), traffic control (e.g., stop-control or signal-control), and/or turn lane type (e.g., right- or left-turn). The AASHTO<em> Policy on Geometric</em> <em>Design of Highways and Streets</em> (<em>Green Book)</em> contains criteria for geometric design of auxiliary turn lanes. While acceptable for current practice, the basis for the design and policy elements of these features is recognized as needing more support. There is, therefore, a general need to confirm, update, and/or expand upon the operational and safety assumptions and basis for the design of traditional turn lanes that are in the AASHTO <em>Green Book</em>. The soon-to-be-published HSM includes the overall safety basis for left and right turning lanes at intersections but does not identify crucial aspects of positive offset, angled vs. parallel auxiliary lane design, etc. In addition, it may also be appropriate to propose or update guidance for when and where left- or right-turn lanes are justified from both an operational as well as a safety basis. Finally, similar guidance or policies and detail are needed for offset right- and left-turn lane design. There is a high level of variability in the application of offset turn lanes in the United States. An investigation and proposal of acceleration and deceleration speed change lane design guidance may also be appropriate. It is expected that the results of this research will be used directly in an update to the AASHTO <em>Green Book</em> and therefore be made directly available to practitioners across the country. The objective of the research is to confirm, strengthen, and/or update the current design guidance for turn lanes at both unsignalized and signalized intersections in urban and rural areas.
KW  - Auxiliary lanes
KW  - Geometric design
KW  - Guidelines
KW  - Highway design
KW  - Highway safety
KW  - Highway Safety Manual
KW  - Intersections
KW  - Multilane highways
KW  - National Cooperative Highway Research Program
KW  - Traffic control
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2952
UR  - https://trid.trb.org/view/1232156
ER  - 

TY  - ABST
AN  - 01463927
TI  - Update of the Traffic Signal Timing Manual
AB  - Based on the acknowledged need for consistent national guidance on developing and maintaining effective signal timing, the 2008 <em>Traffic</em> <em>Signal Timing Manual</em> (<em>STM</em>) provided a basic synthesis of signal timing practices in the U.S. The manual covers fundamental signal timing as related to intersection design, vehicle detection, and coordination of signalized intersections. The <em>STM</em> is an important first step, but there are many advanced concepts that need to be addressed in greater detail that are not well documented. These require some research and evaluation to provide substantive direction that will take practice to the next level. The current manual acknowledges some of these in its last chapter, 'Advanced Signal Timing Concepts", discussing traffic signal priority, traffic responsive control, and weather considerations, among others. Improvements due to signal timing are not always quantified because the applications are not always fully documented by before-and-after studies. This is true for topics such as traffic signal priority, emergency vehicle preemption, and special controller functions such as conditional service and simultaneous gap out logic. Despite better detection equipment, microscopic traffic simulation, and signal control logic, associated benefits have not been adequately captured in the literature. The proposed research would incorporate advanced applications and their quantified performance into the <em>STM</em>, moving the industry from current application to state-of-the-art practice. The objective of the research is to develop a guide for advanced signal timing concepts that will expand the scope and depth of the <em>STM</em>. Research and evaluation will be conducted to address the following topics relating to operating traffic signals: detector design, pedestrian treatment, improved coordinated operation, oversaturated conditions, overlaps, and diamond interchanges, plus advanced applications including traffic signal priority, weather impacts, adaptive signal control, and performance monitoring and management. Material developed will be applicable to automobile, truck, bus, bicycle, and pedestrian operations in a signalized arterial environment. The revised guide should consider the pedestrian walking speed requirements of the new Manual on Uniform Traffic Control Devices and present new strategies for accommodating pedestrians at traffic signals. The revised guide should be suitable for publication as an AASHTO guide. Several key issues that need to be considered by the research are: (1) Assessment of non-motorized user needs (pedestrians and bicyclists); (2) Detection designs that maximize versatility in operation, monitoring, and maintenance of the signalized intersections; (3) Effective use of overlaps to facilitate the movement of compatible approaches and movements; (4) Timing diamond interchanges and alternative intersection designs to improve efficiency and safety; (5) Monitoring the performance of signalized intersections; (6) Discussion of new pedestrian/vehicle detection and tracking technologies and their impact on signal timing plans; (7) Use of the controller as a data collection device; (8) Emission-focused policy for signal operations; (9) Surrogates of safety in designing timing plans; (10) Discussion of advanced timing topics: transit focused timing plans, traffic responsive control, adaptive control, and dealing with weather impacts; (11) Railway-highway traffic signal interconnection and design of preemption (physical layout, time/phase plans to assure clear crossing at train arrival); (12) Signal preemption for emergency vehicles (time/phase plans avoiding yellow traps in preemption transition).
KW  - Arterial highways
KW  - Highway traffic control
KW  - Intersections
KW  - Manual on Uniform Traffic Control Devices. Millennium Edition
KW  - National Cooperative Highway Research Program
KW  - Signalized intersections
KW  - Traffic control devices
KW  - Traffic signal preemption
KW  - Traffic signal timing
KW  - Traffic signals
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2953
UR  - https://trid.trb.org/view/1232155
ER  - 

TY  - ABST
AN  - 01463926
TI  - Guidelines for Guide Sign Visibility
AB  - A frequent dilemma facing highway agencies is deciding how to most effectively provide visible overhead guide signs. There are no guidelines that agencies can reference to help decide how to provide sufficient visibility of overhead guide signs. For instance, it seems that there is a general belief that it is adequate to turn off guide sign lighting in rural areas with flat terrain if highly retroreflective sheeting materials are used. However, there is little consensus in other areas such as suburban and urban areas where the visual background and roadway geometries are more complex. The only official national guidance in the Manual on Uniform Traffic Control Devices (MUTCD), which states <span>"All overhead sign installations should be illuminated unless an engineering study shows that retroreflection will perform effectively without illumination. There are many factors that must be considered such as: (1) capital and maintenance costs of fixed sign lighting; (2) lighting technologies, lighting levels, lighting characteristics (e.g., SPDs); (3) retroreflective sign sheeting materials and colors; (4) visual complexity of the surrounding roadside environment; (5) presence and amount of roadway lighting; (6) traffic volumes; (7) sign position with respect to the approaching traffic; (8) roadway geometry; (9) minimizing unused uplighting; and (10) sign detection and sign legibility. Other influences that need to be considered include vehicle headlamp aim as newer headlamps provide less illumination to overhead guide signs, an increasingly older driver population, mixed vehicle types, sign spacing less than desirable (800') due to closely spaced interchanges, weather such as snow, dew, and fog, etc. Currently, agencies rely on unsubstantiated information or conduct non-scientific nighttime demonstrations with agency personnel. Because of the lack of guidelines, many agencies repeat these efforts in order to make decisions. There is typically little documentation provided and little control over the efforts. Research is needed to develop a set of guidelines that can be used by agencies trying to determine the most effective way to provide visible overhead guide signs (and overhead street name signs). The guidelines should be a comprehensive stand-alone document that agencies can use to assess the visibility of guide signs (and overhead street name signs) with currently available options and future technologies. The guidelines should be independent of material properties and related to luminance or some other measure of visual performance. To the extent possible, the guidelines should be supported with relevant crash data and life cycle costs. To accomplish this objective, the following tasks are recommended: (1) conduct a literature review to document any state or other national guidelines and research regarding guidelines, legislation, policies, and practices regarding efforts to establish guidelines for visible overhead guide signs (including overhead street name signs); (2) assess the available measures of visual performance; (3) draft a summary report of the results of the literature reviews, providing an objective overview of the status of overhead guide sign visibility concerns and considerations, to include a recommended research plan for the second phase of the research that outlines the preliminary guidelines and identified research needs to complete the guidelines; (4) conduct the approved research plan to support the completion of the guidelines, including field testing with full scale signs with and without lighting, sign visibility, sheeting type and the interaction of sheeting type and lighting; (5) develop a metric for assessment of the sign performance; (6) develop recommended guidelines for visible overhead guide signs; and (7) develop a final report with revised guidelines and suggested updates to AASHTO's lighting policies.
KW  - Guide signs
KW  - Guidelines
KW  - Lighting
KW  - National Cooperative Highway Research Program
KW  - Overhead traffic signs
KW  - Policy making
KW  - Retroreflectivity
KW  - Visibility
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2954
UR  - https://trid.trb.org/view/1232154
ER  - 

TY  - ABST
AN  - 01463925
TI  - Methods to Improve Physical Conditions for Pedestrians and Bicyclists Along Existing Roads
AB  - Conditions for pedestrians along existing roads have wide-ranging impacts on whether public transportation services are used, whether students walk to school, whether people walk to local services; and, perhaps most importantly, whether people walk for general health. In addition, walking is frequently not a choice, i.e. a person does not have any option that does not include being a pedestrian along (or on) a roadway. With the almost exclusive reliance on the automobile for decades, pedestrian accommodations were not given a high priority. During this time period, sidewalks were not included on many arterial, collector, or even local roads. These and other factors resulted in lack of pedestrian accommodations on a large portion of the road network in the United States. In addition, sidewalk segments along roadways are often not connected; i.e., the sidewalk network is fragmented. The absence of sidewalks along existing roads is the most obvious missing accommodation. Further examples are missing accommodations for safe crossings, for those waiting for transit services, for students walking to school, etc. When needs are addressed with limited resources, the basic steps to fulfilling these needs include identifying the problem, quantifying the problem, identifying cost-effective solutions, prioritizing needs, securing funding, and ensuring implementation. These steps are well established for highway improvements on the federal, state, and local levels, where well-developed methodologies, processes, and dedicated funding sources exist to address problems with the highway network to serve vehicular traffic. Such processes and funding are rarely in place for improving conditions for pedestrians. In addition, walking and biking needs are often considered together and frequently the same group or professional deals with both modes within an organization. Therefore, there is a need to establish formal processes for planning and programming pedestrian improvements along existing roadways. The objective of this research is to identify and analyze institutional barriers to improving physical conditions for pedestrians along roadways. In the first phase of the research, the most critical institutional arrangements relating to improving pedestrian accommodations will be identified and described. Key topics include: (1) ownership of pedestrian issues at the federal, state, and local levels, (2) methods to identify problems with pedestrian accommodations, (3) methods to prioritize needs, and (4) frameworks for funding and implementation. The second phase of the research will evaluate how effective current practices are in addressing conditions for pedestrians. In this phase, the magnitude of the problems will be quantified. In addition, best practices will be identified and documented. Finally, recommendations for improving institutional environments to support improved accommodations for pedestrians will be developed.<p> </p>
KW  - Bicycle travel
KW  - Improvements
KW  - National Cooperative Highway Research Program
KW  - Pedestrian movement
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - Sidewalks
KW  - Walking
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2955
UR  - https://trid.trb.org/view/1232153
ER  - 

TY  - ABST
AN  - 01463924
TI  - Real-Time Information: Quantifying Traveler Benefits and Effects on Transportation Demand
AB  - One approach to mitigating traffic and the resulting strains on the transportation system is to shift focus from supply to demand. When provided with good information and sufficient motivation, users of a transportation system can make decisions that will result in reduced demand on the system, decreased gridlock, increased transit ridership, and reduced need for additional lanes. A range of information systems provide travelers with the real-time data to influence travel demand. Information on traffic and weather conditions is accessible pre-trip via phone, Internet and other sources. Data provided to travelers while en route via 511, roadside message signs, and onboard information systems can have an even more immediate impact on travel behavior. Consensus among transportation agencies is that these and other real-time traveler information systems can be an effective tool to reduce transportation demand and provide direct benefits to transportation users. Still lacking, though, are the quantified benefits of such systems. Several research questions remain to be addressed. The proposed research will evaluate the value of traveler information services and address if the value can be quantified. The research will also evaluate the benefit of collecting, processing, and sharing real-time data given limited transportation agency budgets. The results of this research are expected to be immediately implementable, providing transportation agencies with the critical information needed to perform benefit-to-cost analysis, to analyze expected impacts on demand, and ultimately to justify investment in new or continued deployment of real-time traveler data systems. Transportation agencies will have assurance that they are targeting their limited funds toward technologies that are most likely to improve the nation's highway system and deliver maximum benefit to travelers. </font></p>
KW  - Highway safety
KW  - National Cooperative Highway Research Program
KW  - Real time information
KW  - Traffic congestion
KW  - Traffic lanes
KW  - Travel demand
KW  - Traveler information and communication systems
KW  - Variable message signs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2957
UR  - https://trid.trb.org/view/1232152
ER  - 

TY  - ABST
AN  - 01463923
TI  - Analytical Travel Forecasting Approaches for Project Level Planning and Design
AB  - As transportation professionals seek to address future transportation needs, they are often faced with complex issues that necessitate a rich understanding of those factors likely to impact travel choices--often with limited insights available from observed data. Analytical tools must then be developed and applied at a suitable level of spatial and temporal detail to help inform investment decisions. Areas that lack demand-based models are faced with a different set of challenges, where observed counts are often used as the primary basis for generating facility-specific forecasts in the future. The emergence of post-processing techniques during the 1970s and 1980s adequately supported planning and project development needs for mobility-enhancing projects, where the most pressing analytical questions centered on facility usage levels. But with the saturation levels of congestion on existing roadway systems, the focus especially in urban areas seem to be more on managing travel demand and operational efficiency. The temporal aspect of the extent of congestion is difficult to capture with existing techniques. For heavily congested urban study areas and corridors, it is important to capture the effects of peak spreading at a project level. There also seems to be a need to develop post-processing tools to evaluate residual demand and peak spreading. Study of unconstrained demand and effect of capacity constraints on travel demand is another added layer of information that needs to be analyzed to develop purpose and need justifications for transportation projects as well as land use density changes. More recently, increasingly restrictive funding environments for transportation projects coupled with an emerging interest in the contribution of transportation to climate change have resulted in a heightened consideration of transportation alternatives that better manage travel demand and contribute to operational efficiency. Corresponding improvements in transportation methods are needed that are capable of providing plausible, defensible forecasts to support planning and project development for transportation projects while providing a sound analytical basis for describing transportation impacts that may not be adequately addressed with current post-processing methods. The specific objectives of the project are: (a) conduct a national review of project traffic forecasting guidelines established at the federal, state, and local level and identify the strengths, limitations, and examples of their application, and update current methodology guidelines, such as NCHRP 255, based on findings; (b) expand the project traffic forecasting methodology guidelines to incorporate appropriate new data sources and system level methods such as geographic information system (GIS), Origin-Destination (OD) matrix estimation, dynamic traffic assignment, and network simulation, etc. for the purposes of addressing common project development purposes, needs, and impacts with particular attention to land development and congestion; and (c) develop guidelines to factor peak-spreading, diurnal distribution of travel, and capacity constraints for project level planning.<p> </p>
KW  - Dynamic traffic assignment
KW  - Geographic information systems
KW  - Mode choice
KW  - National Cooperative Highway Research Program
KW  - Origin and destination
KW  - Planning and design
KW  - Project management
KW  - Traffic forecasting
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2958
UR  - https://trid.trb.org/view/1232151
ER  - 

TY  - ABST
AN  - 01463922
TI  - The Comprehensive Economic Effects of Highway-Rail At-Grade Crossing Crashes
AB  - Most analysis of the need to invest federal-aid safety funds into safety improvements at highway-rail at-grade crossings has focused on preventing fatalities, injuries, and property damage at specific priority locations. Little information has been developed about the quantifiable overall financial and social impacts of a crash involving a train and one or more motor vehicles at an at-grade crossing. Lacking such information, highway and rail system decision-makers cannot effectively consider the economic benefits of public investments to improve or eliminate at-grade crossings. While the number of at-grade crossings crashes and fatalities is a small fraction of the number of crashes and fatalities on the roadway system overall, the literature shows that a fatality is at least 20 (often more than 40) times more likely than in other crashes, and costs directly associated with the motor vehicle occupants are substantial. Other costs also accrue, such as damage to rail equipment and infrastructure and injuries to rail employees and passengers; damage to goods, especially intermodal and containerized shipments; investigative costs borne by public agencies and railroad operators; delays to transport on both affected railroads and roadways resulting from temporary, accident-caused closures, including damaged right-of-way; and clean-up of hazardous materials spills. The magnitudes of these additional costs are not well known. The 20<sup>th</sup> century highway system was laid mostly at grade on top of a 19<sup>th</sup> century rail system which has been adapted to the 21<sup>st</sup> century, leaving thousands of modal intersections that would be unjustifiable and inconceivable were the systems built in the 21<sup>st</sup> century. Recent reductions in rail track mileage, increases in rail traffic volumes, and changes in the operating strategies of freight railroads have resulted in more and longer trains concentrated on fewer route miles, slowed rail freight movement, obstacles to highway movement, increased safety risks, and bifurcation of communities, all exacerbating urban traffic circulation problems and leading to increased motorist non-compliance with warning devices and harmful outcomes. Because the entire transport system is now highly interdependent, maintaining its fluidity is a local, regional, state, and national goal. In addition to direct costs, there can be substantial indirect costs resulting from necessitated, unplanned changes in transport systems and rerouting of goods. Shipments can be transferred via trucks to highways or passengers to private automobiles and buses as an alternative when the transport system has been compromised. The National Highway Safety Administration and Federal Railroad Administration regularly provide reports which contain estimated (perhaps underestimated) costs resulting from crashes. Additional economic literature examines the potential savings from intermodal rail shipments and just-in-time deliveries. However, the lack of comprehensive understanding of the costs arising from vehicle-train collision impedes estimation of cost-effectiveness of grade-crossing changes such as elimination of a crossing, installation of active warning systems, and grade separation. Research is needed to provide a broader examination of costs associated with continued grade-crossing crashes and develop a cost model that takes into account direct costs from multiple perspectives that accrue as the result of a vehicle-train collision. The objective of this research will be to conduct such an examination and develop a usable model for evaluating the benefits of crossing changes intended to reduce crash costs. These costs must include those stemming directly from delays to rail and highway shipments along with societal costs resulting from these delays. Additionally, attention needs to be given to the role of hazardous materials incidents along with increased pollution resulting from delays and rerouting. The cost model will be helpful in making decisions regarding upgrading or eliminating at-grade crossings. The research to accomplish this objective might include the following tasks: (1) review of pertinent literature on costs of crashes and economic effects of interruptions in shipments of goods; (2) identification of the components of a crash that produce costs including (a) direct costs of damages and injuries to vehicles, trains, and goods carried, (b) costs of investigations to rail carriers and the public sector, (c) indirect costs resulting from injuries, and (d) time and costs resulting from delays; (3) development of a model that recognizes these costs and provides a simplified method of incorporating them into cost-benefit analyses of highway-rail grade crossing upgrades; (4) determination of how the model can be used specifically to enhance the Federal Highway Administration crossing-improvement resource allocations; (5) application of the model to a set of specific but typical incidents to show how the model can be used by decision makers; and (6) preparation of a summary report documenting the research findings.<p> </p>
KW  - At grade intersections
KW  - Crash injuries
KW  - Economics
KW  - Fatalities
KW  - Freight traffic
KW  - Indirect costs
KW  - National Cooperative Highway Research Program
KW  - Railroad grade crossings
KW  - Railroad transportation
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2959
UR  - https://trid.trb.org/view/1232150
ER  - 

TY  - ABST
AN  - 01463921
TI  - Long Distance and Rural Travel Transferable Parameters for Statewide Travel Forecasting Models
AB  - In the last 15 to 20 years, many state departments of transportation have undertaken the development of statewide transportation planning demand models. To date, over 30 states have developed or are developing such models. These models are often used to help formulate policies, to prioritize projects, and to identify the potential revenue streams from toll road, intercity rail, and other major transportation investments. Some of these models can provide input to urban models due to their ability to capture market segments not well represented in urban area forecasting tools. Because these models play such a significant role in the planning process, careful and thoughtful evaluation of how well statewide models reproduce existing travel markets as well as their sensitivity to major market segments and behavioral responses is an increasingly important consideration for state and federal DOTs. Most of these statewide models are built upon practices originally developed for urbanized area forecasting. In the context of statewide forecasting, rural trip making and long-distance intercity travel constitute important market segments; much more so than in urban models. Information describing these markets, and how they vary from state to state, are sparse, and many states do not have the resources to initiate original data collection to develop a set of model parameters. Yet these same states have a pressing need to have confidence in reasonable data for rural and long-distance travel. Furthermore, for the states where local data collection has occurred, they have little basis to assess how reasonable their findings are compared with findings from other states. A research project is necessary to develop and document transferable parameters for long-distance and rural trip making for statewide models. It is envisioned that this document would act as a supplement to the NCHRP "quick response" guidance on model parameters and highlight reasonable sets of parameter ranges for rural and long-distance trip making. It will be widely used by state departments of transportation and consultants developing statewide travel forecasting models. This research project shall complete the following tasks. (1) Identify several roadside origin-destination surveys conducted by state DOTs, obtain survey data and/or study reports, and analyze long-distance trip patterns. (2) Explore 2008 NHTS data once available to see how differences in rural and long-distance trip making occur in various states and identify any explanatory variables that could be used to adjust average values and reflect conditions in a particular state. (3) Obtain access to all ATS data sets and identify trip purposes, average trip lengths, vehicle occupancies, and other statistics typified by long-distance travelers. (4) Explore existing statewide model data sources and likely ranges of rural/intercity travel market parameter values. (5) Identify and summarize non-traditional data sources for rural/intercity travel markets. (6) Document findings.
KW  - Long distance travel
KW  - National Cooperative Highway Research Program
KW  - Origin and destination
KW  - Rural areas
KW  - State departments of transportation
KW  - Traffic forecasting
KW  - Travel demand
KW  - Travel surveys
KW  - Trip purpose
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2960
UR  - https://trid.trb.org/view/1232149
ER  - 

TY  - ABST
AN  - 01463920
TI  - Capacity Modeling Guidebook for Shared-Use Passenger and Freight Rail Operations
AB  - In February 2009, at the urging of President Barack Obama, Congress passed the American Recovery and Reinvestment Act (ARRA), which provides $8 billion in all-federal funding to states, groups of states, compacts, and public agencies for intercity and high-speed rail development. High-speed rail development has become a signature element of Obama's transportation vision. In April, President Obama released the U.S. Department of Transportation's (USDOT) high-speed rail strategic plan, "Vision for High-Speed Rail in America", which outlines the administration's strategy for ARRA passenger rail funding. This document defines four categories of high speed rail service, and shared-use, passenger, and freight corridor operations predominate in three of the four categories. The ARRA high-speed rail funding flows through the program structure established in the Passenger Rail Investment and Improvement Act (PRIIA) enacted in October 2008. The PRIIA legislation reauthorizes Amtrak and puts states in a key implementation role for the first time by providing significant grant funding with an authorized level of $3.4 billion in state grant funds over 5 years. States have responded to the new ARRA high-speed rail program by submitting over $57 billion in applications for the $8 billion in funding currently available. The great majority of these funding proposals involve the introduction and expansion of passenger rail service on shared-use corridors. The PRIIA legislation and ARRA high-speed rail funding guidelines call for states and underlying freight railroads on shared-use corridors to reach "arms length" agreements regarding access, the proper level of infrastructure improvements, and other issues before federal project funding is provided. The aim is to attempt to ensure that adequate infrastructure for passenger trains is in place at or near the time when passenger service begins in order to maximize track capacity to accommodate the passenger trains and to provide consistent on-time performance. Capacity models are often used by freight railroads and passenger operators to identify capacity issues in a given shared-use corridor and to determine the level of track, signal, and structure improvements that are required to add additional passenger service in a manner that does not degrade freight operations. These models have the potential to simplify time-consuming negotiations between states operating intercity passenger rail systems, commuter agencies, and freight railroads. Capacity models are designed to mimic passenger and freight and passenger movements in a given corridor. They are complex in their application, require large amounts of data, require great cooperation on behalf of the host freight railroad, and demand a great deal of experience and understanding to properly interpret outputs derived from them. While there has been experience on the freight rail industry side, states in most cases have not had the time to develop the expertise to fully understand the proper application of these models, even with the assistance of consultants. The methodolgy and ground rules for using these models can vary greatly depending on the consultant, the railroad, and the specifics of the corridor and proposed project. At this point in time, there is not a good understanding of the methodology for calibrating and applying these models to equitably address capacity and related infrastructure issues in a manner that protects the public interest while at the same time providing private freight railroads a reasonable incentive for entering into an agreement with a state or commuter agency as required by law. The objective of this research is to develop a detailed guidebook on capacity modeling techniques for state transportation agency staff and other public entities. This research will require a multi-disciplinary team with extensive and hands-on experience in capacity modeling applications for shared-use passenger and freight corridors. The team should have backgrounds in freight and passenger operations, engineering, and finance, as well as capacity modeling techniques. The study will need to have the active involvement of the major stakeholders, including the states, freight railroads, Amtrak, and commuter operators. To support and illustrate capacity modeling applications in the guidebook, case studies will be desirable to demonstrate their application. The case studies should be designed to cover the spectrum of geographic areas, freight densities, passenger service operating speeds, infrastructure improvement programs, and ownership-configurations. This work is continuing effort and outgrowth of work begun under <em>NCHRP Report 657: Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors</em>. This report addresses the need for capacity modeling but it does not go into detail on capacity modeling methodologies. In developing the capacity modeling guidebook, there are a number of issues that should be addressed: (1) How should the capacity modeling effort be structured to provide the most information to states on the proper level of infrastructure to be provided on shared-use corridors?(2) What is the public policy and economic rationale and basis for application of capacity models in shared-use corridors? (3) How can the model be best used to determine what amount of infrastructure will be required for a proposed passenger service? This includes: track and tie improvements, new shared-use or dedicated track in freight-owned rights-of-way, passing sidings, crossovers, signals, highway grade crossing improvements and warning devices, culverts, bridges, and drainage improvements. (4) What types of infrastructure improvements generate the greatest capacity improvement per dollar spent? (5) Should these improvements be designed for current capacity needs, future capacity needs, or both? How should costs be allocated if future capacity benefits both freight and passenger rail operations? (6) How can the federal statutory requirements for Amtrak-operated services regarding new services, adding frequencies, and increasing speeds be incorporated and properly modeled? (7) What level of freight growth should be incorporated? How can this best be done? (8) If an incremental improvement for passenger rail service, such as a new parallel track, provides significant capacity benefits for freight rail, should freight rail cost sharing be expected or otherwise accounted for? (9) How can the modeling process be used to best allocate infrastructure costs between the passenger and freight operations? (10) How will operational benefits to the freight railroad be accounted for? How should freight railroad operating rules that affect capacity, especially if there is no easily discernible benefit to passenger rail from those rules, affect cost allocation? (11) What benefits should flow to freight railroads as an incentive to participate in public-private partnerships to provide passenger or commuter rail service? (12) What are the data requirements for such models and how can data best be obtained from the freight railroad or other sources? (13) How should the freight railroad be involved in the modeling process? Is it possible to arrive at a "best practice" in terms of designing a process for modeling? (14) What should be the expectation regarding the cost of such a modeling exercise? How can the modeling effort be structured to minimize these costs? (15) How should the base case be structured? What is the proper test(s) to determine whether the base case has been fully calibrated? (16) What are the limitations of capacity models? Are there capacity models in use now that have been found not to work and that should no longer be used? (17) How can considerations not included in a formal model-based analysis be properly addressed? Is it conceivable to someday arrive at a consistent analysis that would be uniform for all freight railroads hosting
KW  - American Recovery and Reinvestment Act of 2009
KW  - Capacity models
KW  - Freight traffic
KW  - Freight transportation
KW  - Guidelines
KW  - High speed rail
KW  - National Cooperative Highway Research Program
KW  - Passenger transportation
KW  - Railroad tracks
KW  - Railroad transportation
KW  - Shared tracks
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2961
UR  - https://trid.trb.org/view/1232148
ER  - 

TY  - ABST
AN  - 01461309
TI  - Strategies for Livable Communities
AB  - The objective of this task order is to hold workshops and develop tools for use by practioners and the general public such as brochures, training materials, a research paper and any other materials to support and develop strategies to incorporate and promote the Department of Transportation (DOT) Livable Communities Initiative and the Housing &amp; Urban Development (HUD)/DOT/Environmental Protection Agency (EPA) Interagency Partnership for Sustainable Communities.
KW  - Livable communities
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Strategic planning
KW  - Sustainable development
KW  - Training programs
KW  - Workshops
UR  - https://trid.trb.org/view/1229528
ER  - 

TY  - ABST
AN  - 01463975
TI  - Scan to Identify Scientific or Technological Advances Having Implications for State DOTs 30 to 50 Years in the Future
AB  - In 2008, the National Cooperative Highway Research Program (NCHRP) initiated Project 20-83, "Long-Term Strategic Issues Facing the Transportation Industry," and subsequently selected seven projects that are examining the affects of relevant domestic and global megatrends on state departments of transportation (DOTs) in the future. Collectively, this research will look forward 3 to 5 decades and develop plausible scenarios that describe the factors that may drive or influence state transportation agencies' delivery of transportation services. The research will identify opportunities for agencies to be proactive in how they monitor and respond to pending social, economic, environmental, and technological factors affecting these scenarios. Research conducted in this series of projects considers the following two goals: (1) anticipating the future issues that may be approaching so that transportation agencies are better prepared to respond to new and emerging challenges and (2) exploring visions of what the future should look like, so that transportation agencies can help shape the future through their decisionmaking. The seven active projects include: (01) Potential Changes in Goods Movement and Freight in Changing Economic Systems and Demand; (02) Framework for Advance Adoption of New Technologies to Improve System Performance; (03) Approaches to Enhance Preservation, Maintenance, and Renewal of Highway Infrastructure; (04) Effects of Changing Transportation Energy Supplies and Alternative Fuel Sources on Transportation; (05) Potential Impacts of Climate Change on Transportation Infrastructure and Operations, and Adaptation Approaches; (06) Effects of Socio-Demographics on Travel Demand; and (07) Sustainable Transportation Systems and Sustainability as an Organizing Principle for Transportation Agencies. These projects represent a significant effort to understand a number of issues and opportunities that DOTs may face, but they may not capture all important possibilities. NCHRP is considering whether to initiate additional projects in this series and is interested in conducting outreach in scientific and technological arenas that are not being addressed directly by the ongoing research. The objective of this research is to conduct a scan to identify scientific or technological advances occurring in non-transportation fields that may have implications for state DOTs 30 to 50 years in the future. The scan should also identify the factor(s) that might influence the pace and degree of relevant scientific and technological innovation and change, and the nature and strength of their impact on state DOTs. The research agency will present the results of this scan at a 1½-day interactive seminar on December 8-9, 2010, for American Association of State Highway and Transportation Officials' Standing Committee on Research members, NCHRP Project 20-83 principal investigators, and invited others. The seminar will provide a forum to discuss whether there is a need to create new NCHRP 20-83 projects, and it will facilitate coordination between the active NCHRP 20-83 projects. Working with the project advisory panel and NCHRP staff, the research agency will also assist in designing the seminar and will facilitate the seminar.
KW  - Economic and social factors
KW  - Environmental impacts
KW  - Freight traffic
KW  - Freight transportation
KW  - Maintenance
KW  - Strategic planning
KW  - Technological innovations
KW  - Transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2934
UR  - https://trid.trb.org/view/1232203
ER  - 

TY  - RPRT
AN  - 01173906
AU  - Bennion, Michael Dean
AU  - University of Washington, Seattle
AU  - Federal Highway Administration
TI  - A Comparison of Operational Performance: Washington State Ferries to Ferry Operators Worldwide
PY  - 2010/06/10
SP  - 72p
AB  - This project compares eight measures of performance related to transit service quality (e.g. trip reliability, on-time departures) and cost-efficiency (e.g. farebox recovery, subsidy per passenger) between Washington State Ferries (WSF) and 23 ferry operators worldwide. The project will discuss how setting targets and/or benchmarks for performance can progress government accountability for public services provided. The purpose was to use operational characteristics such as asset and traffic data to demonstrate where WSF ranks amongst peers in the ferry industry and to provide a reproducible basis for future comparisons. Contact information and data was inputted into spreadsheets using e-mail questionnaires, phone interviews and extensive data mining. A profile will detail WSF and include a background of ferry transportation on the Puget Sound and the policy environment surrounding its current operations. Several peers in the industry, including British Columbia Ferries and the Alaska Marine Highway System, will be identified further with their respective policy and operational strategies discussed and 2009 performance analyzed. The project will find top ten annual rankings that include vessels and terminals operated and passengers and vehicles transported, and will analyze the results of the performance measures chosen.
KW  - Benchmarks
KW  - Ferries
KW  - Operations
KW  - Performance
KW  - Public transit
KW  - Washington State Ferries
KW  - Water transportation
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/750.1.pdf
UR  - https://trid.trb.org/view/928586
ER  - 

TY  - ABST
AN  - 01548172
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 35. Development of Appropriate Tools to Evaluate the Efficiency and Effectiveness of Selected Specialized Public Transportation Programs
AB  - This report documents and presents the results of a study to develop a framework for evaluating the efficiency and effectiveness of selected specialized transportation programs.  The research focuses on developing potential performance measures that evaluate services resulting from these programs based on available data and opportunities for additional data to be reported or collected.  Often the traditional transit service standards and performance measures cannot be applied directly to the specialized transportation programs because these programs cater to the mobility needs of transit-dependent groups (elderly, low-income, and people with disabilities) and sometimes operate in large areas with low population densities, in the reverse peak direction, and during off-peak hours.  To meet these objectives, study tasks included a literature review, case study interviews, and data collection and wrap-up interview analysis.  This Final Report presents the findings of these tasks in order to assist states and grantees in identifying appropriate measures to evaluate the efficiency and effectiveness of specialized transportation programs.
KW  - Aged
KW  - Data collection
KW  - Low income groups
KW  - Mobility
KW  - Off peak periods
KW  - Performance measurement
KW  - Persons with disabilities
KW  - Public transit
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2845
UR  - https://trid.trb.org/view/1335809
ER  - 

TY  - ABST
AN  - 01547670
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 31. Transporting Oversize Wheelchairs
AB  - The Americans with Disabilities Act (ADA) requires public and specialized transportation systems to have rolling stock that will accommodate the loading, unloading and "in-vehicle securement" of a "common wheelchair" and its occupant.  The development in recent years of more sophisticated and heavier motorized wheelchairs and scooters, passengers with more advanced disabilities (including obesity) are now more mobile and requesting rides on public and specialized transportation systems.  Since the vehicles are not designed to meet these increased size and weight requirements (but still in compliance with ADA), many of these providers are finding themselves denying more and more service requests.  In addition, many of the new mobility aid devices are not designed to be safely "tied down" in a vehicle causing "risk management" issues for the passenger and service provider. The report addressed the combined weight of the wheelchair and passenger, the size of the wheelchair, and the ease of securement of the wheelchair and passenger.  The first two (weight and size) are covered by regulations and changes are being considered, as described below.  Securement of the wheelchair and passenger may be difficult for devices that meet the size and weight limits, but is often more difficult for wheelchair/passenger combinations that exceed the limit.  Weight of the wheelchair and passenger combination is not an eligibility issue, as a passenger may use many different mobility devices, but may be a consideration in deciding to transport a passenger.  Difficulty of securement is also not an eligibility issue and passengers are not required to allow securement, but safety of the operator and all passengers including the implications of lack of securement may be a consideration in deciding to transport a passenger.
KW  - Americans with Disabilities Act
KW  - Compliance
KW  - Persons with disabilities
KW  - Public transit
KW  - Regulation
KW  - Risk management
KW  - Safety
KW  - Securing and joining equipment
KW  - Size
KW  - Weight
KW  - Wheelchairs
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2841
UR  - https://trid.trb.org/view/1335302
ER  - 

TY  - ABST
AN  - 01464196
TI  - Consequences of Delayed Maintenance
AB  - Various maintenance treatments are employed by highway agencies to slow deterioration and restore condition of highway pavements, bridges, and other physical assets. However, budget constraints and other factors have often led to delaying or eliminating the application of these treatments. Such actions are expected to adversely influence the condition and performance and lead to a reduced level of service, to early deterioration, and eventually to the need for costly rehabilitation or replacement. Analytical tools are currently available to quantify the consequences of delayed application of maintenance treatments for highway pavements, bridges, and other assets. However, processes for using these tools to demonstrate the potential savings and performance enhancement resulting from applying maintenance treatments at the right time are not readily available. Research is needed to develop such processes. This information will help highway agencies better assess the economic benefits of maintenance actions and their role in enhancing the level of service of the highway system. In addition, incorporating these processes in asset management systems would provide a means for optimizing the allocation of resources. The objective of this research is to develop a process for quantifying the consequences of delayed application of maintenance treatments. The process shall be applicable to highway pavements, bridges, and other physical assets. Consequences shall be expressed in terms of performance indicators (e.g., distress and level of service), costs to owners and road users, and other relevant factors. Delayed maintenance applications may be defined by (1) the inability to meet the agency-defined application schedule or (2) the available budget relative to an unconstrained budget (i.e., availability of the funds required to perform all needed maintenance).
KW  - Bridge maintenance
KW  - Delay costs
KW  - Delayed
KW  - Highway maintenance
KW  - Maintenance
KW  - Maintenance practices
KW  - Preservation
KW  - Risk analysis
KW  - Schedule maintenance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2717
UR  - https://trid.trb.org/view/1232424
ER  - 

TY  - RPRT
AN  - 01322739
AU  - Miccio, Claire Elisabeth
AU  - University of Washington, Seattle
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Barriers to Implementing Low Impact Development Approaches in Washington State Roadways and Highways
PY  - 2010/06/04/Research Report
SP  - 38p
AB  - Low impact development (LID) is an approach to stormwater management that seeks to mimic the natural hydrologic functions of stormwater runoff prior to development. In general, LID techniques emphasize infiltration and evapotranspiration to remove pollutants and attenuate flows from urban runoff. As the largest land developer in Washington State, the Washington State Department of Transportation (WSDOT) is interested in better understanding the challenges of applying LID techniques to a highway setting and learning ways to address those challenges. This report identifies barriers to implementing LID approaches in a state roadway setting and provides recommendations on how WSDOT can overcome those barriers. This research question stems from a National Pollutant Discharge Elimination System municipal stormwater permit issued by the Washington State Department of Ecology (Ecology) to WSDOT in February 2009. Barriers were identified through a literature review, Ecology LID advisory committee meeting discussions, and interviews with people who are involved in stormwater management in a variety of capacities throughout Washington State.
KW  - Drainage
KW  - Highway design
KW  - Hydraulics
KW  - Infiltration
KW  - Low impact development
KW  - Pollutants
KW  - Runoff
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/756.1.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34622/756.1.pdf
UR  - https://trid.trb.org/view/1084074
ER  - 

TY  - ABST
AN  - 01464198
TI  - Highway Bridge Fire Hazard Assessment
AB  - Fires can cause major disruption to highway operations. Major bridge fires resulting in serious structural damage or collapse are infrequent but are often highlighted in special reports and news articles. There is also an undocumented number of smaller bridge fires occurring throughout the United States each year that cause varying degrees of disruption, repair actions, and maintenance cost. These incidents appear to stem primarily from vehicle (often truck) fires, but bridges have also been damaged by fires in adjacent facilities and from other causes. The recent bridge fires in California, Michigan, and New York have highlighted the need to understand the frequency and severity of these incidents as well as to review available information on mitigation strategies, damage assessments, and repair techniques. Research is needed to provide highway bridge owners with mitigation strategies, post event assessments, and repair techniques associated with bridge fires. Such research could lead to American Association of State Highway &amp; Transportation Officials (AASHTO) guidelines for planning, designing, constructing, maintaining, and inspecting highway bridges; guidelines for emergency management; and guidelines for a risk-based management approach for bridge safety inspection and maintenance. The objectives of this research are to (1) investigate the susceptibility of highway bridges to fire damage (e.g., by material and design types, geometry, and fire load); (2) develop guidance for damage assessment and repair techniques; and (3) develop guidance for reducing the risk of fire damage. The research should include a comprehensive literature survey and the critical review of standards, technology, and other information. No physical testing is anticipated.
KW  - Bridge management systems
KW  - Bridge structures
KW  - Fires
KW  - Hazard analysis
KW  - Highway bridges
KW  - Service life
KW  - Traffic incidents
KW  - Vehicle fires
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2715
UR  - https://trid.trb.org/view/1232426
ER  - 

TY  - ABST
AN  - 01466230
TI  - Mitigation of Corrosion in CRC Pavement
AB  - none
KW  - Condition surveys
KW  - Continuously reinforced concrete pavements
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Reinforced concrete
KW  - Research projects
KW  - South Dakota
UR  - https://trid.trb.org/view/1234465
ER  - 

TY  - ABST
AN  - 01464079
TI  - Research for the AASHTO Standing Committee on the Environment. Task 64. Feasibility Study of Using Solar or Wind Power for Transportation Infrastructure
AB  - The purpose of this research is to provide departments of transportation (DOTs) with technical and case study data on the use of solar or wind power as an alternative power source for across a wide variety of transportation infrastructure settings. The research will consider what technologies exist or are about to become commercially viable that have not been applied to transportation settings but with some thought/creativity could have a transportation application.<div></div>
KW  - Alternate fuels
KW  - Case studies
KW  - Environmental impacts
KW  - Solar power generation
KW  - State departments of transportation
KW  - Wind power generation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2846
UR  - https://trid.trb.org/view/1232307
ER  - 

TY  - ABST
AN  - 01464078
TI  - Research for the AASHTO Standing Committee on the Environment. Task 69. Identification of Tools and Techniques to Define Community Context as Part of the Transportation Project Planning and Development Process
AB  - This project seeks to inventory and evaluate the effectiveness of community context tools and techniques that are being used as part of the project planning and development processes. These tools should assist with understanding community interests and needs (i.e. visions and goals for improved quality of life) for the benefit of effective and efficient decision-making that leads to community-valued transportation projects. In addition, these tools should not only be useful to practitioners that specialize in socio-economic and cultural resource assessments, but also for those that are non-specialists such as project managers, designers, executive leadership and others that need to understand community context. The focus of this research is to glean effective practices from the inventory to help transportation professionals develop and deploy community context tools for different types and scales of transportation projects and understand which tools are most effective for different circumstances. The research will also identify future needs in the area of context tool development. <div></div>
KW  - Environmental impacts
KW  - Planning and design
KW  - Project management
KW  - Quality of life
KW  - Sustainable development
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2847
UR  - https://trid.trb.org/view/1232306
ER  - 

TY  - ABST
AN  - 01462139
TI  - Climate Change Impact on Coastal River Estuaries in Oregon
AB  - The Oregon Department of Transportation (ODOT) will monitor the physical processes and the roadway features of the Salmon River Estuary to better understand the effects of changes to ODOT's facilities and various restoration efforts as well as sea level rise and climate change. The proposed data will targeted to form the foundation for ODOT's efforts to maintain the function of the coastal roadway system and to fulfill our obligation as environmental stewards. The Salmon River Estuary has been selected from the many estuaries crossed by ODOT highways because of the existence of past monitoring and changes that are already planned for the highway.
KW  - Climate
KW  - Coast and river protective works
KW  - Environmental impacts
KW  - Estuaries
KW  - Monitoring
KW  - Research projects
KW  - Sea level
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ActiveProjectsIV.shtml#SPR_719
UR  - https://trid.trb.org/view/1230360
ER  - 

TY  - RPRT
AN  - 01560867
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Concept of Operations – Dallas Integrated Corridor Management (ICM) Demonstration Project
PY  - 2010/06//Final Report
SP  - 143p
AB  - This concept of operations (Con Ops) for the US-75 Integrated Corridor Management (ICM) Program has been developed as part of the US Department of Transportation Integrated Corridor Management Initiative, which is an innovative research initiative that is based on the idea that independent, individual, network-based transportation management systems—and their cross-network linkages—can be operated in a more coordinated and integrated manner, thereby increasing overall corridor throughput and enhancing the mobility of the corridor users. This document provides a high-level Con Ops for the US-75 Corridor in Dallas consisting of freeway, arterial, bus and rail networks, and serving a central business district. The purpose of this Con Ops is to answer the questions of who, what, when, where, why and how for the application of an Integrated Corridor Management System (ICM) within this corridor. Given that an ICM is a “system of systems” involving multiple agencies and stakeholders, this document also defines the roles and responsibilities of the participating agencies and other involved entities.
KW  - Arterial highways
KW  - Bus transit
KW  - Dallas (Texas)
KW  - Freeways
KW  - Integrated corridor management
KW  - Stakeholders
KW  - Transportation corridors
KW  - Transportation operations
UR  - http://ntl.bts.gov/lib/54000/54100/54130/US-75_ICMS_Concept_of_Operations_-_Demo_Phase_FINAL_Formatted.pdf
UR  - https://trid.trb.org/view/1339961
ER  - 

TY  - RPRT
AN  - 01554396
AU  - Zutz, Aaron C
AU  - Jahren, Charles T
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Electronic Construction Collaboration System – Phase II
PY  - 2010/06//Final Report
SP  - 76p
AB  - During the first year of research, work was completed to identify Iowa Department of Transportation (DOT) needs for web-based project management system (WPMS) and evaluate how commercially available solutions could meet these needs. Researchers also worked to pilot test custom developed WPMS solutions on Iowa DOT bridge projects. At the end of the first year of research, a Request for Proposals (RFP) was developed and issued by the Iowa DOT for the selection of a commercial WPMS to pilot test on multiple bridge projects. During the second year of research, the responses to the RFP issued during the first year of research were evaluated and a solution was selected. The selected solution, Attolist, was customized, tested, and implemented during the fall of 2009. Beginning in the winter of 2010, the solution was implemented on Iowa DOT projects. Researchers worked to assist in the training, implementation, and performance evaluation of the solution. Work will continue beyond the second year of research to implement Attolist on an additional pilot project. During this time, work will be completed to evaluate the impact of WPMS on Iowa DOT bridge projects.
KW  - Bridges
KW  - Construction projects
KW  - Cooperation
KW  - Implementation
KW  - Iowa Department of Transportation
KW  - Performance measurement
KW  - Pilot studies
KW  - Project management
KW  - Software
KW  - Websites (Information retrieval)
UR  - http://publications.iowa.gov/18675/1/IADOT_InTrans_Zutz_Electronic_Construction_Collaboration_System_phase_II_2010.pdf
UR  - https://trid.trb.org/view/1342436
ER  - 

TY  - RPRT
AN  - 01544563
AU  - Fournier, B
AU  - Thomas, M D A
AU  - Folliard, K J
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - Evaluation of Bibb Graves Bridge Arch in Wetumpka, Alabama: Petrographic Evaluation and
Recommendations
PY  - 2010/06
SP  - 30p
AB  - This report presents the findings of the petrographic examination of concrete cores extracted from two arches of the Bibb Graves Bridge in Wetumpka, Alabama. The evaluation mainly consisted of the Damage Rating Index (DRI), a method that provides a semiquantitative assessment of the damage in concrete based on a count of petrographic features of deterioration generally associated with alkali-silica reaction  (ASR).
KW  - Alkali silica reactions
KW  - Arch bridges
KW  - Bibb Graves Bridge
KW  - Cores (Specimens)
KW  - Evaluation
KW  - Petrography
KW  - Recommendations
KW  - Wetumpka (Alabama)
UR  - https://www.fhwa.dot.gov/pavement/concrete/asr/petrographic/alabama.pdf
UR  - https://trid.trb.org/view/1330357
ER  - 

TY  - RPRT
AN  - 01512558
AU  - United States Federal Highway Administration
TI  - Widen Interstate 5 in the cities of San Diego, Solana Beach, Encinitas, Carlsbad and Oceanside from La Jolla Village Drive overcrossing to 1.6 kilometer (1 mile) north of the Harbor Drive Undercrossing, San Diego County : environmental impact statement
PY  - 2010/06//Volumes held: Draft(folio), Dsup
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1296882
ER  - 

TY  - RPRT
AN  - 01510951
AU  - United States Federal Highway Administration
TI  - Wisconsin state Highway 23 Fond du Lac to Plymouth, Fond du Lac and Sheboygan counties : environmental impact statement
PY  - 2010/06//Volumes held: Draft, Supplement to the draft(2v), Final(2v)
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/1295275
ER  - 

TY  - RPRT
AN  - 01478106
AU  - Mallela, Jagannath
AU  - Littleton, Paul
AU  - Hoffman, Gary
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - Minnesota Demonstration Project: Reconstruction of Trunk Highway 36 in North St. Paul
PY  - 2010/06//Draft Final Report
SP  - 43p
AB  - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Minnesota Department of Transportation (Mn/DOT) was awarded a $1 million grant to demonstrate the use of proven, innovative technologies to deliver a $30.7 million project in less time than conventional construction. This report documents the use of full closure to reconstruct a four-lane, 2-mile (approximate) section of Trunk Highway 36 in North St. Paul. The finished project has enhanced transportation safety and reduced travel times by eliminating six at-grade intersections. Local transportation has been improved with newly constructed crossover bridges and a pedestrian bridge. This report discusses the use of full closure on a major highway reconstruction project, which until now has not been used on a main thoroughfare in Minnesota. The project incorporated A+B contract bidding, a locked incentive date specification, and lane rental as an innovative approach to minimize traffic disruption by getting the highway rebuilt and open to traffic as early as possible. The result was that the newly reconstructed roadway was completely open to traffic in 145 days, 65 percent sooner than if traditional staged construction had been used. During full closure, traffic was diverted to detour routes, which presented the opportunity to use an intelligent transportation system, integrated with the existing Mn/DOT traffic monitoring system, to route motorists around the construction. Mn/DOT also explored the use of intelligent compaction equipment to expedite site work and lightweight deflectometers for acceptance testing, a first for Minnesota. While not a recent innovation, machine control using Global Positioning System technology was used extensively on this project and was a key component in streamlining grading operations. Completely closing the highway to traffic, even for a short time, increased costs associated with diverting motorists, but it reduced overall costs that would have been incurred with traffic impacts over a longer period. The alternate staging plan to get the project built was cost prohibitive and would have been unacceptable to roadway users. The high level of user satisfaction with the speed of project delivery attests to the project's success. The successes and knowledge gained on this project will encourage Mn/DOT to consider full closure as a viable alternative to traditional staged construction on future projects.
KW  - Deflectometers
KW  - Detours
KW  - Highways for LIFE
KW  - Intelligent transportation systems
KW  - Lane closure
KW  - Lane rental
KW  - Road construction
KW  - Saint Paul (Minnesota)
KW  - Traffic diversion
KW  - Traffic surveillance
UR  - http://www.fhwa.dot.gov/hfl/summary/pdfs/mn_060110.pdf
UR  - https://trid.trb.org/view/1247040
ER  - 

TY  - RPRT
AN  - 01477338
AU  - Boisvert, Denis M
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Alternative Approach Slab Reinforcement
PY  - 2010/06//Evaluation Report
SP  - 28p
AB  - The upper mat of reinforcing steel, in exposed concrete bridge approach slabs, is prone to corrosion damage. Chlorides applied to the highways for winter maintenance can penetrate this concrete layer. Eventually chlorides reach the steel and begin the corrosion process. The objective of this research project was to investigate the performance of approach slabs constructed with structural fibers to replace the top  mat of reinforcing steel. The research studied whether the performance of approach slabs reinforced with structural fibers would be equivalent to traditionally reinforced approach slabs. The New Hampshire Department of Transportation (NHDOT) Materials & Research Bureau technicians performed standard quality acceptance tests on the fresh concrete at the time of placement.  Technicians also fabricated three freeze/thaw prisms for each mix. The specimens survived freeze/thaw testing with only minor physical  deterioration, consisting of slight scaling and pitting. The Civil Engineering Department of the University of New Hampshire (UNH) was contracted to perform laboratory testing. The beam samples were tested for First Crack Strength and Average Residual Strength in accordance with ASTM C 1018 and C 1399, respectively. An independent testing laboratory extracted two cores from each approach slab to evaluate the air matrix within the concrete. Comparisons of the laboratory test results show that compressive and flexural strengths are similar for both mixes. The plots resulting from the residual strength testing show that the fiber-mix had greater strength after cracking than the normal mix.  Periodic visual observations of the approach slabs were made to evaluate field performance by comparing crack size, frequency and scaling.  After more than three and half years in service, the two approach slabs have performed similarly and well. The expected advantages of a thicker concrete cover over steel reinforcement will not be seen for many years. The epoxy-coated steel in the conventional slab construction should  also delay damage from corrosion. Based on the performance observations to date, fiber-reinforced concrete is recommended for use in this and other applications where delaying  the effects of steel corrosion is of interest. The NHDOT has implemented the use of fiber-reinforced concrete for all approach slabs as a result of this study.
KW  - Bridge approaches
KW  - Bridge decks
KW  - Compressive strength
KW  - Corrosion
KW  - Fiber reinforced concrete
KW  - Flexural strength
KW  - Freeze thaw tests
KW  - Reinforcing steel
KW  - Residual strength
KW  - Slabs
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-13733H.pdf
UR  - https://trid.trb.org/view/1246588
ER  - 

TY  - RPRT
AN  - 01472159
AU  - Chen, Mei
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Travel Time Based Congestion Measures for Freeway Corridors
PY  - 2010/06//Final Report
SP  - 40p
AB  - Travel time based mobility measures have been increasingly used in highway performance analyses. Among them, Travel Time Index (TTI), Planning Time Index (PTI), percentage of travel under congestion (PTC), and buffer index (BI) have been identified as measures of particular interests in Kentucky. The objectives of this study are: (1) Calculate TTI, PTI, PTC, and BI for freeways within the TRIMARC coverage; and (2) Explore potential correlation between the reliability measures and incident characteristics (e.g., number of incidents, duration, severity, etc.). These analyses were performed for the years 2006-8 for each monitored segment and freeway corridor as well as for the entire freeway system.
KW  - Freeways
KW  - Highway corridors
KW  - Incident management
KW  - Reliability (Statistics)
KW  - Traffic congestion
KW  - Travel time
UR  - http://www.ktc.uky.edu/files/2013/01/KTC_10_08_PL_18_09_1F-Travel-Time-Based-Congestion-Measures-for-Freeway-Corridors.pdf
UR  - https://trid.trb.org/view/1243474
ER  - 

TY  - RPRT
AN  - 01456680
AU  - Vachal, Kimberly
AU  - Malchose, Donald
AU  - Upper Great Plains Transportation Institute
AU  - North Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - What Can Crash Data Tell Us About Older Drivers in North Dakota?
PY  - 2010/06
SP  - 42p
AB  - Older drivers are a growing segment in North Dakota’s driver population. The natural aging process brings about diminished visual, cognitive, and physical skills needed for driving tasks. Crash record analysis was conducted to highlight elements that may be used to reduce risk for older drivers. Results show that older drivers are at relatively high risk for crash involvement and injury considering incidence ratios and travel exposure. Crash propensity, based on quasi-induced exposure measures, shows older drivers are also more likely to be at fault in these crashes. Among drivers 70 years and older, a significant increasing trend is found for driver error along with a confounding declining trend in driver evasive maneuver in crashes. The risk to other drivers is also a concern, since older driver crashes are nearly twice as likely to involve multiple vehicles. The ability to navigate these more complex driving scenarios, such as intersections and left turns, becomes increasingly problematic moving across older driver age groups. Older drivers require special consideration given their growing presence and crash injury propensity. Findings here may used in vetting a combination of education, engineering, policy, and enforcement measures that can be used to reduce older driver risk for crash injury and death both in terms of crash involvement and injury severity.
KW  - Aged drivers
KW  - Crash data
KW  - Crash injuries
KW  - Crash rates
KW  - High risk drivers
KW  - Human factors in crashes
KW  - North Dakota
UR  - http://www.ugpti.org/pubs/pdf/DP227.pdf
UR  - https://trid.trb.org/view/1224404
ER  - 

TY  - RPRT
AN  - 01454883
AU  - Georgia Department of Transportation
AU  - Kimley-Horn & Associates, Inc.
AU  - Federal Highway Administration
TI  - Georgia Forest Highway Long Range Transportation Plan, 2010-2030: A Transportation Policy Plan to Articulate a Vision, to Guide Investments and to Enhance Georgia Forest Highways
PY  - 2010/06//Technical Report
SP  - 60p
AB  - The Georgia Forest Highway (FH) program was created to provide safe and adequate transportation access to, within, or adjacent to National Forests or Grasslands as well as to help promote tourism, travel, and economic growth in rural communities. It is administered jointly by the Tri-Agency of the Georgia Department of Transportation (GDOT), the US Department of Agriculture Forest Service (USFS), and the US Department of Transportation Federal Highway Administration (FHWA) Eastern Federal Lands Highway Division (EFLHD). To be considered for inclusion in the Forest Highway system, a roadway must lie wholly or partially within or adjacent to National Forest System (NFS) lands and provide access to the NFS and its resources.
KW  - Economic growth
KW  - Georgia
KW  - Grasslands
KW  - Highways
KW  - Long range planning
KW  - National Forest System
KW  - Rural areas
KW  - Tourism
KW  - Transportation planning
UR  - https://trid.trb.org/view/1223330
ER  - 

TY  - RPRT
AN  - 01454087
AU  - Baus, R L
AU  - Stires, N R
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Mechanistic-Empirical Pavement Design Guide 
Implementation
PY  - 2010/06
SP  - 108p
AB  - The recently introduced Mechanistic-Empirical Pavement Design Guide (MEPDG) and associated computer software provides a state-of-practice mechanistic-empirical highway pavement design methodology.  The MEPDG methodology is based on pavement responses computed using detailed traffic loading, material properties, and environmental data. The responses are used to predict incremental damage over time. Design is an iterative process using analysis results based on trial designs postulated by the designer. A trial design is analyzed for adequacy against user input performance criteria. These criteria are established by policy decisions and represent the amount of distress or roughness that would trigger some major rehabilitation or reconstruction activity.  The  output of the computer software is a prediction of distresses and smoothness against set reliability values. If the predictions do not meet the desired performance criteria at the given reliability, the trial design is revised and the evaluation is repeated. The MEPDG method provides for three hierarchical levels of design inputs to allow the designer to match the quality and level of detail of the design inputs to the level of importance of the project (or to best utilize available input data). In addition to inputs required to quantify a trial pavement structure, the MEPDG requires over 100 inputs to characterize traffic loading, material properties, and environmental factors. Currently, the South Carolina Department of Transportation (SCDOT) designs flexible and rigid pavement structures using AASHTO regression equation methodology (1972 and later with some modifications). Implementation of the MEPDG will require a substantial effort. This report summarizes an initial study undertaken to: 1) gain an understanding of the new methodology, required inputs, and limitations; 2) conduct preliminary input sensitivity studies and review sensitivity studies performed by others; and 3) summarize implementation strategies undertaken or planned at other state highway agencies. Based on this investigation, general recommendations for SCDOT MEPDG implementation are proposed.
KW  - Implementation
KW  - Mechanistic design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement performance
KW  - Recommendations
KW  - Software
KW  - South Carolina
KW  - South Carolina Department of Transportation
UR  - http://ntl.bts.gov/lib/46000/46200/46242/SPR_671.pdf
UR  - https://trid.trb.org/view/1220259
ER  - 

TY  - RPRT
AN  - 01444838
AU  - Cambridge Systematics, Inc.
AU  - Federal Highway Administration
TI  - SHSP Implementation Process Model – Supplement
Number 1: Case Studies
PY  - 2010/06//Final Report
SP  - 62p
AB  - This document supports the Strategic Highway Safety Plan Implementation Process Model (IPM). It features case studies derived from the experiences of states that were used as models during the development of the IPM. Each case study describes a noteworthy practice actually used by the state, the results achieved, and key accomplishments. Users can obtain additional information by calling or e-mailing the contact person identified within each case study.
KW  - Best practices
KW  - Case studies
KW  - Highway safety
KW  - Implementation
KW  - Safety management
KW  - State departments of transportation
KW  - Strategic Highway Safety Plan
KW  - Transportation planning
KW  - Transportation safety
UR  - http://rspcb.safety.fhwa.dot.gov/noteworthy/pdf/FHWASA10025_ipm_casestudies.pdf
UR  - https://trid.trb.org/view/1212435
ER  - 

TY  - RPRT
AN  - 01354329
AU  - Mazur, George D
AU  - Cambridge Systematics, Incorporated
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Local Transportation and Land Use Coordination: Tools and Gaps
PY  - 2010/06//Final Report
SP  - 150p
AB  - The effective coordination of transportation and land use planning decisions is vital to Montana's long-term economic growth and fiscal well being. Toward this end, this research project entailed a best practices study of land use and transportation planning across the United States, with a particular focus on issues and strategies relevant to Montana. The resulting Montana Transportation and Land Use Resources for Growing Communities is drawn from the information developed through the study as well as surveys and discussions with land use planners and transportation professionals across the State. The intent of this online resource is to provide information about off-the-shelf policies, practices, analytic methods, data sources, and software that can help officials in Montana's growing communities coordinate transportation and land use decisions. Development of the online resource centered around four research objectives to facilitate coordinated transportation and land use planning in growing Montana communities: development and extension of local street networks; local transportation system financing; assessment of development impacts on local and state roads; and directions for multimodal and transit development. Finally, the research identified promising but underdeveloped planning approaches worthy of further research and/or development in subsequent efforts.
KW  - Best practices
KW  - Communities
KW  - Coordination
KW  - Development
KW  - Financing
KW  - Land use planning
KW  - Local transportation
KW  - Montana
KW  - Multimodal transportation
KW  - Smart growth
KW  - Streets
KW  - Transportation planning
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/smart_trans/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/planning/smart_trans.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45856/final_report78.pdf
UR  - https://trid.trb.org/view/1119069
ER  - 

TY  - RPRT
AN  - 01353619
AU  - Cotter, Alisa
AU  - Muench, Stephen T
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Studded Tire Wear on Portland Cement Concrete Pavement in the Washington State Department of Transportation Route Network
PY  - 2010/06//Research Report
SP  - 77p
AB  - Studded tires are legal in Washington State and are typically allowed to be used each winter between  the months of November and April. They are known to cause accelerated wheelpath wear resulting in  additional pavement preservation costs. While studded tire use rates are hard to quantify, the volume  of studded tire equipped vehicles is rather consistent across Washington State. This report uses  Washington State Pavement Management System (WSPMS) data to explore studded tire wear on  Washington State Department of Transportation (WSDOT) roads. The average Portland Cement  Concrete (PCC) pavement wears at about 0.01 in. per 1 million studded tire vehicle passes. The  highest wear rates are near 0.5 mm/yr on I-90 in the Spokane area, while the lowest wear rates are in  the range of 0.04-0.09 mm/yr in many locations. Stud wear rates are generally higher in the first 5  years of PCC pavement life and much less thereafter. While excessive stud wear problems are limited  and not a widespread issue, specific locations with high stud wear rates are alarming. While several  strategies have been attempted to limit stud wear, none outside of diamond grinding has proven  effective. There are a few new materials (resin modified pavements, PCC surface texture techniques)  that may yet prove effective. Tests to determine the susceptibility of aggregate sources to stud wear  are generally not reliable, however, the Micro-Deval seems to be the most favorably rated. The  WSDOT current practice of designing in an extra inch of pavement to account for future thickness  loss associated with diamond grinding is sound policy and should be continued. As more PCC  pavement in Washington State is due for replacement, WSDOT should consider a hardness  specification program like Alaska’s in order to prevent the use of susceptible aggregate sources.
KW  - Aggregate hardness
KW  - Aggregates
KW  - Concrete pavements
KW  - Diamond grinding
KW  - Interstate 90
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Studded tires
KW  - Thickness
KW  - Washington (State)
KW  - Wear
UR  - http://www.wsdot.wa.gov/Research/Reports/700/744.3.htm
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.3.pdf
UR  - https://trid.trb.org/view/1118378
ER  - 

TY  - RPRT
AN  - 01340428
AU  - James, Robert S
AU  - Cooley, L Allen
AU  - Ahlrich, R C
AU  - Burns Cooley Dennis, Incorporated
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Summary of Lessons Learned from the MDOT MEPDG Materials Library Study
PY  - 2010/06
SP  - 44p
AB  - From 2004 to 2009, Burns Cooley Dennis, Inc. (BCD) participated in two important research studies designed to populate the materials library for implementation of the new Mechanistic-Empirical pavement design method (MEPDG) in Mississippi. The purpose of this report was to capture the experiences BCD obtained with the resilient modulus test during the conduct of these important studies. Observations made during the course of testing the various materials for developing the materials library for typical Mississippi materials were documented during Task 1. Observations about sample preparation, test methods and potential test method improvements were deemed important. The second task was designed to provide discussion on the materials that were selected within the two studies. In order to populate the materials library, it was deemed important to encompass the extremes of material properties found in Mississippi. However, whenever a finite amount of time and funding are available for a project, all possible materials could not be fully characterized. Also included within this task was a critical review of test results. Task 3 was designed to discuss any differences in Mississippi resilient modulus test results and typical national results for similar materials. If differences were found, discussion on why the differences occurred was also to be provided. In order to assist MDOT and other pavement designers in Mississippi transition to the MEPDG, tables for typical resilient modulus values for AASHTO, USCS and MDOT classifications were developed within the final task.
KW  - Materials tests
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Mississippi
KW  - Modulus of resilience
KW  - Paving materials
KW  - Properties of materials
KW  - Test procedures
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS224.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37830/SS_No_224_Summary_of_Lessons_Learned_from_the_MDOT_MEPDG_Materials_Library_Study__2_.pdf
UR  - https://trid.trb.org/view/1101884
ER  - 

TY  - RPRT
AN  - 01337329
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Strategic Highway Safety Plan Implementation Process Model
PY  - 2010/06//Final Report
SP  - 73p
AB  - This document describes the components necessary for successful Strategic Highway Safety Plan (SHSP) implementation. It features discussions on the four fundamental elements (leadership, collaboration, communication, and data collection and analysis) and the four steps for successful implementation (emphasis area action plans; linkage to existing plans; marketing; and monitoring, evaluation, and feedback). For each element and step, the document provides a list of key strategies as well as a checklist for practitioners to use to assess their implementation efforts.  The document is contained on a CD-ROM which can be run in an interactive mode to review case studies or learn about resources and checklists.
KW  - Highway safety
KW  - Implementation
KW  - Strategic planning
KW  - Transportation planning
UR  - http://safety.fhwa.dot.gov/hsip/shsp/fhwasa10024cd/
UR  - https://trid.trb.org/view/1097329
ER  - 

TY  - RPRT
AN  - 01337285
AU  - Zhang, Zhanmin
AU  - Murphy, Michael
AU  - Harrison, Robert
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Interim Report and Presentation for the TxDOT Administration
PY  - 2010/06//Technical Report
SP  - 112p
AB  - This report presents four documents created by the Texas Department of Transportation (TxDOT) Multi-Tier Pavement Management Workgroup.  These documents are as follows:  Multi-Tier Pavement Condition Goals, White Paper, February 2010; Multi-Tier Pavement Condition Goals: Issues and Concerns, Interim Report #1, April 2010; Multi-Tier Pavement Condition Goals: DOT MTG Survey Summary, Interim Report #2, May 2010; and Initial Meeting of the Multi-Tier Pavement Management Workgroup, PowerPoint Presentation, March 2010.
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Strategic planning
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6655_CT_1.pdf
UR  - https://trid.trb.org/view/1097590
ER  -