TY  - RPRT
AN  - 01337281
AU  - Wolshon, Brian
AU  - Theodoulou, Gregoris
AU  - Lim, Yu Yik
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Modeling Hurricane Evacuation Traffic: Evaluation of Freeway Contraflow Evacuation Initiation and Termination Point Configurations
PY  - 2010/06//Final Report
SP  - 59p
AB  - Over the last five years, the departments of transportation in 12 coastal states threatened by hurricanes have developed plans for the implementation of contraflow traffic operations on freeways during evacuations. Contraflow involves the use of one or more inbound travel lanes for the movement of traffic in the outbound direction. It is a logical and cost effective strategy because evacuation traffic can be loaded into underutilized inbound lanes, thereby significantly increasing outbound capacity without the need to construct additional lanes. This report presents the results of two closely related studies to evaluate the implications of contraflow evacuations on freeways. The research focused on what are widely regarded to be the most critical locations of contraflow segments, the initiation and termination points. The termini configurations are important because they effectively dictate the capacity of these segments because they control how many vehicles can get in and out. In the research, traffic simulation models were developed to simulate the operation of planned configurations under varying levels of traffic demand to assess their operating characteristics. The results showed that many of the current designs of the initiation and termination points will likely restrict the ability of these segments to be used to their maximum effectiveness. Another key finding was the extent to which the spatial and/or temporal spreading of traffic demand can yield significant benefits to the overall effectiveness of contraflow freeway evacuations. With an increased awareness of these issues, these findings can be used to enhance the effectiveness of existing evacuation plans.
KW  - Contraflow lanes
KW  - Emergency management
KW  - Evacuation
KW  - Hurricanes
KW  - Traffic models
KW  - Traffic simulation
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_400_summary.pdf
UR  - https://trid.trb.org/view/1097646
ER  - 

TY  - RPRT
AN  - 01335374
AU  - Vazquez, Christian G
AU  - Aguiar-Moya, Jose P
AU  - Smit, Andre de F
AU  - Prozzi, Jorge A
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory Evaluation of Influence of Operational Tolerance (Acceptance Criterion) on Performance of Hot-Mix Asphalt Concrete
PY  - 2010/06//Technical Report
SP  - 106p
AB  - The performance of flexible pavements relies heavily on the final quality of the hot-mix asphalt concrete (HMAC) as it is produced and placed in the field. To account for production and construction variability while ensuring the quality of the HMAC, the Texas Department of Transportation (TxDOT) has established a set of relevant operational tolerances, which are incorporated into the 2004 Standard Specifications for Construction and Maintenance of Highways, Streets and Bridges. In particular, Items 340/341, 342, 344, and 346 provide acceptance criteria for all HMA mixes used by the Department. The operational tolerances for a series of key control variables that affect performance are given as a guideline in quality control/quality assurance (QC/QA) practices. However, the relationship between these tolerance levels and mixture performance is not well known. This research project will establish this relationship: how do the operational tolerances affect the expected performance of the HMAC? Once this relationship is quantified, recommendations will be developed that indicate, if necessary, how the current tolerances should be modified. The objective of the study was to determine the effects of variability in key mix design factors, such as asphalt content, gradation, and density, on the laboratory performance of different hot-mix asphalt samples that were mixed and compacted in the laboratory. Variability was kept within specified limits by the allowable operational tolerances, and performance was addressed through the evaluation of the results obtained from volumetric properties and laboratory tests, such as flexural fatigue test, Hamburg wheel-tracking test, and overlay tester. A series of statistical analyses was conducted to develop relationships between the key mix design factors and the observed laboratory performances of each type of mixture. From the analysis, the effects of the main variables on the results of the performance tests used in this study were found. Finally, a statistically-based sensitivity analysis was conducted to reveal the relationship between different tolerance levels and mixture performance for the individual mixtures types. This research facilitates, for both TxDOT personnel and contractors, the evaluation of asphalt mixture performance under different tolerance levels, which will be performance-based and supported by a rigorous and sound statistical analysis.
KW  - Acceptance tests
KW  - Aggregate gradation
KW  - Asphalt concrete
KW  - Asphalt content
KW  - Density
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Performance based specifications
KW  - Quality assurance
KW  - Quality control
KW  - Sensitivity analysis
KW  - Statistical analysis
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6045_1.pdf
UR  - https://trid.trb.org/view/1098298
ER  - 

TY  - RPRT
AN  - 01328188
AU  - Negulescu, Ioan I
AU  - Mohammad, Louay N
AU  - Daly, William H
AU  - Chiparus, Ionela
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - The Use of DMA to Characterize the Aging of Asphalt Binders
PY  - 2010/06//Final Report
SP  - 62p
AB  - This report presents issues associated with long-term aging of polymer modified asphalt cements (PMACs) as reflected by dynamic mechanical analysis (DMA) data. In this study a standard SBS (styrene-butadiene-styrene block copolymer) polymer modified asphalt cement containing 3% copolymer (PMAC) meeting LADOTD specifications for PAC-40HG and PG 76-22M was selected and subjected to accelerated laboratory aging. Procedures were developed for simulation of long term aging of asphalt binders using multiple pressure aging vessel (PAV) operations in the absence and in the presence of water. Three, five and seven year old field aged asphalt samples originally of similar PMAC composition as that of PG 76-22 listed above were recovered from a wearing course mixture located on interstate I-55 near Granada, MS. All binders were characterized with respect to their composition and rheological properties. The extent of oxidation of both laboratory- and field-aged aged samples was estimated from Fourier transform infrared (FTIR) spectroscopy analysis and non-aqueous potentiometric titration data.. Changes in the molecular mass of the asphalt cement components were estimated from gel permeation chromatography (GPC) measurements. Aging determined a drastic reduction of molecular mass of SBS species and an increase in the content of large molecular species (LMS) asphalt components. Dynamic viscoelastic properties were determined using a high torque instrument. The asphalt architecture has been simulated with that of a gel. The cross-over temperature at which G” equals G’ at a frequency of 10rad/s as temperature increases was considered as the critical temperature, Tc, and chosen as a criterion to assess the advancement of hardening (aging). Oxidative aging in the presence of water promoted an increase in the carbonyl content of aged samples, primarily as acid groups, but the high humidity aging reduced the extent of asphalt hardening. Critical temperature of the field 3 year old I-55 paving sample correlated better with the laboratory wet 0.5xPAV aged PMAC sample, Tc of the field 5 year sample was intermediate between Tc of the dry 0.5xPAV and that of the dry 1.0xPAV laboratory aged PMAC samples and Tc of the field 7 year old sample correlated better with the laboratory dry 1.0xPAV aged PMAC sample. This type of correlation was used to determine if a binder extracted from the damaged LA 3234 Hwy road pavement was excessively aged after three years of service.
KW  - Aging (Materials)
KW  - Asphalt cement
KW  - Bituminous binders
KW  - Dynamic analysis
KW  - Fourier transforms
KW  - Gel permeation chromatography
KW  - Mechanical analysis
KW  - Polymer asphalt
KW  - Rheology
UR  - http://ntl.bts.gov/lib/37000/37800/37862/fr_461.pdf
UR  - https://trid.trb.org/view/1089397
ER  - 

TY  - RPRT
AN  - 01328148
AU  - Shakoor, Abdul
AU  - Admassu, Yonathan
AU  - Kent State University
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Rock Slope Design Criteria
PY  - 2010/06
SP  - 731p
AB  - Based on the stratigraphy and the type of slope stability problems, the flat lying, Paleozoic age, sedimentary rocks of Ohio were divided into three design units: 1) competent rock design unit consisting of sandstones, limestones, and siltstones that may exhibit discontinuity-related failures; 2) incompetent rock design unit consisting of shales, claystones, and mudstones that may exhibit raveling and gully erosion; and 3) inter-layered design unit consisting of both competent and incompetent rocks where differential weathering may result in undercutting-induced failures. Data regarding geological parameters (stratigraphy, joint orientation, joint spacing, bedding thickness, total thickness of rock unit), geotechnical parameters (point load strength index, slake durability index, plasticity index, geologic strength index, rock quality designation), and geometrical parameters (slope height, slope angle, catchment ditch width, catchment ditch depth) were collected for 26 cut slopes containing the three design units. Twenty three additional sites were later added to the study for a more detailed investigation of undercutting-induced failures within inter-layered rock sequences and the instability caused by raveling of incompetent rock. The data were used to perform slope stability analyses including kinematic analysis using discontinuity data, global stability analysis using the geological strength index (GSI) and the Franklin shale rating system, and an analysis for determining the stable slope angles using the approach described in the Ohio Department of Transportation Geotechnical Bulletin 3 (GB 3). Results show that slopes cut at 0.5H:1V and 0.25H:1V are adequate in minimizing the potential for discontinuity related failures in competent rock design units and second-cycle slake durability index (Id2) values can be used to select stable slope angles for incompetent rock and inter-layered rock design units. Based on Id2 values, these angles range from < 2H:1V to 0.5H:1V. RocFall analysis indicates that either a 13 ft (3.9 m) wide by 1 ft (0.3 m) deep ditch with a 10 ft (3 m) wide flat bottom and a 3H:1V foreslope or 16 ft (4.8 m) wide by 1 ft (0.3 m) deep ditch with a 10 ft (3 m) wide flat bottom and a 6H:1V foreslope would adequately contain at least 95 % of the rockfalls, as long as the slope height does not exceed a certain limit. For higher slopes, either rockfall barriers or wider and deeper catchment ditches will be required. The choice between a rockfall barrier and a catchment ditch will depend on economic considerations and/or space limitations. Based on these results, detailed cut slope designs, including slope angle, catchment ditch and bench design, and stabilization techniques, are recommended for each of the three design units.
KW  - Design
KW  - Rock slopes
KW  - Rockfall catchment areas
KW  - Rockfalls
KW  - Slope stability
KW  - Undercutting
UR  - http://worldcat.org/arcviewer/3/OHI/2010/12/01/H1291222088817/viewer/file1.pdf
UR  - https://trid.trb.org/view/1086569
ER  - 

TY  - SER
AN  - 01328129
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Asokan, Anand
AU  - Bared, Joe
AU  - Federal Highway Administration
TI  - Crash Impact of Smooth Lane Narrowing with Rumble Strips at Two-Lane Rural
Stop-Controlled Intersections
PY  - 2010/06
SP  - 8p
AB  - According to the Fatality Analysis Reporting System, the proportion of fatal crashes at unsignalized rural intersections constitutes approximately 37 percent of all fatal crashes at intersections nationwide. About 90 percent of these rural unsignalized intersection crashes occur on two-lane roads. As a low-cost remedy to address crashes at unsignalized intersections on two-lane rural roads, the Federal Highway Administration (FHWA) developed and evaluated a treatment to reduce approach speeds by narrowing lanes using rumble strips in the median and on the right-lane edge. This narrowing was applied for about 150 ft on the major road approach of two-way stop-controlled (TWSC) intersections on high-speed rural roads. Eight experimental sites were retrofitted between 2007 and 2008 in Missouri, Kentucky, Pennsylvania, Florida, and Maryland. Following the acquisition of at least 2 years of post-implementation crash data, pre- and post-implementation crash analysis was conducted to compare the performance of the new treatments. Results showed a 32 percent reduction in total crashes and a 34 percent reduction in fatal/injury crashes.
KW  - Before and after studies
KW  - Countermeasures
KW  - Crash rates
KW  - Highway safety
KW  - Lane narrowing
KW  - Rumble strips
KW  - Rural highways
KW  - Two lane highways
KW  - Two way stop controlled intersections
KW  - Unsignalized intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/10047/10047.pdf
UR  - https://trid.trb.org/view/1086318
ER  - 

TY  - RPRT
AN  - 01328111
AU  - Moulden, John
AU  - Federal Highway Administration
TI  - State Planning and Research Guide for Peer Exchanges
PY  - 2010/06
SP  - 19p
AB  - This document provides guidance for the State Planning and Research (SP&R) peer reviews. It contains information about the philosophy and principle of the peer exchanges; the use of peer exchanges to strategically improve research programs; and guidance and resources on conducting peer exchanges.
KW  - Guidelines
KW  - Peer exchange
KW  - Research
KW  - States
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/publications/research/spr/10048/10048.pdf
UR  - https://trid.trb.org/view/1086317
ER  - 

TY  - RPRT
AN  - 01322747
AU  - Walubita, Lubinda F
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Texas Perpetual Pavements – New Design Guideline
PY  - 2010/06
SP  - 54p
AB  - Since 2001, the State of Texas has been designing and constructing perpetual pavements on some of its heavily trafficked highways where the expected 20-year truck-traffic estimate of 18 kip ESALs is in excess of 30 million (TxDOT, 2001). To date, there are 10 in-service perpetual pavement (PP) sections. Based on the TxDOT initial design proposals (see Appendix A), a typical Texas PP structure consists of the following (TxDOT, 2001; Walubita et al., 2009a): (1) about 22 inches total thickness of hot-mix asphalt (HMA) layers; (2) at least 8 inches thick treated (lime or cement) base material; and (3) a well compacted in-situ subgrade soil material. In 2005, a research study was initiated to validate, among other objectives, the Texas PP design concept and make recommendations for the future design of Texas PP structures (Walubita et al., 2009a). To achieve these objectives, various research tasks were completed including the following: (1) construction monitoring and compaction quality measurements; (2) extensive laboratory testing and material property characterization; (3) traffic and response measurements for structural evaluations; (4) field testing and periodic performance evaluations; (5) comparative mix-design evaluations; and (6) computational modeling and software evaluations. Based on the findings of the study (Walubita et al., 2009a), this report documents the revised guidelines and recommendations for the future design, construction, and performance evaluation of Texas PP structures. The recommendations include guidelines for structural thickness design, design software, response criteria, mix-design, and layer moduli values.
KW  - Equivalent single axle loads
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Pavement layers
KW  - Perpetual pavements
KW  - Road construction
KW  - Service life
KW  - Subgrade (Pavements)
KW  - Texas
KW  - Traffic loads
UR  - http://tti.tamu.edu/documents/0-4822-P6.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34604/0-4822-P6.pdf
UR  - https://trid.trb.org/view/1084083
ER  - 

TY  - RPRT
AN  - 01321160
AU  - Sargand, Shad M
AU  - Figueroa, J Ludwig
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Modeling of Pavement Response and Performance
PY  - 2010/06//Executive Summary Report
SP  - 3p
AB  - Mechanistic-empirical (ME) based pavement design procedures are being used by some DOTs to determine the adequacy of layer thicknesses in new and existing AC and PCC pavements and to verify pavement designs with expected material properties, traffic loading, and climatic conditions. Similarly, the influences of weather related factors and construction practices on pavement response and performance have not been sufficiently examined. Harsh weather conditions and/or improper construction techniques may lead to the development of premature functional and structural types of distress that may ultimately affect pavement serviceability. Thus, the need exists to review and verify ME design methods, along with accompanying climatic models, and to document construction processes for perpetual AC pavements, long-lasting PCC pavements, as well as for several types of rehabilitation applied to existing rigid pavement. This includes an investigation of the influence of the mechanical properties of individual material layers on pavement response and performance. The primary objectives of the proposed research are to: (1) Monitor the new perpetual AC and long-lasting PCC pavements in Ohio, the rehabilitated PCC pavements in New York State, and other existing instrumented pavements in both states. (2 Verify ME design procedures for all pavements in the study. (3) Calibrate ME procedures presented in the NCHRP 1-37A AASHTO Pavement Guide for Ohio and New York State. Develop calibration factors for the distress models in the NCHRP 1-37A software. (4) Controlled testing of perpetual pavement systems. .
KW  - Mechanistic design
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement layers
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
UR  - http://ntl.bts.gov/lib/34000/34000/34078/134287_ES.pdf
UR  - https://trid.trb.org/view/1082069
ER  - 

TY  - RPRT
AN  - 01226643
AU  - Walubita, Lubinda F
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Texas Perpetual Pavements - New Design Guidelines
PY  - 2010/06
SP  - 54p
AB  - Since 2001, the State of Texas has been designing and constructing perpetual pavements on some of its heavily trafficked highways where the expected 20-year truck-traffic estimate of 18 kip ESALs is in excess of 30 million (TxDOT, 2001). To date, there are 10 in-service perpetual pavement (PP) sections. Based on the TxDOT initial design proposals (see Appendix A), a typical Texas PP structure consists of the following (TxDOT, 2001; Walubita et al., 2009a):  (1) about 22 inches total thickness of hot-mix asphalt (HMA) layers; (2) at least 8 inches thick treated (lime or cement) base material; and (3) a well compacted in-situ subgrade soil material. In 2005, a research study was initiated to validate, among other objectives, the Texas PP design concept and make recommendations for the future design of Texas PP structures (Walubita et al., 2009a). To achieve these objectives, various research tasks were completed including the following: 1. construction monitoring and compaction quality measurements; 2. extensive laboratory testing and material property characterization; 3. traffic and response measurements for structural evaluations; 4. field testing and periodic performance evaluations; 5. comparative mix-design evaluations; and 6. computational modeling and software evaluations. Based on the findings of the study (Walubita et al., 2009a), this report documents the revised guidelines and recommendations for the future design, construction, and performance evaluation of Texas PP structures. The recommendations include guidelines for structural thickness design, design software, response criteria, mix-design, and layer moduli values.
KW  - Guidelines
KW  - Pavement design
KW  - Pavement performance
KW  - Paving
KW  - Performance measurement
KW  - Perpetual pavements
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-4822-P6.pdf
UR  - https://trid.trb.org/view/987142
ER  - 

TY  - RPRT
AN  - 01226623
AU  - Williams, James C
AU  - Mattingly, Stephen P
AU  - Yang, Chulsu
AU  - University of Texas, Arlington
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment and Validation of Managed Lanes Weaving and Access Guidelines
PY  - 2010/06//Technical Report
SP  - 130p
AB  - The goal of this project was to establish spacing requirements for access points to managed lanes with respect to the location of entrance and exit ramps on the general purpose lanes of the freeway. Traffic entering the freeway destined for the managed lane must weave across the general purpose lanes. Traffic exiting the freeway from the managed lane must also perform this maneuver. The results are based on microscopic simulation using the VISSIM model. The simulation model was carefully calibrated using data collected on IH 635 (LBJ Freeway) in Dallas, Texas. A genetic algorithm was used in the calibration. The model was subsequently validated using data collected at a nearby site along IH 635. The weaving was analyzed as a Type C two-sided weave. Capacity was estimated by gradually increasing flow in the general purpose lanes for each set of conditions until the simulation model throughput was less than the input flows, indicating the formation of queues. The specific conditions included ramp flows (500 to 1250 veh/hour), ramp to managed lanes flows (100 to 400 veh/hour), general purpose lanes to managed lane flows (200 to 800 veh/hour), and length of weave (1000 to 4000 feet). The principal determinant for spacing was the weaving flow (ramp to managed lane flow), with a minimum weaving distance of 2000 to 3500 feet for flows from 200 to 400 veh/hour. A desirable minimum distance of 4000 feet was found. All results were for four general purpose lanes.
KW  - Access
KW  - Freeway operations
KW  - Managed lanes
KW  - Microscopic traffic flow
KW  - Simulation
KW  - VISSIM (Computer model)
KW  - Weaving traffic
UR  - http://www.uta.edu/ce/faculty/williams/report0-5578-1.pdf
UR  - https://trid.trb.org/view/982048
ER  - 

TY  - RPRT
AN  - 01226622
AU  - Walker, Roger S
AU  - Fernando, Emmanuel
AU  - University of Texas, Arlington
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Operations Manual for Portable Profiler - Installing and Using the Portable Profiler
PY  - 2010/06
SP  - 31p
AB  - This manual is divided into two sections. The first is using the UTA-Profiler Program with the portable profiler for generating surface profilers. The second is installing the portable profiler module on a typical van or truck. The calibration and initialization files used by the UTA-Profiler Program are compatible with the standard TxDOT files used with VAMOS and WinTK. Information on, deriving these files are explained in the TxDOT Profiler Operations Manual. The generated profile obtained when using the the UTA-Profiler Program with the portable profiler is consistent with the TxDOT PF9 VNET data file specifications and as such the generated profile can be directly used with current TxDOT and PROVAL application programs. The second section, installing the portable profiler module on a typical van or truck, provides a step by step process for mounting the portable profiler sensor module.
KW  - Computer program documentation
KW  - Installation
KW  - Manuals
KW  - Operations
KW  - Profiler van
KW  - Surface profilers
KW  - Utilization
UR  - http://ranger.uta.edu/~walker/Reports/Final_0-6004-P3.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34616/Final_0-6004-P3.pdf
UR  - https://trid.trb.org/view/987407
ER  - 

TY  - RPRT
AN  - 01226621
AU  - Missouri Department of Transportation
AU  - Illinois Department of Transportation
AU  - Indiana Department of Transportation
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - I-70 Dedicated Truck Lanes Feasibility Study Phase I Report: The Business Case for Dedicated Truck Lanes
PY  - 2010/06//Final Report
SP  - 28p
AB  - The I-70 Dedicated Truck Lanes Feasibility Study is conducted as part of the United States Department of Transportation (U.S. DOT) 2007 Corridors of the Future Program. Through this program, FHWA provided matching funding for a Coalition of four states (Indiana, Missouri, Ohio and Illinois) to conduct a two-phase feasibility study to determine the need, cost, risk, financing options and practicality to develop dedicated truck lanes (DTLs) on the Corridor. The study corridor is an 800-mile stretch of Interstate 70 (I-70), starting at the Ohio/West Virginia state line, extending west across Ohio, Indiana, Illinois and Missouri, ending just west of Kansas City, Missouri. Phase 1 is to provide an initial assessment of the business case for DTLs, in sufficient detail for the Corridor Coalition to make an informed decision on whether to continue to advance the concept on the Corridor. Phase 2 is intended to provide more detailed analyses of the concept, cost, risks, potential opportunities, financing options, practicality and strategy for the Coalition to continue to jointly study, develop, finance, construct, operate and maintain the I-70 Corridor as a unified facility. This report describes the Phase 1 development and testing of the business case for a dedicated truck lanes corridor in the I-70 study area. For this study, the business case is defined as a proposal that: (1) Identifies a problem or need; (2) Defines a solution; (3) Quantifies how much it will cost to implement the solution; (4) Estimates the return on investment (ROI) or cost avoidance (CA), i.e., reduced current or future costs that will be realized if the solution is implemented; and (5) Assesses the financial feasibility of the solution.
KW  - Costs
KW  - Dedicated lanes
KW  - Feasibility analysis
KW  - Financing
KW  - Illinois
KW  - Indiana
KW  - Interstate 70
KW  - Interstate highways
KW  - Missouri
KW  - Needs assessment
KW  - Ohio
KW  - Return on investment
KW  - Risk analysis
KW  - Truck lanes
UR  - http://www.infrastructureaustralia.gov.au/publications/files/PR_2010_Dedicated_Truck_Lanes_Feasibility_Study-Phase_I_Report.pdf
UR  - https://trid.trb.org/view/981342
ER  - 

TY  - SER
AN  - 01221041
JO  - TechBrief
PB  - Federal Highway Administration
TI  - Safety Effectiveness of the HAWK Pedestrian Crossing Treatment
PY  - 2010/06
SP  - 8p
AB  - The city of Tucson, Arizona, developed the High intensity Activated crossWalK (HAWK) pedestrian crossing beacon in the late 1990s to assist in pedestrian crossings, especially at major arterials with minor street intersections. Previous research found driver yielding percentages above 95 percent for the HAWK treatment, even on major streets with multiple lanes or higher speeds. Because of the limited number of treatments with high yielding rates for major arterials, the Federal Highway Administration (FHWA) sponsored this current study to evaluate the safety effectiveness of the HAWK device. This TechBrief provides a summary of the research findings, while the corresponding main technical report (FHWA-HRT- 10-042) provides additional details.
KW  - Arterial highways
KW  - Before and after studies
KW  - Crashes
KW  - Crosswalks
KW  - High intensity activated crosswalk (HAWK)
KW  - Pedestrian activated beacons
KW  - Pedestrian-vehicle crashes
KW  - Unsignalized intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/10045/10045.pdf
UR  - https://trid.trb.org/view/981979
ER  - 

TY  - RPRT
AN  - 01220485
AU  - Houston, Nancy
AU  - Wiegmann, John
AU  - Marshall, Robin
AU  - Kandarpa, Ram
AU  - Korsak, John
AU  - Baldwin, Craig
AU  - Sangillo, Jeff
AU  - Knisely, Susan
AU  - Graham, Kevin
AU  - Easton, Andrea Vann
AU  - Booz Allen Hamilton
AU  - HNTB Corporation
AU  - Federal Highway Administration
TI  - Information Sharing Guidebook for Transportation Management Centers, Emergency Operations Centers, and Fusion Centers
PY  - 2010/06//Final Report
SP  - 144p
AB  - This guidebook provides an overview of the mission and functions of transportation management centers, emergency operations centers, and fusion centers. The guidebook focuses on the types of information these centers produce and manage and how the sharing of such information among the centers can be beneficial to both the day-to-day and emergency operations of all the centers. Challenges exist to the ability to share information, and the guidebook addresses these challenges and options for handling them. The guidebook also provides some lessons learned and best practices identified from a literature search and interviews/site visits with center operators.
KW  - Data fusion
KW  - Data sharing
KW  - Disasters and emergency operations
KW  - Guidelines
KW  - Traffic control centers
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop09003/tmc_eoc_guidebook.pdf
UR  - https://trid.trb.org/view/980782
ER  - 

TY  - RPRT
AN  - 01208063
AU  - Miller, Sheryl
AU  - Kennedy, Jason F
AU  - Molino, John
AU  - Emo, Amanda
AU  - Rousseau, Gabriel
AU  - Tan, Carol
AU  - Do, Ann
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Operating Characteristics of the Segway™ Human Transporter
PY  - 2010/06//F
SP  - 68p
AB  - The objective of this research was to examine the operating characteristics of the Segway™ Human Transporter (HT). This final report provides empirical data on Segway™ HT acceleration and stopping distance (both planned and unplanned stops) as well as riders approach speed and clearance distance when navigating around obstacles. Such information can support a rational approach to the incorporation of Segway. HT traffic into regulating, planning, designing, and controlling shared-use paths and roadways. The results of the research described here will provide practitioners and policy makers with data to make informed decisions related to the use of Segway™ HTs on shared-use facilities.
KW  - Bicycle travel
KW  - Highway operations
KW  - Pedestrian traffic
KW  - Segway Human Transporter
KW  - Sidewalks
KW  - Stopping distances
KW  - Traffic speed
UR  - http://www.fhwa.dot.gov/publications/research/safety/10025/10025.pdf
UR  - https://trid.trb.org/view/968955
ER  - 

TY  - RPRT
AN  - 01208047
AU  - Bandini, Paola
AU  - Pham, Hung V
AU  - New Mexico State University, Las Cruces
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Transition from Manual to Automatic Rutting Measurements: Effect on Pavement Serviceability Index Values
PY  - 2010/06
SP  - 142p
AB  - The Pavement Serviceability Index (PSI) is used by New Mexico Department of Transportation (NMDOT) to express the serviceability level of a pavement section at the network level. The PSI is calculated with distress ratings (including rutting) and roughness data. Currently, rut depth data collected with two NMDOT-owned 3-point profilometers are not used as an input in the calculation of PSI values. The main goal of this project was to develop and recommend a procedure to substitute automated rut depth for rutting ratings from manual surveys. For planning and reporting purposes, it is important for NMDOT to maintain the consistency of the methods and data used to calculate PSI values and to document any change implemented so that comparisons of current and past conditions and performance evaluations of the network can be made. The transition from using manual survey ratings to automated rut depth measurements should introduce the smallest possible difference in the calculated PSI values and the overall condition rating of the highway network. Three procedures or approaches are presented and discussed. Regression analyses were applied to the rut depth and PSI data. Recommended Approach A proposed preserving the current PSI formulation and factors and converting the automated rut depth data into equivalent rutting ratings. Alternative Approach B proposed minor modifications to the PSI formulation. A third approach (Approach C) was considered and evaluated, but was not recommended. Results of the statistical tests performed on the data and results are also presented. The ratings from manual surveys and automated rut depth data were compared with detailed measurements of transverse profiles to evaluate the data from these two methods. This report includes an implementation plan for the recommended and alternative approaches.
KW  - Automation
KW  - Measurement
KW  - Profilometers
KW  - Regression analysis
KW  - Roughness
KW  - Rutting
KW  - Serviceability Index
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM08SAF-02%20RUTTING%20FINAL%20REPORT%20DISTRIBUTE%208-2010.pdf
UR  - http://ntl.bts.gov/lib/34000/34300/34359/NM08SAF-02_RUTTING_FINAL_REPORT_DISTRIBUTE_8-2010.pdf
UR  - https://trid.trb.org/view/968879
ER  - 

TY  - RPRT
AN  - 01206857
AU  - Sargand, Shad
AU  - Figueroa, J Ludwig
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Modeling of Pavement Response and Performance. Task A: Ohio
PY  - 2010/06//Technical Report
SP  - 175p
AB  - Over the years, the Ohio Department of Transportation has constructed several pavements with a range of designs and materials to study and improve overall statewide performance. These pavements require constant monitoring to determine how they perform over time and what mechanisms are at work to cause distress. One major effort was the DEL-23 Test Road where 40 asphalt concrete (AC) and portland cement concrete (PCC) test sections in the SPS-1, SPS-2, SPS-8 and SPS-9 experiments were constructed for the Strategic Highway Research Program (SHRP). While many sections have been replaced, many other sections remain in service. These remaining sections and seven PCC replacement sections need to be evaluated periodically. Perpetual AC pavement and long lasting PCC pavements were constructed on US-30 in Wayne County to compare the performance of these new designs and to reduce maintenance and the associated traffic delays. ATH-33 was a rigid pavement constructed in Nelsonville using blast furnace slag and fly ash as a partial replacement for cement. Sections with these materials were also cured with membrane and wet burlap to observe any differences in performance. ATH-50 was a rigid pavement with ground granulated blast furnace slag added to the concrete. A few stainless steel tube dowel bars filled with concrete and a few fiberglass dowel bars were installed and compared with standard epoxy coated steel dowel bars. LOG-33 was an AC pavement containing six different bases to determine their effect on performance. MEG-33 was a PCC pavement constructed partially on a clay subgrade and partially on a sandy subgrade. Some of the joints in both sections were sealed and some were unsealed to set up a test matrix of joint sealing and subgrade type. Various testing was performed at these sites, but the most common types of testing were falling weight deflectometer (FWD) and controlled vehicle testing with loaded dump trucks to measure responses to dynamic loading.
KW  - Asphalt concrete pavements
KW  - Concrete pavements
KW  - Dynamic loads
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Ohio
KW  - Pavement design
KW  - Pavement performance
KW  - Perpetual pavements
KW  - Rigid pavements
KW  - Special Pavement Sections (LTPP)
KW  - Strategic Highway Research Program
KW  - Test sections
UR  - http://worldcat.org/oclc/664559757/viewonline
UR  - http://ntl.bts.gov/lib/34000/34000/34079/134287_FR.pdf
UR  - https://trid.trb.org/view/968062
ER  - 

TY  - RPRT
AN  - 01173899
AU  - Russell, Mark
AU  - Uhlmeyer, Jeff S
AU  - Sexton, Tim
AU  - Weston, Jim
AU  - Baker, Tom
AU  - Washington State Department of Transportation
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Long-Term Pavement Performance and Noise Characteristics of Open-Graded Friction Courses – Project 3
PY  - 2010/06//Post-Construction and Performance Report
SP  - 56p
AB  - This experimental project is being conducted as a part of WSDOT’s effort to produce pavements that reduce the noise generated at the tire/pavement interface. Experimental sections of open-graded friction courses were built using asphalt rubber and SBS modified binders. A section of conventional Class ½ inch hot mix asphalt (HMA) serves as the control section for the two experimental sections. Sound intensity measurements were conducted using the On Board Sound Intensity (OBSI) method after construction. The most recent OBSI readings taken in December of 2009 indicated that the open-graded asphalt rubber and SBS modified sections were 3.5 to 2.0 decibels, respectively, quieter than the Class ½ inch HMA control section. This experimental evaluation will continue for the useful life of the pavement or a minimum of five years.
KW  - Asphalt rubber
KW  - Bituminous binders
KW  - Friction course
KW  - Measurement
KW  - Noise control
KW  - Onboard equipment
KW  - Open graded aggregates
KW  - Pavement performance
KW  - Rolling contact
KW  - Sound intensity
KW  - Styrene butadiene styrene
KW  - Tire/pavement noise
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/749.1.pdf
UR  - https://trid.trb.org/view/927762
ER  - 

TY  - RPRT
AN  - 01173869
AU  - Wang, Linbing
AU  - Druta, Cristian
AU  - Lane, D Stephen
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Methods for Assessing the Polishing Characteristics of Coarse Aggregates for
Use in Pavement Surface Layers
PY  - 2010/06//Final Contract Report
SP  - 47p
AB  - The predominant aggregate resources located in the western parts of Virginia are carbonate rocks. The mineral components of these rocks tend to be relatively soft and subject to abrasive wear under traffic that leads to a fairly rapid smoothing of the aggregate surface and the surface of pavements containing them. This smoothing or polishing leads to a loss of surface friction and thus skid resistance of the pavement, creating potential safety issues. As a consequence, surface courses of pavements are constructed with nonpolishing aggregates, which in the western districts can mean lengthy transport of materials. With rising economic and environmental costs associated with transportation, increasing the use of locally available materials through improved methods to discern subtle differences in polishing tendencies or blending of polishing with nonpolishing aggregates could translate into significant cost savings. In this study, a suite of carbonate aggregates suspected to show a range of polishing characteristics based on previous studies was selected for evaluation along with several sources currently used as nonpolishing aggregates. The aggregates were examined petrographically, and the carbonate sources were tested for insoluble residue and subjected to a dilute acid etch to form the basis for a tentative classification of polishing susceptibility. The aggregates were tested in the Micro-Deval apparatus using both the standard procedure for coarse aggregates and a cyclical A/P procedure with silica sand devised for this study to examine how the various aggregate types responded when subjected to various degrees of wearing under similar conditions. Following abrasion cycles, 2-D digital aggregate images were obtained and analyzed using specialized software to assess their morphological properties with emphasis on angularity and surface texture. These properties were assessed before and after abrasion to determine the degree and rate of change in surface texture as well as the texture distribution within an aggregate sample. In addition, pictures were taken of the exposed surfaces of three experimental pavement sections in the Virginia Department of Transportation’s Bristol District containing carbonate rock as the fine aggregate blended with nonpolishing coarse aggregate to visually assess the effect of traffic in the last 3 years. The carbonate rocks evaluated could be grouped according to polishing and wear tendency based on petrographic characteristics and mass loss in the Micro-Deval tests. Although visual distinctions could be discerned, these differences were not identified statistically by the image analysis program, but factors affecting the program were identified. A second phase of work is proposed that focuses on developing an accelerated pavement wearing protocol for assessing polishing tendencies and evaluating various mixtures of carbonate and nonpolishing aggregates.
KW  - Aggregates
KW  - Carbonate rocks
KW  - Coarse aggregates
KW  - Pavement design
KW  - Polishing (Aggregates)
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Wearing course (Pavements)
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-cr7.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37808/10-cr7.pdf
UR  - https://trid.trb.org/view/927802
ER  - 

TY  - RPRT
AN  - 01173863
AU  - Russell, Mark
AU  - Uhlmeyer, Jeff S
AU  - DeVol, Joe
AU  - Johnson, Chris
AU  - Weston, Jim
AU  - Washington State Department of Transportation
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Hot In-Place Recycle
PY  - 2010/06//Post-Construction Report
SP  - 78p
AB  - This report documents the construction of hot in-place recycled (HIPR) pavement on SR 542. HIPR is a process by which rehabilitation of the existing HMA pavement occurs on site in one operation. HIPR project selection, mix design, construction and testing are described. The HIPR process successfully rehabilitated the pavement on SR 542 while using less new material than a traditional HMA mill and fill. HIPR was found to reduce initial project cost and traffic disruptions were less than HMA paving. This project will be evaluated for five years at which time a final report documenting the HIPR performance will be produced.
KW  - Hot in-place recycling
KW  - Hot mix asphalt
KW  - Recycled materials
KW  - Rehabilitation (Maintenance)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/738.1.pdf
UR  - https://trid.trb.org/view/927765
ER  - 

TY  - RPRT
AN  - 01173829
AU  - Fox, Patrick J
AU  - Wu, T H
AU  - Trenner, Brian
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Bio-Engineering for Land Stabilization
PY  - 2010/06
SP  - 499p
AB  - A large number of slopes and embankments throughout Ohio are experiencing shallow slope failures and/or erosion problems. The aim of this study is to identify bioengineering methods to address the Ohio Department of Transportation’s (ODOT’s) slope stabilization needs in response to these occurrences. Bioengineering is an ecologically, and often economically, attractive alternative to conventional slope stabilization techniques. The objectives of this research are: 1) to identify important factors that control success or failure of bioengineering methods, 2) to develop installation techniques and designs for successful application of bioengineering methods, and 3) to provide thorough documentation to aid in the development of future design guides for bioengineering work for ODOT. Three field installations were conducted and monitored at demonstration sites located in Muskingum, Logan and Union Counties. Results indicate that biostabilization methods can be effective for the stabilization of shallow (less than 3 – 4 ft.) slides if vegetation can be established. Establishment of vegetation is dependent on local soil and climate conditions, especially during the first growing season after installation. The use of instrumentation (tensiometers, piezometers) can be effective in predicting vegetation survivability. Side-by-side panel comparisons indicated that varying installation techniques do not affect the survivability of live willow poles. The cost of bioengineering stabilization, if properly planned and implemented, is expected to be approximately 25% less than that of conventional methods.
KW  - Bioengineering
KW  - Embankments
KW  - Instrumentation
KW  - Slope stability
KW  - Soil stabilization
KW  - Vegetation
UR  - http://worldcat.org/arcviewer/3/OHI/2010/09/20/H1284992765368/viewer/file1.pdf
UR  - https://trid.trb.org/view/934338
ER  - 

TY  - RPRT
AN  - 01173823
AU  - Quinley, Rich
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - WIM Data Analyst’s Manual
PY  - 2010/06//Technical Manual
SP  - 186p
AB  - This manual provides information and recommended procedures to be utilized by an agency’s Weigh-in-Motion (WIM) Office Data Analyst to perform validation and quality control (QC) checks of WIM traffic data. This manual focuses on data generated by WIM systems that have the capability to produce high quality data. Many of the recommended data QC procedures are dependent upon data containing wheel loads (in conformance with the Type I WIM system requirements of ASTM E 1318). This manual has been developed to ensure that high quality WIM data is collected and used to produce reliable and representative load spectra for input into the Mechanistic-Empirical Pavement Design Guide (M-E PDG) software resulting in reliable and predictable pavement designs. While this is the primary use, there are many other uses including performing checks on data generated by systems that produce only axle load data.
KW  - Data collection
KW  - Data quality
KW  - Manuals
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Quality control
KW  - Traffic data
KW  - Weigh in motion
KW  - Wheel loads
UR  - http://www.fhwa.dot.gov/pavement/wim/pubs/if10018/if10018.pdf
UR  - https://trid.trb.org/view/927799
ER  - 

TY  - RPRT
AN  - 01172520
AU  - Garber, Nicholas J
AU  - Haas, Phillip R
AU  - Gosse, Conrad
AU  - University of Virginia, Charlottesville
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Safety Performance Functions for Two-Lane Roads Maintained by the Virginia Department of Transportation
PY  - 2010/06//Final Report
SP  - 64p
AB  - In recent years, significant effort and money have been invested to enhance highway safety. As available funds decrease, the allocation of resources for safety improvement projects must yield the maximum possible return on investment. Identifying highway locations that have the highest potential for crash reduction with the implementation of effective safety countermeasures is therefore an important first step in achieving the maximum return on safety investment. This study was undertaken to develop safety performance functions (SPFs) for use in Virginia in conjunction with SafetyAnalyst™, a computerized analytical tool that can be used for prioritizing safety projects. A safety performance function is a mathematical relationship (model) between frequency of crashes by severity and the most significant causal factors of crashes for a specific type of road. Although the SafetyAnalyst User’s Manual recommends four SPFs for two-lane segments, these SPFs were developed using data from Ohio. Because the transferability of these SPFs to other states could not be guaranteed by the developers of the four recommended SPFs, it is necessary to calibrate or develop valid SPFs for each state using appropriate data from the state. In this study, annual average daily traffic (AADT) was used as the most significant causal factor for crashes, emulating the SPFs currently suggested by SafetyAnalyst. SPFs for two-lane roads in Virginia were developed for total crashes and combined fatal plus injury crashes through generalized linear modeling using a negative binomial distribution for the crashes. Models were developed for urban and rural areas separately, and in order to account for the different topographies in Virginia, SPFs were also separately developed for three regions in Virginia. A total of 139,635 sites were identified for use in this study. Each site is a segment of a rural or urban two-lane road without an intersection for which AADT data were available for the years 2003 through 2007 inclusive and no change in facility type had occurred over that period. A comparative analysis based on the Freeman-Tukey R² coefficient was then conducted between the relevant Ohio SPFs suggested for use in the SafetyAnalyst User’s Manual and those specifically developed in this study for Virginia to determine which set of models better fit the Virginia data. In general, the results indicated that the SPFs specifically developed for Virginia fit the Virginia data better. The final step in this methodology was to illustrate the value of SPFs developed through an analysis of sample sites and the need of the sites for safety improvement based on SPFs as compared to crash rates. The results indicated that prioritization using the empirical Bayes method that incorporates the SPFs resulted in a higher potential for reduction in crashes than did prioritization using crash rates. The effective use of SafetyAnalyst will facilitate the identification of sites with a high potential for safety improvement, which, in turn, with the implementation of appropriate safety improvements, will result in a considerable reduction in crashes and their severity.
KW  - Annual average daily traffic
KW  - Calibration
KW  - Empirical Bayes method
KW  - Highway safety
KW  - Rural areas
KW  - Safety performance functions
KW  - SafetyAnalyst (Software)
KW  - Strategic planning
KW  - Two lane highways
KW  - Urban areas
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r25.pdf
UR  - https://trid.trb.org/view/933278
ER  - 

TY  - RPRT
AN  - 01172519
AU  - Katicha, Samer W
AU  - Izeppi, Edgar de Leon
AU  - Flintsch, Gerardo W
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Multivariate Volumetric Specifications and Dynamic Modulus as a Quality Measure for Asphalt Concrete Materials
PY  - 2010/06//Final Contract Report
SP  - 52p
AB  - The Virginia Department of Transportation (VDOT) has worked toward end-result specifications (ERSs) in asphalt concrete since the mid-1960s. As stated by Hughes et al. (2007), true ERSs can lead to a reduction in VDOT’s overall inspection force resulting in considerable savings and allow for the reallocation of inspection resources to key construction and placement processes that cannot be measured upon delivery (e.g., joint tacking and construction platform preparation). The latest efforts toward this end were conducted by Hughes et al. (2007) who suggested expanding the quality measures for asphalt concrete acceptance to include the asphalt concrete volumetric properties of voids in total mix (VTM) and voids in mineral aggregates (VMA), along with the already used asphalt content (AC) and gradation. This report builds on that and further investigates, through the use of the asphalt concrete dynamic modulus, how performance-related ERSs can be introduced into a quality assurance (QA) plan. Specifically, the report 1) documents the current variability of VTM, VMA, and AC; 2) explores different QA specification plans; and 3) develops and applies a method to predict asphalt concrete rutting performance from asphalt concrete dynamic modulus test results using the mechanistic-empirical pavement design guide (MEPDG). Contractor volumetric test results (for the years 2006 through 2008) for VTM, VMA, and AC were obtained from VDOT’s central database for production asphalt concrete. Statistical measures of mean, variance and covariance were calculated. The experimental distribution of test results for each of the three volumetric measures was obtained and compared to the normal (Gaussian) distribution. This research used these data and exploratory analysis to present alternative QA plans, which ranged from a simple univariate plan to a multivariate percent within limits (PWL) plan. The choice of a specific plan to implement depends, among other criteria, on the variable—more specifically on the correlation between these variables—that are included as part of this plan. The PWL method for “uncorrelated” variables (in this case VTM and AC) is recommended as it presents a sound statistical approach that avoids the complexities that result from incorporating correlated variables. With advances in mechanistic-empirical pavement design methods (specifically the new MEPDG), a framework for performance-related ERSs is now available. The dynamic modulus as a function of temperature and frequency is the main asphalt concrete material input property in the MEPDG. It has significant influence on distress prediction, which makes it a quality candidate test for performance-related ERSs. A principal technical barrier to using the dynamic modulus test is the time required to perform the test temperature sweep. To address this obstacle, this report presents a method to reduce the required number of tests to characterize asphalt concrete rutting characteristics. It demonstrates that a single dynamic modulus test is sufficient to estimate asphalt concrete rutting potential as calculated by the MEPDG. This is an initial step towards using the dynamic modulus in performance-related ERSs. However, actual implementation still depends on broader acceptance and use of the dynamic modulus testing equipment and procedures, as well as the proper calibration of the MEPDG distress models to reflect observed field performance. If and when this is accomplished, the method can be extended to fatigue cracking.
KW  - Aggregate gradation
KW  - Air voids
KW  - Asphalt concrete
KW  - Asphalt content
KW  - Dynamic modulus of elasticity
KW  - End result specifications
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Percent within limits
KW  - Quality assurance
KW  - Rutting
KW  - Specifications
KW  - Voids in mineral aggregate
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-cr8.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37807/10-cr8.pdf
UR  - https://trid.trb.org/view/933257
ER  - 

TY  - RPRT
AN  - 01172518
AU  - Fitch, G Michael
AU  - Roosevelt, Daniel S
AU  - Moruza, Audrey K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Determining the Maintenance Superintendent and Facility Needs for Residencies in the Virginia Department of Transportation
PY  - 2010/06//Final Report
SP  - 33p
AB  - In the spring of 2007, the Virginia Department of Transportation (VDOT) began the process of reducing the number of superintendents and facilities dedicated to ordinary maintenance tasks. The need to downsize was the direct result of the requirement in House Bill 667 passed by the Virginia General Assembly in the 2006 session to outsource all normal interstate maintenance. The purpose of this study was to develop a procedure to assist VDOT in determining the number of superintendents needed to oversee and manage maintenance in each residency and the number of facilities needed to support their maintenance operations. Current superintendent (Transportation Operations Manager II)) workloads were quantified and calculated for each VDOT residency based on a limited number of workload parameters and a workload boundary representing the maximum observed workload for any combination of the parameters. Reductions in the number of superintendent positions were then made without exceeding the maximum current workloads for residencies. Deicing chemical storage capacity and maximum travel time to residency limits were determined to be the factors related to the number of necessary facilities. The minimum number of facilities to be retained by each residency was determined using residency-specific data related to these two factors. The procedure for determining the appropriate number of area headquarters superintendents and maintenance facilities was presented to and accepted by Virginia’s Commonwealth Transportation Board in the fall of 2006. Reductions in the numbers of superintendent positions and facilities began taking place in the spring of 2007. Beginning with 213 superintendents at 207 maintenance area headquarters (AHQ) in 2006, the study presented in this report recommended a reduction of 35 superintendents, whereas the final plan issued by VDOT in 2007 called for a reduction of 32 superintendents. Similarly, the study presented here recommended a reduction of 35 AHQ facilities, whereas the final plan issued by VDOT called for a reduction of 31 AHQ facilities. The decisions leading to the differences between the recommended and effected reductions in superintendents and AHQ facilities, resulted from both public comment and internal VDOT comment and are beyond the scope of this study.
KW  - Downsizing
KW  - Maintenance facilities
KW  - Maintenance personnel
KW  - Managerial personnel
KW  - Supervisors
KW  - Virginia Department of Transportation
KW  - Workload
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r9.pdf
UR  - https://trid.trb.org/view/933267
ER  - 

TY  - RPRT
AN  - 01172517
AU  - Izeppi, Edgar de Leon
AU  - Flintsch, Gerardo W
AU  - McGhee, Kevin K
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Field Performance of High Friction Surfaces
PY  - 2010/06//Final Contract Report
SP  - 32p
AB  - This report describes an evaluation of high friction surface (HFS) systems. The goal of this evaluation was to develop guidance for agencies when considering whether an HFS was an appropriate solution when addressing specific instances of low skid resistance and/or especially high friction demand. HFS systems are specially designed thin surface treatments that provide significant additional skid resistance of pavements and bridge decks without significantly affecting other qualities of the surface such as noise, ride quality, or durability. This report documents the location and climatic conditions where some of these systems are placed, recounts the experiences reported by the agencies that were responsible for their placement, and summarizes key HFS service-level indicators (friction and texture). The agency experiences include a sample benefit-cost analysis from an installation in Wisconsin that justified an HFS application through crash reductions that resulted following the measured increase in skid resistance. Analysis of the service-level indicators included development of the coefficients necessary to obtain the International Friction Index (IFI) values for each of the tested systems. Review of the IFI values suggested that more experiments with different types of wearing surfaces, to include HFS systems as well as more conventional surface treatments, are necessary in order to demonstrate the validity of the speed gradient and friction coefficients recommended by the ASTM standard for the IFI.
KW  - Benefit cost analysis
KW  - Bridge decks
KW  - Climate
KW  - Friction
KW  - Friction course
KW  - International Friction Index
KW  - Pavements
KW  - Skid resistance
KW  - Surface course (Pavements)
KW  - Texture
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-cr6.pdf
UR  - https://trid.trb.org/view/933253
ER  - 

TY  - RPRT
AN  - 01172516
AU  - Miller, John S
AU  - Garber, Nicholas J
AU  - Korukonda, Santhosh K
AU  - University of Virginia, Charlottesville
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Causal Factors for Intersection Crashes in Northern Virginia
PY  - 2010/06//Final Report
SP  - 63p
AB  - Intersection crashes cost the nation more than $40 billion annually, account for more than one-fifth of all highway crash fatalities nationally, and totaled almost 75,000 in the Virginia Department of Transportation’s (VDOT's) Northern Virginia District for the period 2001 through 2006. Although VDOT maintains several databases containing more than 170 data elements with detailed crash, driver, and roadway attributes, it was not clear to users of these databases how these data elements could be used to identify causal factors for these intersection crashes for two reasons: (1) the quality of some of the data elements was imperfect, and (2) and random variation is inherent in crashes. This study developed an approach to address these two issues. To address the first issue, the completeness and accuracy of the 179 data elements that comprise the VDOT CRASHDATA database were assessed. For the 76 data elements for which the quality of the data was imperfect, eight rules for using these elements were developed. The rules indicate which data elements should be used in certain circumstances; which data elements are incomplete; and how to manipulate the data for certain applications. To address the second issue, classification trees and crash estimation models (CEMs) were developed. The trees showed that specific causal factors, such as the approach alignment or surface condition, successfully indicate whether a given crash was a rear-end or angle crash. By extension, the trees suggested that intersection crashes were not purely random. Accordingly, it was feasible to develop CEMs that for 17 intersection classes predicted the number of crashes for a 1-year period for four crash types: rear-end, angle, injury, and total. The 68 CEMs showed deviance-based pseudo R-square values between 0.07 and 0.74, suggesting that the causal factors explained some, but not all, of the variation in intersection crashes. The CEMs varied by intersection class. Two actions with regard to crash data analysis may be taken as detailed in this report. First, the eight crash data quality rules developed in this study should be considered for use on a case-by-case basis for studies requiring intersection crash data. Second, when they are collected at the crash scene, the variables that successfully classified rear-end and angle crashes may be given increased attention such that every effort is made to ensure these data elements are accurately recorded.
KW  - Crash causes
KW  - Crash data
KW  - Crashes
KW  - Data quality
KW  - Intersections
KW  - Mathematical models
KW  - Northern Virginia
KW  - Safety management
KW  - Trees (Mathematics)
UR  - http://vtrc.virginiadot.org/PUBDetails.aspx?Id=298127
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r22.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37810/10-r22.pdf
UR  - https://trid.trb.org/view/933269
ER  - 

TY  - RPRT
AN  - 01172514
AU  - Kastenhofer, Ilona O
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - An Examination of Practices for Retrofitting Existing Roads with Sidewalks in the United States
PY  - 2010/06//Final Report
SP  - 34p
AB  - In Virginia, as in the United States, many roads were built without sidewalks. With steadily increasing efforts to develop a more balanced, multimodal transportation system, missing sidewalks pose a unique connectivity issue. Although the Virginia Department of Transportation (VDOT) Policy for Integrating Bicycle and Pedestrian Accommodations allows for the construction of bicycle and pedestrian facilities separate from highway construction, it does not specifically address the issue of missing sidewalks. The purpose of this study was to identify and examine current practices relating to retrofitting existing roads with sidewalks in order to provide VDOT with guidance on addressing the issue of missing sidewalks in its transportation system. Three tasks were performed to achieve the study objectives. First, a literature review was conducted to identify material that addressed issues relating to retrofitting existing roads with sidewalks. Second, VDOT’s current practices were documented and reviewed based on a survey and interviews of district staff. Third, the practices of state departments of transportation (DOTs) and selected localities were identified based on a survey of the DOT and locality representatives, the literature review, and a search of agency websites. With regard to the literature review, no publication focusing on the topic of missing sidewalks was found. Most of the literature was focused on accommodations for pedestrians along newly constructed roads and on operational issues for existing pedestrian facilities. With regard to VDOT’s current practices, VDOT has no current policy to construct missing sidewalks. No VDOT district has an inventory of sidewalks or missing sidewalks or any “wish-list” for sidewalk connections. Further, there is no prioritization method should more requests for sidewalk connections be received than is possible to accommodate. Although VDOT has completed a limited number of projects to provide missing sidewalks, there is no dedicated funding source to address future requests. Most state DOTs are similar to VDOT in not having a program to construct missing sidewalks. Experiences of localities across the United States show successful sidewalk retrofit programs, which focus on targeted areas with high pedestrian activity. The study recommends that VDOT develop guidelines for identifying, prioritizing, and constructing missing sidewalks. Such guidelines are expected to provide guidance relating to identifying high-priority targeted areas for constructing missing sidewalks, prioritizing needed projects, and identifying funding options.
KW  - Guidelines
KW  - Literature reviews
KW  - Policy
KW  - Retrofitting
KW  - Sidewalks
KW  - State of the practice
KW  - Surveys
KW  - United States
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r4.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37811/10-r4.pdf
UR  - https://trid.trb.org/view/933261
ER  - 

TY  - RPRT
AN  - 01165362
AU  - Sillars, David N
AU  - Scholz, Todd
AU  - Hallowell, Matt
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of QA Procedures at the Oregon Department of Transportation
PY  - 2010/06//Final Report
SP  - 130p
AB  - This research explored the Oregon Department of Transportation (ODOT) practice of Independent Assurance (IA), for validation of the contractor’s test methods, and Verification, for validation of the contractor’s Quality Control (QC) data. The intent of the project was to discover whether adjusted or additional processes for comparison between ODOT’s test results and the contractor’s test results may be available to improve confidence regarding whether the contractor’s test results are reliable. It was found that ODOT utilizes a combination IA/Verification process that uses the comparison of single results for its IA and Verification decisions. Based on statistical principles, published literature, FHWA guidance, and a small case study, recommendations were made that ODOT establish the breadth of systematic testing bias and that the IA and Verification processes be enhanced to include statistically-based comparison tests, including the often-used t-test and F-test.
KW  - Contractors
KW  - Independent assurance
KW  - Oregon Department of Transportation
KW  - Quality assurance
KW  - Quality control
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/QA-QC.pdf
UR  - https://trid.trb.org/view/925074
ER  - 

TY  - RPRT
AN  - 01164860
AU  - Battaglia, Irene K
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Concrete Inlay for Continuously Reinforced Concrete Pavement Rehabilitation
PY  - 2010/06//Final Report
SP  - 17p
AB  - In 1996, the Wisconsin Department of Transportation (WisDOT) constructed a concrete inlay test section on I‐43 in Manitowoc County. The existing pavement was continuously reinforced concrete pavement (CRCP) constructed in 1978 and was badly deteriorated with punch‐outs. In the area of the 2777‐ft test section, the existing pavement was removed, the foundation was replaced with a drained system, and an 11‐in. jointed plain concrete pavement (JPCP) concrete inlay was constructed. The remainder of the project, including a control section, received CRCP patching and a hot mix asphalt (HMA) overlay ranging in thickness from 3 to 6 in. The pavement was evaluated after 14 years in service. The concrete inlay was in excellent condition. Only isolated slab cracking was noted. The 6‐in. HMA overlay control section had more distresses, most notably transverse cracking. The Pavement Distress Index (PDI) values for the test and control sections were 7 and 43, respectively. A series of life cycle cost analyses (LCCAs) using 1996 construction costs showed that the HMA overlay rehabilitation alternative was more cost‐effective than concrete inlay. Because it is not the most cost‐effective large‐scale pavement rehabilitation alternative, concrete inlay is not recommended for routine use on Wisconsin roadways.
KW  - Bituminous overlays
KW  - Continuously reinforced concrete pavements
KW  - Cost effectiveness
KW  - Jointed plain concrete pavements
KW  - Life cycle costing
KW  - Manitowoc County (Wisconsin)
KW  - Pavement Distress Index
KW  - Rehabilitation (Maintenance)
KW  - Transverse cracking
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/fep-04-10concreteinlay.pdf
UR  - http://ntl.bts.gov/lib/33000/33500/33597/fep-04-10concreteinlay.pdf
UR  - https://trid.trb.org/view/925747
ER  - 

TY  - RPRT
AN  - 01164067
AU  - Durham, Stephan A
AU  - Cavaliero, Robert W
AU  - University of Colorado, Denver
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of CDOT Specifications for Class H and HT Crack Resistant Concrete
PY  - 2010/06//Final Report
SP  - 200p
AB  - This study examined the performance of concrete mixtures designed to increase cracking resistance for Colorado bridge decks. The current Colorado Department of Transportation Class H and HT concrete mixtures and nine other mixtures were investigated to aid in the development of a more crack resistant concrete specification. A total of eleven concrete mixtures were designed, batched, and tested for their fresh and hardened concrete performance. Specifically, the designs differed by type of cement, water cement ratio (w/cm), cement content, supplementary cementitious materials (SCMs), use of chemical admixtures, and aggregate type. Compressive strength, permeability, freeze-thaw resistance, and restrained shrinkage cracking were evaluated and documented in this report. Lower w/cm resulted in high early compressive strengths and rates of strength and strain development. Increasing the w/cm to 0.44 and Class F fly ash replacement levels up to 30% was beneficial in controlling strength gain. A low cement content mixture with increased w/cm and fly ash replacement proved to be beneficial. When SCMs were not utilized, a low cement content of 6.0 bags was beneficial. When SCMs were used, increased cement content helped to maintain the same properties. Type G, coarse-ground cement was beneficial to strain and strength at the higher w/cm of 0.42 and low cementitious materials content. At a lower w/cm of 0.38, the mixture behaved similarly to the control mixture fabricated using Type II cement, developing strain and strength at an average rate. A high dosage rate of a shrinkage reducing admixture was extremely beneficial in controlling both the development rate and ultimate strain of the mixture, while maintaining adequate development of ultimate strength at all ages. An average dosage rate of a set retarder only retarded the initial strength development slightly. After 1 day of age, the development of strength and strain was substantially increased. Although the concrete containing the set retarder reached higher compressive strengths more quickly than anticipated, the concrete did not crack in the AASHTO PP34 test and was moderately durable. To implement this research: increase maximum allowable w/cm from 0.42 to 0.44; increase maximum allowable cement replacement with Class F fly ash from 20-30%; allow the use of cement replacement with ground-granulated blast furnace slag up to 50%; incorporate the use of a shrinkage reducing admixture at high dosage rates; incorporate the use of a set retarder admixture at average dosage rates; and decrease cementitious content to 564 lb/cy when SCMs are not used.
KW  - Bridge decks
KW  - Cement content
KW  - Compressive strength
KW  - Concrete
KW  - Cracking
KW  - Fly ash
KW  - Granulated slag
KW  - Mix design
KW  - Retarders (Concrete)
KW  - Shrinkage reducing admixtures
KW  - Specifications
KW  - Supplementary cementing materials
KW  - Water cement ratio
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/classhconcrete/at_download/file
UR  - http://ntl.bts.gov/lib/33000/33200/33296/class_h_concrete.pdf
UR  - https://trid.trb.org/view/924730
ER  - 

TY  - RPRT
AN  - 01164066
AU  - Pulley, Alex K
AU  - Baird, Kate
AU  - Felsburg, Holt and Ullevig, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Re-Use Options for Used Traction Sand
PY  - 2010/06//Final Report
SP  - 95p
AB  - The Colorado Department of Transportation (CDOT) uses approximately 24,000 tons of traction sand annually, especially in mountain locations. Once traction sand is applied, street sweepers reclaim approximately 50% of the sand, which is either stockpiled at a maintenance facility or disposed of in a landfill. The remaining 50% is left on the roadway and can collect in water quality ponds and rivers due to precipitation events. This research project consolidated physical and chemical characterization data on reclaimed traction sand from multiple mountainous areas in Colorado. The Principal Investigator determined that heavy metal contamination in the reclaimed sand is within naturally occurring levels and does not pose a risk to human health through the comparison to natural background and risk-based soil values. Additional volatile organic compounds and semi-volatile organic compound characterization sampling is required for the Colorado Department of Public Health and Environment (CDPHE) to approve beneficial re-uses. A simple bench-scale composting test was conducted to determine if elevated petroleum levels could be reduced through natural bioremediation. These results indicated that the simple actions did not reduce the levels to below regulatory levels. A market analysis and cost-benefit analysis demonstrated that an aggregate material that meets CDOT specifications could be prepared at a reasonable cost by combining the reclaimed materials with a coarse aggregate supplement. Prior to the use of any salvaged traction sand material, federal and state regulations require that the material be approved by the CDPHE.
KW  - Benefit cost analysis
KW  - Colorado
KW  - Market analysis
KW  - Mountain roads
KW  - Recycling
KW  - Sand
KW  - Traction
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/tractionsand/view
UR  - http://ntl.bts.gov/lib/33000/33200/33297/traction_sand.pdf
UR  - https://trid.trb.org/view/924736
ER  - 

TY  - RPRT
AN  - 01164065
AU  - Scholz, Todd V
AU  - Darra, Suraj
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Density Measurement Verification for Hot Mix Asphalt Concrete Pavement Construction
PY  - 2010/06//Final Report
SP  - 350p
AB  - Oregon Department of Transportation (ODOT) requires a minimum density for the construction of dense-graded hot mix asphalt concrete (HMAC) pavements to ensure the likelihood that the pavement will not experience distresses that reduce the expected service life of the pavement. Currently, the ODOT Standard Specifications call for density measurements for both quality control and quality assurance testing to be made using nuclear density gauges that are calibrated using reference blocks. Hence, acceptance (i.e., purchase) of the HMAC pavement (or portions thereof) relies on the accuracy of the measurements. However, it has been observed that density measurement results using nuclear gauges have been questionable on a number of projects and that repeatability and reproducibility with the same gauge and between gauges have also been unattainable. Further, these observations have called into question the confidence placed in the use of nuclear gauges for determining HMAC pavement density. The overall objective of the project was to recommend a system that accurately quantifies density of dense-graded HMAC pavements. This involved critically evaluating how ODOT currently measures HMAC density, investigating and evaluating what other agencies do to measure HMAC density, and conducting testing and analysis of alternate ways of measuring HMAC density (e.g., by measuring the density of cores). Statistical analyses comparing nuclear gauge measurements to core densities provided convincing evidence that correlation of nuclear gauge measurements to core densities is necessary to ensure accurate results from nuclear gauges. Analyses comparing correlation factors across lifts of pavements constructed under three differing construction scenarios provided strong evidence to suggest correlation factors established for one lift can be used on other lifts under certain constraints. Correlations are recommended for all gauges on each lift and whenever a new mix design is introduced. ODOT should implement use of the CoreLok device for measuring densities of pavement cores and laboratory-prepared specimens as well as further investigate the use of electromagnetic gauges for in-place HMAC density measurement.
KW  - Asphalt concrete
KW  - CoreLok
KW  - Cores (Specimens)
KW  - Correlation analysis
KW  - Dense graded asphalt mixtures
KW  - Density
KW  - Hot mix asphalt
KW  - Nuclear density gages
KW  - Paving
KW  - Quality assurance
KW  - Quality control
KW  - Statistical analysis
UR  - http://ntl.bts.gov/lib/33000/33200/33292/Hot_Mixed_AsphaltCP.pdf
UR  - https://trid.trb.org/view/924646
ER  - 

TY  - RPRT
AN  - 01163737
AU  - Agent, Kenneth R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Roadway Related Tort Liability and Risk Management
PY  - 2010/06//Final Report
SP  - 179p
AB  - This workbook provides government employees background information related to tort liability and risk management.  Past experience with lawsuits against government entities are summarized.  The reasons for the lawsuits and results are analyzed.  The objective is to provide an understanding of the basis for past claims so the number of future claims and awards can be reduced.  This will result in the ultimate objective of reducing highway crashes.  Based on the results of the data analysis and the review of the background material, recommendations are made for consideration.  Many of the recommendations deal with various types of documentation.
KW  - Crashes
KW  - Kentucky
KW  - Kentucky Transportation Cabinet
KW  - Lawsuits
KW  - Manuals
KW  - Risk management
KW  - State departments of transportation
KW  - Tort liability
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_07_SPR_399_10_1F.pdf
UR  - https://trid.trb.org/view/923899
ER  - 

TY  - RPRT
AN  - 01163232
AU  - Knapp, Keith K
AU  - Utecht, Brad
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
TI  - Application of a Rural Safety Policy Improvement Index (RSPII) Framework
PY  - 2010/06//Final Report
SP  - 67p
AB  - Six legislatively-based safety improvement measures (LSIMs) were proposed for evaluation within a rural safety policy improvement index (RSPII) framework during Phase I of this project. This report documents the step-by-step application of the RSPII framework and its rural roadway crash fatality reduction results for these LSIMs. Several approaches to the framework application were completed for each LSIM and the results compared. It was estimated (based on the selection of one framework outcome for each LSIM) that rural roadway crash fatalities could be reduced by 209 from the primary enforcement of seat belt use, 299 from universal motorcycle helmet use, 322 from the regular application of sobriety checkpoints, 120 from graduated driver licensing program upgrades, 268 from the mandatory ignition interlock installation, and 699 from automated speed enforcement. These estimates cannot be summed, however, because the fatalities impacted by these LSIMs sometimes overlap. The assumptions and generalizations required to overcome challenges to the RSPII framework application will also have an impact on its results. Additional LSIM research is suggested and it is recommended that the estimates in this report be used as a starting point for rural roadway safety discussions and the completion of more accurate individual state RSPII framework applications.
KW  - Alcohol ignition interlock devices
KW  - Automated speed enforcement
KW  - Behavior modification
KW  - Crashes
KW  - Fatalities
KW  - Graduated licensing
KW  - Highway safety
KW  - Motorcycle helmets
KW  - Policy
KW  - Primary enforcement laws
KW  - Rural highways
KW  - Rural travel
KW  - Safety improvement
KW  - Safety index
KW  - Seat belts
KW  - Sobriety checkpoints
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1392
UR  - https://trid.trb.org/view/923815
ER  - 

TY  - RPRT
AN  - 01162216
AU  - Federal Highway Administration
TI  - I-15 Corridor and local arterial improvements : environmental impact statement
PY  - 2010/06//Volumes held: Draft, Draft Appendix, Final, Final Appendix
KW  - Environmental impact statements
KW  - Nevada
UR  - https://trid.trb.org/view/923202
ER  - 

TY  - RPRT
AN  - 01165273
AU  - Lopez de Murphy, Maria
AU  - Kim, Jubum
AU  - Sang, Zi
AU  - Xiao, Chao
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Determining More Effective Approaches for Grouting Shear Keys of Adjacent Box Beams
PY  - 2010/05/31/Final Report
SP  - 116p
AB  - The objective of this project was to evaluate improved design and construction practices that have the potential to reduce shear key grout failure (cracking) in PennDOT precast box beam bridges.  This objective was met by conducting a state-of-the-practice literature review, numerical parametric studies, and experimental verification tests.  The literature review presented four possible parameters that have the potential to reduce cracking: (1) shear key configuration, (2) grouting material, (3) transverse post-tensioning, and (4) bearing pad details.  Experimental tests of shear key connections were conducted.  Results from these tests were used to validate finite element models of the shear key region.  A grillage analysis of a selected bridge configuration was conducted to determine the maximum live-load effects experienced by the shear key.  A parametric study using finite element analysis showed that a full-depth, epoxy-grouted shear key could significantly reduce the likelihood of cracking.  Moreover, the amount of post-tensioning and the effect of bearing pad at supports also play an important role in reducing the maximum tensile stress and thus cracking.
KW  - Box girders
KW  - Bridge bearing pads
KW  - Bridge construction
KW  - Bridge design
KW  - Cracking
KW  - Epoxides
KW  - Grout
KW  - Grouting
KW  - Posttensioning
KW  - Shear keys
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Approaches%20for%20Grouting%20Shear%20Keys%20of%20Adjacent%20Box%20Beams.pdf
UR  - http://ntl.bts.gov/lib/33000/33300/33302/Approaches_for_Grouting_Shear_Keys_of_Adjacent_Box_Beams.pdf
UR  - https://trid.trb.org/view/924788
ER  - 

TY  - ABST
AN  - 01463957
TI  - Synthesis of Information Related to Highway Problems. Topic 42-01. Practices and Guidelines for the Incorporation and Use of Geotechnical Information in Design-Build Projects
AB  - The use of the Design-Build alternate delivery method by state agencies for transportation projects is increasing each year. There appears to be significant variability in the current practice regarding the level of geotechnical information provided with bid documents and required after award, the level of geotechnical-related performance testing during construction and the contract provisions related to geotechnical design and construction.
KW  - Best practices
KW  - Construction
KW  - Design build
KW  - Geotechnical engineering
KW  - Guidelines
KW  - Planning and design
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2937
UR  - https://trid.trb.org/view/1232185
ER  - 

TY  - ABST
AN  - 01464074
TI  - Research for the AASHTO Standing Committee on the Environment. Task 68. Implementing Measures to Reduce Highway Impacts on Habitat Fragmentation
AB  - The objective of this research is to select existing techniques and measures identified in recent research and synthesis reports to provide a recommended set of practical solutions to the impacts of highway-induced wildlife habitat fragmentation. Solutions identified and recommended shall be those that can be immediately implemented, using readily available technology, are cost-effective, and provide significant habitat connectivity benefits. They shall include measures to address both terrestrial and aquatic resource fragmentation impacts.<div></div><div></div>
KW  - Environmental impacts
KW  - Fragmentation
KW  - Habitat (Ecology)
KW  - Highways
KW  - Impact tests
KW  - Wildlife
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2851
UR  - https://trid.trb.org/view/1232302
ER  - 

TY  - ABST
AN  - 01464191
TI  - Sag Vertical Curve Design Criteria for Headlight Sight Distance
AB  - Headlamp sight distance is one of four design criteria for sag vertical curves and is the most often used of the four criteria. The current criterion bases the length of a sag curve on the distance illuminated by a headlamp beam that diverges at 1 degree above the horizontal. This criterion was developed in the late 1930s and has remained unchanged since except for a decrease in the headlamp height (from 2.5 to 2.0 ft in the 1965 Blue Book). At the time the criterion was developed, the sealed beam headlamp was established as the standard headlamp system for U.S. vehicles and the sealed beam headlamp continued to be the standard headlamp into the mid-1980s. However, starting in the mid-1980s, vehicle manufacturers began introducing changes in headlamp design with varying headlamp performance. A more detailed research study is needed to update the sag curve sight distance criteria so that it reflects the performance of the modern vehicle fleet. The design criteria for sag curves have not been investigated in detail in over 60 years. There have been significant changes in vehicle design/performance and in driver perception during the ensuing years. It is appropriate to evaluate the current design criteria to determine whether the basis for design is still valid and whether improvements can be realized through revised design criteria. Revised criteria could improve safety, operations, and/or reduce construction costs. Based on the exploratory research conducted to date, it is expected that this research will produce recommendations for changes in the design criteria for sag curves. The changes could be as simple as a reduction in the 1.0 degree &amp;#945; angle currently used to a more extensive change such as a new criteria based on a different concept for sag curves. The objectives of this research are to (1) develop updated criteria and guidance for the design of sag vertical curves to provide the needed headlight sight distance with today's vehicles and (2) assess the practical implications of the criteria and guidance.
KW  - Design criteria
KW  - Design standards
KW  - Headlamps
KW  - Sag curves
KW  - Sight distance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2722
UR  - https://trid.trb.org/view/1232419
ER  - 

TY  - ABST
AN  - 01464201
TI  - New Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals
AB  - In June 2000, American Association of State Highway Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) agreed on an implementation plan for the design of highway structures utilizing the Load and Resistance Factor Design Methodology (LRFD). As part of that agreement, all new culverts, retaining walls, and other standard structures on which states initiate preliminary engineering after October 1, 2010 shall be designed by the LRFD Specifications. The current edition of the AASHTO "Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals" contains small sections that implement the LRFD approach, but the Specification is generally based on the Working Stress design methods. Additionally, design, construction, and inspection language is intertwined in the specification and commentary resulting in a document that is cumbersome and difficult to follow. The entire Specification needs to be converted to the LRFD design approach and reorganized to provide design engineers with a specification that implements the state-of-the-art design approach; separates the design, construction, and inspection criteria into three distinct sections; is consistent with other AASHTO documents; and allows states to meet the above implementation plan. The goals of the proposed research are closely aligned with the grand challenges of optimizing structural systems, advancing the AASHTO specifications and managing knowledge. These were identified in the AASHTO Subcommittee of Bridges and Structures report "Grand Challenges: A Strategic Plan for Bridge Engineering" published in June, 2005. The objective is to develop a new edition of the AASHTO "Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals" based on the LRFD methodologies. The resulting Specification would also be logically arranged with distinct sections for design, construction, and inspection/maintenance. Inspection of these structures has not been codified in the past; this is an excellent opportunity to address this issue. The successful completion of this research is expected to improve the safety and reliability of structural supports nationwide. Agencies will be in a better position to meet the LRFD implementation plan, and the provisions will facilitate the design, construction, inspection, and maintenance of their structural supports for highway signs, luminaries and traffic signals. The probability-based specification will result in structures that are based upon a more uniform set of design criteria. Some structures may be more expensive; however, some may be less. The specification will promote quality construction/fabrication practices and it will also address the current shortcoming of inspection and maintenance or these non-redundant ancillary structures. The combination of these efforts will allow agencies to better assess, manage, and maintain these transportation assets.<div></div>
KW  - Load and resistance factor design
KW  - Load factor
KW  - Luminaires
KW  - Sign supports
KW  - State of the art
KW  - Strategic planning
KW  - Structural supports
KW  - Traffic signs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2711
UR  - https://trid.trb.org/view/1232429
ER  - 

TY  - ABST
AN  - 01464077
TI  - Research for the AASHTO Standing Committee on the Environment. Task 65. Synthesis of Greenhouse Gas Emission Inventory Methodologies for State Transportation Departments
AB  - Climate change is potentially the single greatest environmental challenge of this century. The first step to managing this challenge for all organizations (including DOTs) is to gain an understanding of the greenhouse gases emitted by the organization by preparing a greenhouse gas (GHG) emissions inventory. Understanding its GHG emissions profile allows an organization to: (1) develop strategies to manage, and where practical, reduce GHG emissions; (2) consider future options for mitigation and participation in offset programs, sequestration activities, and climate registries; (3) prepare for, and ultimately comply with, regulatory requirements; and (4) performance over time. The purpose of this document is to provide DOTs with assistance on how to collect, assemble, quantify, and report their GHG emissions, for a variety of reasons, including future mandatory reporting requirements where applicable. There are some aspects of DOT operations for which activity data required to quantify GHG emissions will likely be readily available or easy to gather, such as energy consumption data associated with the operation of commercial and institutional buildings and fleet operations. There are other more unique aspects of DOT operations that may prove more difficult to gather and disaggregate appropriate data for, including the energy consumption of street lighting, stoplights, and other small but numerous sites across an entire state.
KW  - Climate change
KW  - Energy consumption
KW  - Exhaust gases
KW  - Greenhouse gases
KW  - Pollutants
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2848
UR  - https://trid.trb.org/view/1232305
ER  - 

TY  - RPRT
AN  - 01159708
AU  - Neal, Joseph C
AU  - Burton, Jim
AU  - Judge, Caren A
AU  - Little, Daniel A
AU  - North Carolina State University, Raleigh
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Innovative and Environmentally Responsible Methods for Controlling Invasive Woody Plant Species in North Carolina Rights of Way
PY  - 2010/05/20/Final Report
SP  - 34p
AB  - The North Carolina Department of Transportation (NCDOT) maintains approximately 78,000 miles (600,000 acres) of roadside rights-of-ways. In 2008, the NCDOT spent $30 million controlling woody brush. The primary method of woody vegetation control is mowing. Mowing only provides temporary control and is expensive in the long term. Traditional alternatives to mowing are using broadcast foliar applications of herbicides and cut-stump or basal herbicide applications. Broadcast foliar applications can have environmental and public relations concerns. Cut-stump and basal herbicide applications are expensive. The purpose of this research was to test the effectiveness of two brush mowers with built in herbicide applicators, the Diamond Wet-Blade and the Brown Brush Monitor. The Diamond Wet-Blade mower applies low volume herbicide applications directly to the cut surface of stems simultaneously while cutting. The Brown Brush Monitor is similar to a normal brush mower; however, it has a spraying chamber mounted on the back of the mower unit. The mower cuts and discharges the debris through a side door. The spray chamber consists of spray nozzles that apply herbicide to a brush which wipes the herbicide to the cut stem.
KW  - Equipment tests
KW  - Herbicides
KW  - Invasive plants
KW  - Mowers
KW  - Mowing
KW  - North Carolina
KW  - Right of way (Land)
KW  - Roadside flora
KW  - Shrubs
KW  - Vegetation control
UR  - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2006-05finalreport.pdf
UR  - https://trid.trb.org/view/920199
ER  - 

TY  - ABST
AN  - 01463962
TI  - Research for AASHTO Standing Committee on Highways. Task 289. Comparative Performance Evaluation of Pavement Marking Materials at the NTPEP Test Facility
AB  - The objective of this research is to provide statistically valid comparisons of the performance of the transverse lines in the 'skip' area with a longitudinally placed line of the same material on the NTPEP test facility. This information will be used to correlate data from future evaluation of pavement marking materials.</span></p><div style="MARGIN-BOTTOM: 0pt; LINE-HEIGHT: normal"> </div>
KW  - Lane lines
KW  - Marking materials
KW  - Pavements
KW  - Performance evaluations
KW  - Road markings
KW  - Test facilities
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2868
UR  - https://trid.trb.org/view/1232190
ER  - 

TY  - ABST
AN  - 01464189
TI  - Guidelines for Cost-Effective Safety Treatments of Roadside Ditches
AB  - Roadside ditches or swales are an integral feature of highways, especially two lane rural highways. They are critical for control of storm water runoff on highways. Where space allows, shallow swales are used, but when right-of-way is limited, ditches with deeper and sharper drops are used. These features can be obstacles to errant motorists that leave the roadway. The Fatality Analysis Reporting System (FARS) indicated in 2006 1,260 fatal crashes occurred where a ditch was the first harmful event. It is not possible to differentiate between ditches and swales in the data. There has been a trend over the past 15 years that over 1,000 fatalities annually can be attributed to ditches. AASHTO Roadside Design Guide provides some guidance on preferred configurations for ditches. This guidance is based on the results of limited testing and simulations conducted in the 1970s. There is variation in the practices across the states for designing and maintaining ditches and, for many miles of roads, the ditches are a remnant of older highways that have never been updated to current standards. The limited right-of-way often dictates the configuration of ditches and in many cases the preferred configurations are not practical. Enclosed drainage systems are expensive and result in additional requirements for treatment and discharge of the runoff. Installing a barrier between the traveled way and the ditch reduces the available clear zone, is impractical in respect to cost in many cases, and presents additional problems, such as terminal design and sight distance, when driveways are allowed. Since ditches are part of a drainage system, other elements such as culverts, inlets, and holding basins require structures that become roadside obstacles (e.g., headwalls, riprap, and curbs). An urgent need exists to reduce the number and severity of crashes involving roadside ditches, through a deeper understanding of the factors involved in crash events, the evaluation of vehicle dynamics, and the identification and cost-benefit assessment of treatment options. With this information, cost effective countermeasures can be identified and implemented to mitigate ditch crashes. The objectives of this research are to: (1) Develop deeper insights into the interaction of factors that influence the nature of crashes involving ditches. (2) Analyze the influence of varying ditch configurations on vehicle dynamics and their role in the severity of crashes. (3) Identify cost effective treatments for roadside ditches that will reduce the number and severity of crashes. (4) Develop improved guidance for ditch design and maintenance for inclusion in the Roadside Design Guide. This effort should focus on identifying treatments for ditch design and maintenance as other efforts are already focusing on the related topic of keeping vehicles on the roadway. To meet the project objectives the following tasks would be performed: (1) Review domestic and international literature with a focus on ditch design and countermeasures that have been tried and evaluated. Consider undertaking a review of agency standards (i.e., on-line) and conducting a survey to identify innovative treatments that may not have been documented. (2) Analyze collisions involving ditches to give context to the types of collisions involved (e.g., rollover, curve related, pavement edge scuffing) so that the counter measures can be focused. Attempt to get needed insights on these crashes from existing sources of data. (3) Model dynamics of vehicles traversing ditches to evaluate the vehicle reactions to different cross sections and treatments. These efforts should build upon the results of current work. (4) Develop a range of alternative treatments for ditches based upon knowledge gained in the literature review, contacts, and crash analyses. (5) Organize a "brainstorming session" with knowledgeable professionals to identify other potential treatments. (6) Formulate guidelines for the deployment of ditch treatments that consider the risk factors, costs, feasibility, road geometry, and traffic. (7) Undertake a cost effectiveness analysis for high- to low-cost alternatives to enhance guidance relative to available budgets. Identify the expected benefits of these treatments to allow rational selection of alternatives. (8) Draft new guidelines for the design and treatment of ditches in priority locations. Review these guidelines and the rationale for them with the panel and a select group of knowledgeable engineers. (9) Prepare a final report that documents the efforts undertaken and thought processes that led to the guidelines.
KW  - Cost effectiveness
KW  - Crash risk forecasting
KW  - Crash severity
KW  - Data collection
KW  - Ditches
KW  - Drainage
KW  - Fatalities
KW  - Ran off road crashes
KW  - Runoff
KW  - Rural highways
KW  - Swales
KW  - Traffic crash victims
KW  - Traffic crashes
KW  - Two lane highways
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2724
UR  - https://trid.trb.org/view/1232417
ER  - 

TY  - ABST
AN  - 01464180
TI  - Design Guidelines for TL-3 through TL-5 Roadside Barrier Systems Placed on Mechanically Stabilized Earth (MSE) Retaining Walls
AB  - NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features and its successor, the AASHTO Manual for Assessing Safety Hardware (MASH), define impact performance criteria for roadside barrier systems. These documents define six different test levels of increasing impact severity that incorporate varying impact speeds and vehicle types. These test levels provide a basis for establishing warrants for the application of roadside barriers for roadway facilities with different levels of use (i.e., service levels). NCHRP Project 22-20, "Design of Roadside Barrier Systems Placed on MSE Retaining Walls," developed guidelines for designing the barrier moment slab and MSE wall to withstand vehicle impact loads. However, the scope of the project was limited to passenger vehicle and light truck impacts and did not include consideration of large trucks. Highways with a significant percentage of truck traffic often employ higher test level barriers. The interaction and impact loads associated with large truck impacts are substantially different than those associated with passenger vehicle impacts. The magnitude of the impact load for a Test Level-5 (TL-5) truck impact is significantly greater than the load associated with the 5,000-lb pickup truck that is the design vehicle for TL-3. Further, the height of the applied load is much greater for a TL-5 impact, and the articulated nature of the tractor-van trailer results in three distinct impact events with the barrier. It is estimated that 10 million square feet of mechanically stabilized earth retaining wall is constructed annually in the United States. Most MSE retaining walls used in highway fill applications are constructed with a roadside barrier system consisting of a traffic barrier connected to a below-grade moment slab or foundation. The moment slab is intended to provide stability to the barrier system during an impact and reduce the influence of barrier impact loads on the underlying retaining wall system by distributing the load over a wide area. Current procedures and design details for roadside barriers placed on retaining walls vary widely among state highway agencies. Additional research is needed to enhance our understanding of the behavior of an MSE wall and barrier foundation when subjected to large truck impacts. Developing guidelines for the use of truck barriers on MSE walls will permit the development of more relevant and cost-effective designs for the barrier foundation and MSE wall. This research will extend the work accomplished under NCHRP Project 22-20 and eliminate the need to extrapolate knowledge from a TL-3 impact to a TL-5 impact. The objective of this research is to develop, in a format suitable for consideration by AASHTO, recommended guidelines for designing roadside barrier systems placed on MSE retaining structures to resist vehicular impact loadings varying from passenger vehicles to heavy trucks.
KW  - Barrier walls
KW  - Design load
KW  - Highway design
KW  - Impact speed
KW  - Research projects
KW  - Retaining walls
KW  - Roadside
KW  - Roadside structures
KW  - Traffic crashes
KW  - Truck crashes
KW  - Truck traffic
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2735
UR  - https://trid.trb.org/view/1232408
ER  - 

TY  - ABST
AN  - 01549555
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 28. An Analysis of Automated Transit Data Collection and Analysis Processes in State DOT Transit Units and a Toolkit for Next Generation Transit Data Analysis
AB  - This Digest, prepared by Suzie Edrington, Texas Transportation Institute, under subcontract to Kittleson and Associates, addresses data requirements of Federal Transit Administration (FTA) funded programs and specific additional data needs expressed by state departments of transportation (DOTs). To assess specific DOT data needs, researchers sent a request for information to 50 state DOTs to identify data collection practices, data reporting requirements and current automated data collection or reporting systems. Thirty-seven state DOTs responded. This Digest provides states with a mechanism for standard data collection, management and reporting.
KW  - Automation
KW  - Data collection
KW  - Management
KW  - Next generation design
KW  - Reports
KW  - State departments of transportation
KW  - Transit operating agencies
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2838
UR  - https://trid.trb.org/view/1339709
ER  - 

TY  - RPRT
AN  - 01505786
AU  - ICF International
AU  - Federal Highway Administration
TI  - Climate Change – Model Language in Transportation Plans
PY  - 2010/05/13
SP  - 30p
AB  - At present, there is no federal regulatory requirement for state departments of transportation (DOTs) and metropolitan planning organizations (MPOs) to consider climate change in transportation plans. As such, agencies that are working on climate change are creating their own models for integrating climate change into their transportation plans. This document provides excerpts from MPOs' and DOTs' transportation plans that discuss climate change. It is intended to guide other agencies in discussing climate change in their own plans. Although some general discussions of climate change are applicable to plans in any state or region, most of the language in existing plans is specific to the particular policy and planning context. Nonetheless, agencies that are looking for ideas about how to incorporate climate change in their transportation plans will find helpful models here.
KW  - Climate change
KW  - Definitions
KW  - Greenhouse gases
KW  - Metropolitan planning organizations
KW  - State departments of transportation
KW  - Transportation planning
KW  - United States
UR  - http://www.fhwa.dot.gov/environment/climate_change/mitigation/publications_and_tools/model_language/modellanguage.pdf
UR  - https://trid.trb.org/view/1285485
ER  - 

TY  - ABST
AN  - 01492339
TI  - Demonstration Wildlife Crossings
AB  - The Florida panther has been listed as an endangered species under the Endangered Species Act since 1972. The number of Florida panthers killed by collisions with vehicles has been on the increase since 2000. Wildlife crossings have been shown to decrease panther mortalities by vehicles. More crossings are needed throughout the panther's range to prevent mortalities from reversing the population gains that have OCCUlTed during the past 10 years. To facilitate construction of new crossings, less expensive structures need to be designed and tested. A test project is being proposed to evaluate smaller structures as panther crossings that will lower the vertical profile of the crossing as well as shorten the length of roadway where additional fill is needed to accommodate the structure. A demonstration project of a smaller and cheaper wildlife crossing than the ones currently utilized for Florida Panthers will be designed and two such crossings will be installed along a Florida county road.
KW  - Crashes
KW  - Fatalities
KW  - Florida
KW  - Mortality rates
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1261472
ER  - 

TY  - ABST
AN  - 01465050
TI  - Region Construction Collision Avoidance
AB  - The Florida panther has been listed as an endangered species under the Endangered Species Act since 1972. The number of Florida panthers killed by collisions with vehicles has been on the increase since 2000. Wildlife crossings have been shown to decrease panther mortalities by vehicles. More crossings are needed throughout the panther's range to prevent mortalities from reversing the population gains that have occurred during the past 10 years. To facilitate construction of new crossings, less expensive structures need to be designed and tested. A test project is being proposed to evaluate smaller structures as panther crossings that will lower the vertical profile of the crossing as well as shorten the length of roadway where additional fill is needed to accommodate the structure. A demonstration project of a smaller and cheaper wildlife crossing than the ones currently utilized for Florida Panthers will be designed and two such crossings will be installed along a Florida county road.
KW  - Animal vehicle collisions
KW  - Animals
KW  - Crash avoidance systems
KW  - Florida
KW  - Mortality rates
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1233283
ER  - 

TY  - ABST
AN  - 01464200
TI  - Fuel Usage Factors in Highway and Bridge Construction
AB  - Price adjustments of selected commodities in highway construction are used in construction contracting as a way of reducing risks to the contractor related to price fluctuations over the life of a contract. The benefits to contracting agencies are bids that better reflect real costs. Fuel is a commodity for which price adjustments are allowed. Fuel usage factors are commonly applied by state and local agencies in calculating the amount of fuel for an escalation/deescalation contract specification. The current fuel usage factors were first published in Highway Research Circular Number 158 by the Highway Research Board in July 1974. They were later incorporated into FHWA Technical Advisory T 5080.3, released in 1980, to provide direction on the use of price adjustment contract provisions. These factors have remained unchanged over the past 35 years, despite changes in the purchasing power of construction dollars, construction methods, industry processes, efficiency of equipment, and fuels used. Thus, it is unlikely that fuel usage factors are accurate or effective in addressing the current risk of fuel price fluctuations. Gasoline and diesel fuel usage factors exist for excavation (gallons per cubic yard), aggregate, asphalt production and hauling (gallons per ton), and Portland cement concrete (PCC) production and hauling (gallons per cubic yard). Of even greater concern, fuel usage factors for structures and miscellaneous construction are expressed in gallons per $1,000 in construction. Current fuel factors are required, in addition, to consider environmental impacts of construction methods related to lower fuel consumption and emissions, urban heat island mitigation, smog reduction, and lower energy footprint. The fuel usage factors in FHWA Technical Advisory T 5080.3 are subject to at least three analytically separable sources of error. First, the effects of inflation on construction costs over three decades is primarily of concern for the usage factors for structures and miscellaneous construction because these fuel usage factors were established in gallons per thousand dollars, and the dollar amounts were established in 1980 and have never been revisited. Second, the relationship of fuel consumption to production and hauling of specified quantities of aggregate, asphalt, and PCC have likely been affected by changes in construction practice, use of new and prefabricated materials, improved equipment, and improved fuel efficiency. Third, and last, there have been changes in fuel preference, particularly in the substitution of natural gas for diesel in asphalt plant operations. While an examination of inflationary trends is a relatively simple analysis, addressing the other impacts is far more complex and challenging. The objectives of this research are to (1) analyze the effects of inflation in relevant areas of construction, (2) develop a revised table of fuel usage factors for the major categories of highway construction addressed in FHWA Technical Advisory T 5080.3, and (3) develop a recommended method and schedule for future updates to the fuel usage factors. The research findings will be of immediate use to FHWA in updating the information in Technical Advisory T 5080.3. The following tasks are anticipated to accomplish these objectives: (1) review existing research, including (i) the original study compiled by FHWA and published in Highway Research Circular Number 158, July 1974, (ii) the questionnaire sent to more than 3,000 highway contractors in the United States in 1974 with 400 responses, and (iii) the analysis performed by the Federal Highway Administration's Region 8 office on the data acquired in 1974, to the extent that relevant information is still available; (2) survey the state DOTs to develop a synthesis of current practices by state DOT agencies and document what methods they have developed to address costs related to fuel usage factors issues; (3) analyze inflation effects to develop a construction inflation index that will provide estimates of the present and expected future value of construction, based on the categories in the 1980 FHWA Technical Advisory T 5080.3; (4) identify changes in construction practices since 1980 in the major categories of highway construction addressed in FHWA Technical Advisory T 5080.3 (excavation, aggregates, asphalt concrete, PCC pavement, structures, miscellaneous); (5) based upon the results of the previous tasks, develop fuel usage factors that apply to current construction practices; (6) develop a method and schedule for future updates of fuel usage factors, including identification of data sources and recommended analytical procedures; and (7) prepare a final report and recommendations that provide (i) full documentation of the research methods and findings and (ii) recommendations for the updated fuel usage factors in highway construction.<div></div><div></div>
KW  - Contract administration
KW  - Contract rates
KW  - Cost escalation
KW  - Fuel consumption
KW  - Portland cement concrete
KW  - Price adjustment
KW  - Road construction
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2712
UR  - https://trid.trb.org/view/1232428
ER  - 

TY  - ABST
AN  - 01549261
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 34. Statewide Transit Goal Setting
AB  - State departments of transportation (DOTs) are gradually incorporating a performance-based approach to their transportation planning.  Today, state DOTs are likely to include performance-based planning elements, such as goals and objectives for the state's transportation network, in their long-range statewide transportation plans (LRSTPs).  As DOTs provide direction for a state's transportation network, they set statewide goals for the network's different systems.  However, this does not always extend to a state's public transportation system.  State DOTs have limited influence over individual transit agencies and rarely set statewide transit goals.  Transit systems are often built, operated, and maintained by a local/regional agency that is separate from the state DOT.  Only a few DOTs operate transit systems and in most states, the majority of transit funding originates at the federal level, limiting state DOT influence over transit decisions.  This limited influence creates challenges for DOTs when setting statewide transit goals.  This report responds to a need for a better understanding of current and best practices in statewide transit goal setting by state DOTs, and of the methods used to achieve those goals.
KW  - Regional planning
KW  - State departments of transportation
KW  - Statewide
KW  - Strategic planning
KW  - Transit operating agencies
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2844
UR  - https://trid.trb.org/view/1336476
ER  - 

TY  - ABST
AN  - 01549259
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 32. Models to Support State-owned Park and Ride Lots and Intermodal Facilities
AB  - This report addresses the needs and issues associated with state park and ride/intermodal-commuter facilities and programs. It identifies deficiencies, best practices and promising innovations. Research involved interviews with a small but representative sample of managers responsible for administering these programs.
KW  - Best practices
KW  - Commuters
KW  - Innovation
KW  - Intermodal terminals
KW  - Needs assessment
KW  - Park and ride
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2842
UR  - https://trid.trb.org/view/1336474
ER  - 

TY  - ABST
AN  - 01549257
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 29. Public Transportation Performance Measures: State of the Practice and Future Needs
AB  - The next federal surface transportation authorization is anticipated to greatly expand focus on performance of the nation's transportation system, including public transportation.  While many departments of transportation (DOTs) and their Public Transportation divisions currently utilize performance measures to plan and implement their programs, this is not done across all states, nor are there standard approaches for measuring the performance of public transportation systems and allocating funding among modes and among transit funding recipients.  Many performance measures required by the Federal Transit Administration gauge activity levels and cost effectiveness, not necessarily results-oriented measurements.  More information is needed on performance measures and performance management approaches that can be used effectively by Public Transportation Divisions in their capacity. This Digest provides information on performance measures and performance management approaches that can be used by state DOTs in relation to public transportation programs.
KW  - Operating costs
KW  - Performance measurement
KW  - Standards
KW  - State departments of transportation
KW  - State of the practice
KW  - Transit operating agencies
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2839
UR  - https://trid.trb.org/view/1336472
ER  - 

TY  - ABST
AN  - 01461311
TI  - FHWA Co sponsorship for American Trails for the 20th National Trails Symposium
AB  - The National Trails Symposium is a biennial event organized by American Trails. These conferences have participation from the Bureau of Land Management, National Park Service, US Fish and Wildlife Service, USDA Forest Service, US Army Corps of Engineers, nonprofit organizations, and businesses involved in trail planning, design, construction, maintenance, operations, and management. The National Trails Symposium is the premier national conference for trail professionals and advocates representing all kinds of trail enthusiasts. American Trails has received Federal Highway Administration (FHWA) support for each previous conference since 1992. American Trails expects more than 600 people to attend the 2010 National Trails Symposium.
KW  - Bikeways
KW  - Conferences
KW  - Construction and maintenance
KW  - Environmental policy
KW  - Operations
KW  - Planning and design
KW  - Trails
UR  - https://trid.trb.org/view/1229530
ER  - 

TY  - ABST
AN  - 01573775
TI  - Extension of Flexible Pavement Life With Preservation to Resist Aging and Embrittlement

AB  - Mill-and-fill test pavement site, measure full-scale cracking performance with and without the treatment.

KW  - Aging (Materials)
KW  - Embrittlement
KW  - Flexible pavements
KW  - Milling
KW  - Pavement performance
KW  - Preservation
KW  - Service life
UR  - https://trid.trb.org/view/1366872
ER  - 

TY  - ABST
AN  - 01463974
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 22. Cost/Benefit Analysis of Converting a Lane for Bus Rapid Transit
AB  - The project objectives for Phase II are to develop a cost/benefit analysis tool for practioners to use to determine if converting a mixed flow traffic lane to a BRT (bus only)/HOVL is effective on the State Highway System and feasible to the public. The original research objectives for Phase I: (1) to locate and assemble documented information on best practices; (2) to learn what practice has been used for solving or alleviating the problems; (3) to learn what problems remain largely unsolved. Using the "best practices" information gathered and analyzed from the Phase I research, the purpose of this proposed Phase II research would be to develop a tool that would help practitioners analyze the effectiveness and public feasibility of converting an existing lane to a High Occupancy Vehicle Lane or other means of providing increased people throughput. The original research scope of work was extensive and therefore separated into two phases:(1) Phase I would identify "best practices" of analysis for converting an existing lane to BRT including data collection, organization &amp; analysis. (2) Phase II would develop some type of cost/benefit tool to use in analyzing conversion of an existing lane to BRT including the evaluation requirements and methodology.  This may include redefining benefit. The scope of work has been revised and the conctract the new scope of work is being negotiated.
KW  - Benefit cost analysis
KW  - Best practices
KW  - Bus lanes
KW  - Bus rapid transit
KW  - High occupancy vehicle lanes
KW  - Highway capacity
KW  - Public transit
KW  - Traffic congestion
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2832
UR  - https://trid.trb.org/view/1232202
ER  - 

TY  - ABST
AN  - 01461313
TI  - FHWA Cosponsor Ship for the International Mountain Bicycling Association for the 2010 IMBA World Summit
AB  - The Federal Highway Administration (FHWA) cosponsored the International Mountain Bicycling Association (IMBA) World Summit that took place in Augusta, Ga., May 5-8, 2010. Mountain bicycling is one of the most popular recreational trail uses. About one-third of the Recreational Trails Program (RTP) projects funded through the States include mountain bike use (about $20 - $30 million per year of the $60 - $80 million in RTP obligations). The IMBA World Summit is an educational conference providing information about trail planning, design, construction, maintenance, operation, and management.
KW  - Bicycle travel
KW  - Bicycling
KW  - Bikeways
KW  - Cyclists
KW  - Mountain bikes
KW  - Planning and design
KW  - Trails
UR  - https://trid.trb.org/view/1229532
ER  - 

TY  - ABST
AN  - 01532756
TI  - Improving Techniques to Estimate the Magnitude and Frequency of Floods on Urban Streams in SC, NC, and GA
AB  - The specific objectives of the investigation are to: (1) upd&amp;#8204;ate the magnitude and frequencies of peak-flows at urban stations; and (2) update basin characteristics for the urban stations using consistent geographical information system (GIS) methods, and (3) update the regional urban-flood-frequency equations for the 2-, 5-, 10-, 25-, 50-, 100-, and 500-year recurrence-interval flows.
KW  - Drainage basins
KW  - Flood routing
KW  - Floods
KW  - Geographic information systems
KW  - Georgia
KW  - North Carolina
KW  - Peak flows
KW  - South Carolina
KW  - Urban areas
UR  - http://pubs.usgs.gov/sir/2014/5030/pdf/sir2014-5030.pdf
UR  - https://trid.trb.org/view/1318359
ER  - 

TY  - RPRT
AN  - 01474034
AU  - Federal Highway Administration
AU  - Utah Department of Transportation
AU  - U.S. Fish and Wildlife Service
AU  - U.S. Army Corps of Engineers
AU  - HDR Engineering, Incorporated
TI  - Scoping Summary Report in Support of the Environmental Impact Statement: West Davis Corridor Project
PY  - 2010/05/03
SP  - 398p
AB  - The Utah Department of Transportation (UDOT), in conjunction with the Federal Highway Administration (FHWA), has initiated an Environmental Impact Statement (EIS) to evaluate expected transportation demand in 2040 in western Davis and Weber Counties, Utah. In general, the study focuses on the area west of Interstate 15 (I-15). The West Davis Corridor (WDC) project study area is bounded by I-15 on the east and by the Great Salt Lake on the west. The southern boundary of the study area is in northern Centerville City/southern Farmington City, and the northern boundary is about 1200 South (12th Street) in Marriott-Slaterville. The intent of the WDC EIS is to identify expected traffic congestion and mobility problems as well as solutions that address those problems in the study area. The purpose of this scoping summary report is to summarize the initial public and agency input gathered during the project scoping period, which ran from January 25, 2010, to March 22, 2010. Scoping, which is the first step in the National Environmental Policy Act (NEPA) process, is an early and open process for determining the scope of issues to be addressed and for identifying the significant issues related to a proposed action. During scoping, members of the public and agency representatives provide input to identify potential issues, subjects that should be studied closely, and possible solutions. Information gathered during scoping will also help determine needs, objectives, resources and associated constraints, potential alternatives, and any additional requirements for developing criteria for screening the potential alternatives. This scoping summary report is a tool to ensure that the analytical efforts of the study are focused on the appropriate issues. Scoping for the EIS was conducted according to the NEPA guidelines and FHWA/UDOT guidance. Scoping activities included public meetings in three locations; correspondence with interested persons, organizations, and federal, state, and local agencies, including Native American tribal organizations; and a meeting with cooperating and participating public agencies.
KW  - Environmental impact statements
KW  - Environmental protection
KW  - Mobility
KW  - Public participation
KW  - Traffic congestion
KW  - Travel demand
KW  - Utah
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=56853
UR  - http://www.udot.utah.gov/westdavis/uploads/doc_pdf/Documentation_EIS_1ScopingSummaryReport-0.pdf
UR  - https://trid.trb.org/view/1243692
ER  - 

TY  - ABST
AN  - 01464199
TI  - Alternative Quality Management Systems for Highway Construction
AB  - Project delivery methods in the construction industry have evolved and so have quality management systems. Changes in the roles of owners and contractors in delivery systems range from the highway standard design-bid-build system to design-build/public-private partnership agreements where the responsibility for quality management is shared to varying degrees between the contractor and owner. The design-bid-build system uses the traditional highway quality management system (referred to in this project as the baseline quality management system) with detailed contractor quality control requirements strictly monitored by the owner.  The attraction of alternative project delivery methods is the transfer from owner to contractor of some measure of project responsibility that may include design, finance, and/or quality management. These alternatives may result in substantial savings to the owner from lack of design error and omission claims, lower cost of capital, and reduced employment of project management and inspection forces. These alternative project delivery methods have proven to be efficient and effective in many types of construction and are increasingly making inroads into the highway construction arena. One aspect of alternative project delivery methods that may be applied to highway construction now is the application of alternative quality control systems that emphasize contractor quality control and assurance.  These new systems allow owners to have confidence through a verification of contractor quality system process. As an example, a formal quality management system, under the International Organization for Standardization (ISO)--ISO 9001 Quality Management Systems--Requirements integrates quality management from the suppliers through the contractors to the owners. It requires post-project reviews and publishes ratings of contractor performance. During the project, the owner verifies that the contractor's quality management plan is in force, rather than providing extensive, detailed specifications and conducting the on-site tests required by the baseline quality management system. Another alternative method is the U. S. Army Corps of Engineers' quality management system.  This system provides extensive, detailed specifications and permits on-site testing by contractors. Research is needed to provide guidance on the use of alternative quality management systems for highway construction projects. The objectives of this research are to (1) identify and understand alternative quality management systems and (2) develop guidelines for their use in highway construction projects.
KW  - Acceptance tests
KW  - Contract administration
KW  - Design bid build
KW  - Design build
KW  - Management
KW  - Project delivery
KW  - Quality assurance
KW  - Quality control
KW  - Risk management
KW  - Road construction
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2714
UR  - https://trid.trb.org/view/1232427
ER  - 

TY  - ABST
AN  - 01464042
TI  - Recommended Guidelines for the Selection of Test Levels 2 Through 5 Bridge Rails
AB  - The AASHTO Manual for Assessing Safety Hardware (MASH) and NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features, contain 6 test levels for evaluating the safety performance of longitudinal barriers, including bridge rails. When NCHRP Report 350 procedures were adopted by the FHWA, the criteria for evaluating bridge rails that was contained in the AASHTO Guide Specification for Bridge Railings (1989) were superseded. However, there is currently no specific guidance on when to use the different test levels of bridge rails. In addition, the AASHTO LRFD Bridge Design Specification contains additional criteria for the height of the railings that may unnecessarily limit the selection of tested bridge railings. There is a need for nationally recognized guidelines in order to promote consistency among the states. For example, many states use NCHRP Report 350 TL-4 railings while others use TL-3 railings as their standard for high-speed highways. The use of Test Levels 5 and 6 railings is at the discretion of the states, usually in locations with heavy truck traffic and an increased potential for ran-off-road crashes (such as on curves). There is also very little guidance concerning the use of TL-2 railings on lower speed facilities. The objective of this project is to develop recommended guidelines for the selection of Test Levels 2 through 5 bridge rails considering in-service performance.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Bridge railings
KW  - Guidelines
KW  - Research projects
KW  - Roadside safety hardware
KW  - Specifications
KW  - Test procedures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2899
UR  - https://trid.trb.org/view/1232270
ER  - 

TY  - RPRT
AN  - 01534782
AU  - Daniel, Jo Sias
AU  - Medeiros, Marcelo
AU  - Bolton, Heather
AU  - Meagher, William
AU  - University of New Hampshire, Durham
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - An Evaluation of the Moisture Susceptibility of Warm Mix Asphalt Mixtures
PY  - 2010/05//Final Report
SP  - 117p
AB  - This paper describes the results of a laboratory study conducted to evaluate the influence of Aspha-min® and Sasobit® additives on the behaviour of warm asphalt mixtures. Specimens were compacted at two temperatures, 100 and 145°C, and were subjected to two different testing procedures. The one-third model mobile traffic simulator and the thermal stress restrained specimen test were chosen to assess the susceptibility to moisture and thermal cracking. Results showed that warm asphalt mixtures prepared with Sasobit may be more susceptible to moisture damage, and both additives may negatively impact the low-temperature cracking performance compared with the control mixture.
KW  - Aspha-Min
KW  - Asphalt mixtures
KW  - Cracking
KW  - Laboratory tests
KW  - Low temperature tests
KW  - Model mobile load simulators
KW  - Moisture susceptibility
KW  - New Hampshire
KW  - Sasobit
KW  - Thermal stress restrained specimen test
KW  - Thermal stresses
KW  - Warm mix paving mixtures
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282H.pdf
UR  - https://trid.trb.org/view/1320439
ER  - 

TY  - RPRT
AN  - 01526293
AU  - Wilbur Smith Associates
AU  - S R Kale Consulting LLC
AU  - Federal Highway Administration
TI  - A Guidebook for Engaging the Private Sector in Freight Transportation Planning
PY  - 2010/05
SP  - 75p
AB  - While most state departments of transportation and Metropolitan Planning Organizations (MPOs) have established practices and guidelines for public involvement, few have developed similar resources for engaging the private sector (i.e. the business community) in planning activities. The purpose of this guidebook is to further the practice of facilitating private sector involvement in freight transportation policy, planning, and programming. Moreover, the guidebook is intended to supplement materials from the Federal  Highway Administration (FHWA) workshop on “Engaging the Private Sector in Freight Planning.” The guidebook focuses on the following three questions from the FHWA workshop: (1) Why is getting the private sector involved in the transportation planning process important? (2) Who is the private sector? (3) How can the public sector best engage the private sector in freight policy, planning, and project programming? This guidebook is intended to advance the state-of-the-practice in freight planning by providing another tool to help transportation planners build their skills and knowledge regarding techniques for understanding the concerns of freight stakeholders. Improving freight planning skills and knowledge will contribute to better quality transportation plans and policies, as well as enhance the identification of freight needs and projects for transportation improvement programs. The case studies and other material in the guidebook will be useful for updating and expanding FHWA workshop materials.
KW  - Case studies
KW  - Freight transportation
KW  - Handbooks
KW  - Private enterprise
KW  - Stakeholders
KW  - State of the practice
KW  - Transportation planning
KW  - Transportation policy
KW  - Workshops
UR  - http://www.fhwa.dot.gov/planning/freight_planning/guidebook/guidebook.pdf
UR  - https://trid.trb.org/view/1308896
ER  - 

TY  - RPRT
AN  - 01524759
AU  - Ullman, Gerald L
AU  - Finley, Melisa D
AU  - Theiss, LuAnn
AU  - Texas Transportation Institute
AU  - California Department of Transportation
AU  - Federal Highway Administration
TI  - Work Zone Intrusion Countermeasure Identification, Assessment, and Implementation Guidelines
PY  - 2010/05
SP  - 150p
AB  - This report documents efforts to investigate and categorize the different types of work zone intrusion crashes that occur on California roadways, and to determine how various countermeasures may mitigate them. The biggest share of vehicle intrusion crashes occurs at lane closure operations. Intrusion crashes also occur at mobile operations, flagging operations, and during traffic control set-up and removal activities. Such crashes most often involve collisions with work vehicles/equipment or work materials/debris rather than with a highway worker. A significant portion of crashes result from deliberate driver decisions and actions to enter the work area. Several countermeasures were identified. Those emphasizing procedures are fairly low cost to implement. Those involving technology can have fairly significant costs. An assessment of implementation costs is documented in the report. Based on these findings, researchers developed guidance on which countermeasures are most appropriate for a given set of roadway conditions and planned work zone activities.
KW  - Benefit cost analysis
KW  - California
KW  - Costs
KW  - Countermeasures
KW  - Guidelines
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.dot.ca.gov/research/researchreports/reports/2010/final_report_task_1102.pdf
UR  - https://trid.trb.org/view/1287008
ER  - 

TY  - RPRT
AN  - 01516313
AU  - Minge, Erik D
AU  - SFR Consulting Group, Incorporated
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Demonstration of Non-Intrusive Traffic Data Collection Devices in Alaska
PY  - 2010/05//Final Report
SP  - 66p
AB  - The purpose of this document is to present findings from the Demonstration of Non-Intrusive Traffic Data Collection Devices in Alaska. This project was initiated by the Alaska Department of Transportation and Public Facilities (DOT&PF) to evaluate innovative methods for detecting traffic. Two different portable traffic detection systems were evaluated: a pole-mount radar system and a ground-mount axle-counting system.  Data was collected from nine sites from July 2008 to February 2010, representing all three DOT&PF regions. Results indicate that the pole-mounted system performed accurately in detecting traffic. However, several deployment issues were noted, namely the size and weight of the system’s batteries, which impact the system’s portability, and the need for a minimum amount of traffic in order to successfully calibrate the system. These deployment issues limit the utility of the system as a replacement for current data collection practices. The pole-mounted system was also briefly tested for its ability to detect pedestrians and bicyclists. The system demonstrated an ability to detect bicycles, but pedestrian detection was not satisfactory. Testing with the axle-based detection system did not produce valid traffic data. Alaska DOT&PF staff was not able to successfully setup and calibrate the system.
KW  - Alaska
KW  - Axle loads
KW  - Cyclists
KW  - Data collection
KW  - Detection and identification technologies
KW  - Pedestrians
KW  - Radar
KW  - Traffic counting
KW  - Traffic data
KW  - Vehicle detectors
UR  - http://ntl.bts.gov/lib/50000/50900/50923/fhwa_ak_rd_10_10.pdf
UR  - https://trid.trb.org/view/1298643
ER  - 

TY  - RPRT
AN  - 01514244
AU  - United States Federal Highway Administration
TI  - Monroe Connector/Bypass from near I-485 at US 74 to US 74 between the towns of Wingate and Marshville, Mecklenburg and Union counties : environmental impact statement
PY  - 2010/05//Volumes held: Draft(2v), Final(3v)
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/1298569
ER  - 

TY  - RPRT
AN  - 01493324
AU  - Sillick, Susan
AU  - Huft, David
AU  - Perry, John
AU  - Parrish, Ned
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Idaho Transportation Department 2010 Research Program Peer Exchange
PY  - 2010/05//Final Report
SP  - 16p
AB  - The objectives of the peer exchange were to: (1) Identify strengths, challenges, and opportunities for program and project management; (2) Understand management expectations of the Idaho Transportation Department (ITD) Research Program; (3) Review processes for project selection and management, research partnerships, implementation of research results, report writing and review, and access to research information; and (4) Identify useful ideas that each member of the peer exchange team can apply practically in his or her own organization. The report describes peer exchange activities and identifies those participating in the exchange. Planned actions identified by each of the peer exchange team members are also included in the report. Steps planned to strengthen ITD’s Research Program have been organized to show how they would help address each of ITD’s vision elements: continuous improvement, transparency and accountability, efficiency, customer service, partnerships, teamwork, and employee development.
KW  - Idaho Transportation Department
KW  - Implementation
KW  - Montana Department of Transportation
KW  - Peer exchange
KW  - Research management
KW  - Research projects
KW  - Research reports
KW  - South Dakota Department of Transportation
UR  - http://research.transportation.org/_layouts/AASHTORAC/FileDownLoad.aspx?Rid=9
UR  - http://ntl.bts.gov/lib/48000/48400/48414/Final_2010_Idaho_Peer_Exchange_Report_1_.pdf
UR  - https://trid.trb.org/view/1261836
ER  - 

TY  - RPRT
AN  - 01485009
AU  - Miller-Hooks, Elise
AU  - Nair, Rahul
AU  - University of Maryland, College Park
AU  - Federal Highway Administration
AU  - Mid-Atlantic Universities Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Fleet Management for Vehicle Sharing Operations
PY  - 2010/05//Final Report
SP  - 35p
AB  - Transit, touted as a solution to urban mobility problems, cannot match the addictive flexibility of  the automobile. 86.5% of all trips in the U.S. are in personal vehicles (USDOT 2001). A more recent approach to reduce  automobile ownership is through the use of vehicle sharing programs (VSPs). A VSP involves a fleet of vehicles located  strategically at stations across the transportation network. In its most flexible form, users are free to check out vehicles at any station and return them to stations close to their destinations. Vehicle fleets can be comprised of bicycles, low  emission cars or electric vehicles. Such systems offer innovative, low-cost, and flexible solutions to the larger mobility  problem and can have positive impacts on the transportation system as a whole by reducing urban congestion.  To match automobile flexibility, users are free to determine all trip characteristics (where to checkout and return vehicles,  duration of travel and time of travel). This places exceptional logistical challenges on operators who must ensure demand  in the near future is met. Since flow from one station to another is seldom equal to flow in the opposing direction, the VSP  fleet can become spatially imbalanced. To meet near-future demand, operators must then redistribute vehicles to correct  this asymmetry. The focus of this report is to provide efficient, cost-effective operational strategies for fleet management.  A stochastic, mixed-integer program (MIP) involving joint chance constraints is developed that generates least-cost  vehicle redistribution plans for shared-vehicle systems such that a proportion of all near-term demand scenarios are met.  The model aims to correct short term demand asymmetry in shared-vehicle systems, where flow from one station to  another is seldom equal to the flow in the opposing direction. The model accounts for demand stochasticity and generates  partial redistribution plans in circumstances when demand outstrips supply. This stochastic MIP has a  non-convex feasible region that poses computational challenges. To solve the proposed program two solution procedures  are developed. The first procedure is based on enumerating p-efficient points, used to transform the problem into a set of  disjunctive, convex MIPs. A novel divide-and-conquer algorithm for generating p-efficient points that handles dual-bounded chance constraints is developed. This technique has a smaller memory and computational footprint than  previously proposed methods. Since this method can be computationally prohibitive for large shared-vehicle systems, the authors  develop a faster cone-generation method that assumes that the random demand at each station is independent. Finally,  using an equal-failure apportionment assumption, the authors develop a bound on the problem that can also be used to generate  redistribution strategies.
KW  - Algorithms
KW  - Fleet management
KW  - Mixed integer programming
KW  - Mobility
KW  - Redistribution
KW  - Stochastic programming
KW  - Traffic congestion
KW  - Vehicle sharing
UR  - http://www.mautc.psu.edu/docs/UMD-2008-02.pdf
UR  - https://trid.trb.org/view/1253553
ER  - 

TY  - RPRT
AN  - 01478111
AU  - Ardani, Ahmad
AU  - Mallela, Jagannath
AU  - Hoffman, Gary
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - Oregon Demonstration Project: Alternate Project Delivery and Accelerated Bridge Construction on OR 38, Drain to Elkton
PY  - 2010/05//Draft Final Report
SP  - 64p
AB  - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE (HfL) program, the Oregon Department of Transportation (ODOT) applied for and was awarded a $1 million grant to showcase and demonstrate the use of alternate project delivery and innovative accelerated bridge construction (ABC) in removing and replacing five bridges on Oregon 38 between the towns of Drain and Elkton. This report documents the entire work, including the use of all the innovative ABC techniques employed by ODOT in rapid removal and replacement of the bridges. Also included in this report are construction details of the bridge superstructures built next to the old bridges on temporary supports over Elk Creek, prefabricated and cast-in-place bridge components, an innovative staged construction technique, the use of a temporary bridge, and the substructures built under the old bridges without interfering with traffic flow. Overall, the innovative features and accelerated elements of the ODOT HfL project included the following: (1) Innovative public outreach program; (2) Design-build method of project delivery; (3) Construction of superstructures next to old bridges; (4) Construction of substructures without interfering with traffic flow; (5) Context-sensitive and sustainable solutions; (6) Rapid bridge replacement technique using a hydraulic sliding system; (7) Use of a temporary bridge; and (8) Use of prefabricated bridge components. Removal and replacement of the bridges on OR 38 was a great success and ODOT was able to meet the HfL program requirement related to the project goals of safety, construction congestion, quality, and user satisfaction.
KW  - Bridge construction
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Cast in place structures
KW  - Context sensitive design
KW  - Highways for LIFE
KW  - Oregon
KW  - Prefabricated bridges
KW  - Traffic flow
UR  - http://www.fhwa.dot.gov/hfl/summary/pdfs/or_052010.pdf
UR  - https://trid.trb.org/view/1247044
ER  - 

TY  - RPRT
AN  - 01470332
AU  - Khoury, Naji N
AU  - Zaman, Musharraf
AU  - Ghabchi, Rouzbeh
AU  - Kazmee, Hasan
AU  - University of Oklahoma, Norman
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Stability and Permeability of Proposed Aggregate Bases in Oklahoma
PY  - 2010/05//Final Report
SP  - 243p
AB  - Aggregate base is an important component of a pavement structure. It supports the asphalt concrete (AC) layer and reduces the wheel load-induced stresses on the underlying layers. It also functions as a drainage layer. Consequently, it is important to understand the drainage and strength characteristics of aggregate bases. Permeability (k) and resilient modulus (MR) of aggregate bases are used frequently to identify drainage and strength characteristics of aggregate bases. Historically, gradation specifications used by Oklahoma Department of Transportation (ODOT) have led to aggregate bases with very low permeability. Variations in permeability within the same gradation envelope are observed frequently. Also, ODOT currently lacks laboratory and field data  for resilient modulus (MR) and permeability (k) for commonly used aggregates and gradations. To this end, a combined study is undertaken to generate pertinent laboratory and field data on aggregates for different gradations, including new gradations. Specifically, the present study focuses on the effect of gradation and compaction energy on MR and k of aggregates from three commonly used sources in Oklahoma, namely Anchor Stone, Dolese and Martin Marietta. The current study was originally planned as a laboratory study, called Phase 1 in this report. A field component was added subsequently, called Phase 2 in this report, in cooperation with the Oklahoma Aggregate Association (OKAA). In Phase 1, five different gradations, namely, ODOT Type A, Modified AASHTO #57 (M-AASHTO #57), Modified AASHTO #67 (M-AASHTO #67), OKAA Type N, and OKAA Type K, were used in laboratory testing of limestone aggregates from the Anchor Stone quarry. For each gradation, both lower (LL) and upper (UL) limits were used and specimens were prepared using two different levels of compaction, namely standard Proctor and modified Proctor. Permeability (k) was measured using the falling head approach, while resilient modulus (MR) was evaluated using the AASHTO T-307 test method. In Phase 2, the number of gradations was narrowed down to three, namely M-AASHTO #57, OKAA Type M and ODOT Type A. These three gradations were tested with all three aggregate sources, as mentioned earlier. To  simulate an open-graded base course,  M-AASHTO #57 and  OKAA Type M specimens were compacted with standard Proctor effort, whereas, modified Proctor effort was used for ODOT Type A specimens to replicate dense-graded base condition. In addition to laboratory testing, in-situ drainage and strength characteristics of representative gradations were evaluated and compared in Phase 2. Accordingly, a 500–ft (152.4 m) long test section was constructed on Timberdell Road in Norman with three selected gradations, namely  M-AASHTO #57,  OKAA Type M and  ODOT Type A.  Field tests (falling weight deflectometer (FWD), dynamic cone penetrometer (DCP) and permeability) were conducted during construction and after the test section being opened to  traffic. Laboratory test results show that permeability decreases with the increase in compaction level, percent fines and dry density, as expected. ODOT Type A UL shows the highest Maximum Dry Unit Weight with modified Proctor effort for Anchor Stone and Dolese aggregates. Lower limits show higher permeability values in comparison to those of upper limit for the selected gradations. Lower limit of M-AASHTO #67 and #57 satisfies the minimum drainage requirement suggested by the Federal Highway Administration guideline. The resilient modulus values increased with the increase in dry density and compaction level. Also, coarser LL provided higher MR values compared to finer UL because of increased aggregate interlocks. For open-graded base layers permeability can increase due to the increase in angularity of aggregates even in the presence of fines. Field data reveal that traffic-induced compaction led to an increase in MR values and decrease in permeability, which conforms to the findings from the laboratory testing. Regression models were developed correlating moisture content, dry unit weight, gradation characteristics and compaction methods to permeability and resilient modulus using laboratory test results. Based on the statistical parameters, these models were found to be significant in predicting the k and MR values of aggregates and gradations used in this study. The laboratory and field data from this study could be used for local calibration of the mechanistic-empirical pavement design guide (MEPDG) for pavements with similar attributes.
KW  - Aggregate gradation
KW  - Aggregates
KW  - Base course (Pavements)
KW  - Compaction
KW  - Field tests
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Moisture content
KW  - Oklahoma
KW  - Permeability
KW  - Stability (Mechanics)
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2196-fy2009-rpt-final-zaman.pdf
UR  - https://trid.trb.org/view/1237849
ER  - 

TY  - RPRT
AN  - 01457797
AU  - Flora, William Frederick
AU  - Ong, Ghim Ping (Raymond)
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Structural Index as an Integral Part of the Overall Pavement Quality in the INDOT PMS
PY  - 2010/05//Final Report
SP  - 103p
AB  - Transportation agencies spend billions of dollars annually on pavement maintenance and rehabilitation to meet public, legislative, and agency expectations. Knowledge of the structural condition of a highway pavement is crucial for pavement management at both the network level and the project level, particularly when the system monitoring, evaluation, and decision-making are to be made in a context of multiple criteria that include structural condition. A key aspect of the performance criteria for multiple criteria decision making is that the criteria must be amenable to scaling so that it can be duly incorporated in the overall utility function. The main objectives of this research study are: 1) To develop a pavement structural strength index (SSI), scaled logistically from zero to a 100, based on the falling weight deflectometer (FWD) deflection measurements; 2) To formulate SSI in such a manner to be used as an index or employ the value of “100 – SSI” as a deduct value from pavement distresses surface index; and 3) To develop models by which the SSI could be estimated given functional class, age, and drainage condition wherever deflection measurements are not available. Extensive literature review of existing information related to pavement structural capacity assessment was conducted. Necessary data was collected from the Indiana Department of Transportation (INDOT) pavement management databases and deflection measurements available at INDOT Research and Development for both project and network levels. Information from INDIPAVE (a database that includes data on weather conditions, highway classification, traffic, and other information at over 10,000 one-mile pavement sections in the State of Indiana) were also employed. Weather information was also collected from the Indiana State Climate Office. The data includes information on 12,250 road sections from 1999 to 2007. Data was classified by pavement surface type (whether it is asphalt or concrete) and system classification (whether it is an interstate, a non-interstate but part of the national highway system (NHS), or a non interstate and not a part of the national highway system (non-NHS).
KW  - Asset management
KW  - Falling weight deflectometers
KW  - Indiana
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Strength of materials
UR  - http://dx.doi.org/10.5703/1288284314261
UR  - https://trid.trb.org/view/1218727
ER  - 

TY  - RPRT
AN  - 01457705
AU  - Martchouk, Maria
AU  - Mannering, Fred L
AU  - Singh, Lakhwinder
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Travel Time Reliability in Indiana
PY  - 2010/05//Final Report
SP  - 95p
AB  - Travel time and travel time reliability are important performance measures for assessing traffic condition and extent of congestion on a roadway. This study first uses a floating car technique to assess travel time and travel time reliability on a number of Indiana Highways. Then the study goes on to describe the use of Bluetooth technology to collect real travel time data on a freeway and applies it to obtain two weeks of data on Interstate-69 in Indianapolis. An autoregressive model, estimated based on the collected data, is then proposed to predict individual vehicle travel times on a freeway segment. This model includes speed, volume, time of day indicators, and previous vehicle travel times as independent variables. In addition to the autoregressive formulation, a duration model is estimated based on the same travel time data. The duration model of travel time provided insights into how one could predict the probability of a car’s duration of time on a roadway segment changed over time. Interestingly, the three duration models estimated (all hours, peak hour and night time models) showed that the point where the conditional probability of travel times becoming longer occurs roughly at the onset of level-of-service F conditions. Finally, a seemingly unrelated regression equation model to predict travel time and travel-time variability is estimated. This model predicts 15-minute interval travel times and standard deviation of travel time based on speed, volume and time of day indicators. The model has a very good statistical fit and thus can be used in the field to compute real-time travel time using data available from remote traffic microwave sensors.
KW  - Autoregressive models
KW  - Duration modeling
KW  - Econometric models
KW  - Floating car data
KW  - Indiana
KW  - Mathematical prediction
KW  - Probability
KW  - Reliability
KW  - Travel time
UR  - http://dx.doi.org/10.5703/1288284314263
UR  - https://trid.trb.org/view/1218743
ER  - 

TY  - RPRT
AN  - 01453701
AU  - Kim, Daehyeon
AU  - Ji, Yigong
AU  - Siddiki, Nayyar Zia
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of In-Situ Stiffness of Subgrade by Resilient and FWD Modulus
PY  - 2010/05//Final Report
SP  - 57p
AB  - Resilient modulus has been used for characterizing the stress-strain behavior of subgrade soils subjected to traffic loadings in the design of pavements. With the recent release of the Mechanistic-Empirical Pavement Design Guide (MEPDG), highway agencies are further encouraged to implement the resilient modulus test to improve subgrade design. A laboratory resilient modus test and a falling weight deflectometer (FWD) test are usually used to obtain the resilient modulus of subgrade. However, the difference in the resilient modulus obtained from these two methods is considerably large due to the fact that these tests are conducted under different conditions. This difference gives engineers a significant confusion about how they input appropriately the resilient modulus in the MEPDG software. In the present study, FWD tests, resilient modulus (Mr) tests and physical property tests were conducted to develop the relationship between the modulus from the FWD test and the resilient modulus from the lab resilient modulus test by comparing the results obtained from the FWD test on subgrade and the laboratory repeated triaxial load test on subgrade soil samples molded at OMC in Indiana varying over different climatic conditions. Based on the results of FWD tests and laboratory tests on some Indiana subgrades, the following conclusions can be drawn:  (1) on average, the FWD modulus is about 75% lower than the lab resilient modulus of the soil compacted at OMC;  (2) winter FWD modulus is about 40% higher than early summer FWD modulus; and (3)  when inputting the resilient modulus of subgrade in the MEPDG software, this relationship can be implemented.
KW  - Falling weight deflectometers
KW  - Field tests
KW  - Indiana
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Modulus of resilience
KW  - Stiffness
KW  - Subgrade (Pavements)
UR  - http://dx.doi.org/10.5703/1288284314255
UR  - https://trid.trb.org/view/1218721
ER  - 

TY  - RPRT
AN  - 01451445
AU  - United States Federal Highway Administration
TI  - I-25/Paseo del Norte Interchange, Albuquerque, Bernalillo County : environmental impact statement
PY  - 2010/05//Volumes held: Draft
KW  - Environmental impact statements
KW  - New Mexico
UR  - https://trid.trb.org/view/1219989
ER  - 

TY  - JOUR
AN  - 01382607
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Attarian, J L
TI  - Greener alleys [permeable pavements]
PY  - 2010/05
VL  - 73
IS  - 6
SP  - 26-33
KW  - Environment
KW  - Environment
KW  - Highway design
KW  - Pavement design
KW  - Pavement design
KW  - Pavement technology
KW  - Permeability
KW  - Permeability
KW  - Planning and Environment
KW  - Road design
KW  - Sustainable development
KW  - Sustainable development
KW  - Transport planning
KW  - Transportation planning
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/05.cfm
UR  - https://trid.trb.org/view/1150542
ER  - 

TY  - JOUR
AN  - 01382606
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Vanikar, S N
AU  - Grove, J
AU  - Wathne, L
TI  - Leaving a smaller footprint [concrete pavement]
PY  - 2010/05
VL  - 73
IS  - 6
SP  - 8-13
KW  - Concrete pavement
KW  - Concrete pavements
KW  - Construction
KW  - Construction
KW  - Environmental effects
KW  - Environmental impacts
KW  - Pavement design
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement maintenance
KW  - Pavement management
KW  - Pavement management systems
KW  - Pavement technology
KW  - Planning and Environment
KW  - Sustainable development
KW  - Sustainable development
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/02.cfm
UR  - https://trid.trb.org/view/1150541
ER  - 

TY  - RPRT
AN  - 01366044
AU  - Rohne, Ryan J
AU  - Minnesota Department of Transportation
AU  - Minnesota Department of Transportation
AU  - Minnesota Department of Natural Resources
AU  - Federal Highway Administration
TI  - Mesabi-Select Concrete Pavement Five Year Performance Report
PY  - 2010/05//Final Report
SP  - 38p
AB  - Cell 54 was constructed in the fall of 2004 on the MnROAD low-volume loop. It is made up of eight inches of concrete underlain by Class 5 aggregate base and approximately three inches of compacted in-situ fill. The Minnesota Department of Transportation (Mn/DOT) constructed this cell to study the properties of Mesabi-Select as coarse aggregate in concrete. This mineral aggregate that contains less iron than the ore, was obtained from overburdens in the iron ore ledges in northern Minnesota. There is no record of a previous cell constructed to study the suitability of Mesabi-Select in concrete. Cell 54 is in very good condition after five years. There are very few cracks of low severity. The types of distress found were spalling of transverse joints, longitudinal cracking, and transverse cracking. Very little joint faulting has occurred. In-situ concrete surface permeability measurements indicate that the concrete is good quality. Friction and ride quality measurements indicate that Cell 54 is in very good condition. Falling weight deflectometer (FWD) deflections at the surface and top of the base were of similar magnitude as in other doweled jointed plain concrete pavement (JPCP) test cells of similar design.
KW  - Coarse aggregates
KW  - Concrete pavements
KW  - Deflection
KW  - Experimental roads
KW  - Friction
KW  - Longitudinal cracking
KW  - Minnesota Road Research Facility
KW  - Pavement performance
KW  - Permeability
KW  - Ride quality
KW  - Spalling
KW  - Transverse cracking
KW  - Transverse joints
UR  - http://www.dot.state.mn.us/research/TS/2010/201019.pdf
UR  - http://www.lrrb.org/pdf/201019.pdf
UR  - https://trid.trb.org/view/1134984
ER  - 

TY  - RPRT
AN  - 01359682
AU  - Fisher, Jonathan
AU  - Graves, Clark
AU  - Blankenship, Phillip B
AU  - Hakimzadeh-Khoee, Salman
AU  - Anderson, R Michael
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Asphalt Institute
AU  - Federal Highway Administration
TI  - Factors Affecting Asphalt Pavement Density and the Effect on Long Term Pavement Performance
PY  - 2010/05
SP  - 158p
AB  - The Kentucky Transportation Center, the Asphalt Institute, and the Kentucky Transportation Center worked together in order to identify factors that affect asphalt pavement density, and to then evaluate their effect on long term pavement performance. By determining which variables are most influential to pavement performance (i.e. roller pattern, temperature when rolled, etc.), and then monitoring the attention given to those variables, Kentucky would be able to increase the service life of asphalt roadways by at least 25%, therefore saving as much as $30 million annually on a resurfacing budget of $129.2 million (2007), while still maintaining the current roadway level of service. Ensuring that the pavement roller is able to roll the surface at the appropriate temperature can result in increases in density of up to 4%. An asphalt mix having 11% voids failed at approximately 400,000 cycles @ 350 microstrains, compared to that same mix at 7% air voids failing at 600,000 cycles @ 350 microstrains, resulting in a lab fatigue life increase of 50%. Two primary results were found from this study. First, by ensuring the compaction roller reaches the pavement before the temperature is allowed to drop substantially, up to a 4% increase in density can be achieved. Second, by increasing density 4%, lab fatigue life can be increased by as much as 50%. From these results, by practicing proper construction techniques one could conservatively expect to see increases in the service life of an asphalt surface of up to 25% in the field.
KW  - Asphalt pavements
KW  - Binder content
KW  - Density
KW  - Durability
KW  - Fatigue (Mechanics)
KW  - Kentucky
KW  - Pavement cracking
KW  - Pavement performance
KW  - Performance tests
KW  - Permeability
KW  - Permeameters
KW  - Road rollers
KW  - Rolled asphalt
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_05_RSF_14_05_1F.pdf
UR  - https://trid.trb.org/view/1125119
ER  - 

TY  - RPRT
AN  - 01357087
AU  - Cadden, Allen W
AU  - Gomez, Jesus E
AU  - Baxter, Andrew C
AU  - Bird, Thomas
AU  - Schnabel Engineering LLC
AU  - Association of Drilled Shaft Contractors
AU  - Federal Highway Administration
TI  - Hollow Bar Soil Nails Pullout Test Program
PY  - 2010/05//Final Report
SP  - 59p
AB  - The use of Hollow Bar Soil Nails (HBSNs) is growing in the excavation support and retaining wall construction. It is anticipated that the use of the HBSN technology could reduce construction schedules, costs, and environmental impacts. The current state of practice for design bond strengths and load testing procedures is based on the current soil nail practice but varies depending on the installation contractor and product recommendations. The objective of this study was two-fold. The first objective was to develop an initial data file from installation and testing at four sites of the available grout-to-ground bond stress of HBSNs, and to determine if correlations exist with traditional solid bar, drill, and grout soil nails (for example, the published nominal values in FHWA-IF-03-017 [GEC No. 7]). The second objective was to establish recommendations for practical, standard ways of performing pullout tests on HBSNs. Comparisons between the pullout test results showed that the HBSNs generally developed larger bond strength values in granular soils than the Solid Bar Soil Nails  (SBSNs). Three installation methods for purposes of pullout and proof testing were evaluated. Two were found to be to be satisfactory; however, the third one was noted to have a significant Doughnut Effect and was not recommended for pullout testing.
KW  - Bond strength (Materials)
KW  - Earth walls
KW  - Excavation
KW  - Field tests
KW  - Geotechnical engineering
KW  - Grouting
KW  - Installation
KW  - Pull out test
KW  - Retaining walls
KW  - Soil nailing
KW  - Soil stabilization
KW  - Standardization
UR  - http://www.cflhd.gov/programs/techDevelopment/geotech/HBSN/01_HBSN_Pullout_Test_Program.pdf
UR  - https://trid.trb.org/view/1122111
ER  - 

TY  - RPRT
AN  - 01343483
AU  - Barbato, Michele
AU  - Bowman, Marvin
AU  - Herbin, Alexander
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Performance of Buried Pipe Installation
PY  - 2010/05//Final Report
SP  - 123p
AB  - The purpose of this study is to determine the effects of geometric and mechanical parameters characterizing the soil structure interaction developed in a buried pipe installation located under roads/highways. The drainage pipes or culverts installed as part of a roadway project are considered as holistic systems which include not only the pipes and their mechanical properties as determined by materials, geometry and manufacturing procedures, but also the natural soil and the trench into which the pipe is placed, constructed and expected to perform. The research results confirm that the performance of the soil-structure interaction system constituted by the pipe, the trench backfill and the natural soil surrounding the trench depends significantly not only on the pipe material and stiffness but also on geometric parameters defining the trench in which the pipe is installed, such as cover height, bedding thickness and trench width. Minimum requirements for these geometric parameters can be established to obtain equivalent performances of different pipe systems as function of (1) the pipe stiffness and diameter, (2) the local natural soil properties, and (3) the type of road pavement. The results of this research can be used as guidance in establishing guidelines for the alternate selection and application of typical highway drainage products, such as pipes and culverts. This report provides initial data that can be used for a proper comparison of performance, in terms of deformations of the road surface under typical loads, of pipes characterized by different materials and different installation geometry and methodologies. This project suggests also future research directions to delineate a rigorous comparison of different soil-pipe systems under a more general definition of performance, rigorously accounting for economical factors (e.g., initial cost, life-cycle cost) and societal risk.
KW  - Bedding
KW  - Cover depth
KW  - Diameter
KW  - Drain pipe
KW  - Geometric design
KW  - Guidelines
KW  - Pipe culverts
KW  - Soil structure interaction
KW  - Stiffness
KW  - Thickness
KW  - Trenches
UR  - http://www.ltrc.lsu.edu/pdf/2011/fr_467.pdf
UR  - https://trid.trb.org/view/1105449
ER  - 

TY  - RPRT
AN  - 01337302
AU  - Walton, C M
AU  - Prozzi, Jolanda
AU  - Cruz-Ross, Alejandra
AU  - Kockelman, Kara
AU  - Conway, Alison
AU  - Evans, Daniel
AU  - Harrison, Robert
AU  - Weissmann, Jose
AU  - Papagiannakis, Thomas
AU  - Weissmann, Angela
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Potential Use of Longer Combination Vehicles in Texas: First Year Report
PY  - 2010/05//Technical Report
SP  - 141p
AB  - Trucking remains the only major freight mode not to benefit from increases in size and weight regulations since 1982. The need for more productive trucks—both longer (LTL) and heavier (TL)—is growing with economic activity, rising fuel costs and concerns over environmental impacts from emissions. This study covers the first-year activities of a two-year TxDOT-sponsored study into potential LCV use in Texas. It describes current U.S. LCV operations and regulations, operational characteristics of various LCV types, safety issues, and environmental and energy impacts, together with pavement and bridge consumption associated with LCVs. Methods to measure both pavement and bridge impacts on a route basis are described. A survey of current U.S. LCV operators provides an insight into business characteristics, vehicles, drivers, performance, and safety. The overall study benefited from three sources of direction: an advisory panel from TxDOT, an industry panel comprising heavy truck and LCV operators, and finally an academic team from the University of Michigan Transportation Research Institute. In the second year of the study, a series of routes and LCV types will be evaluated in Texas using methods developed in the first year and approved at a study workshop.
KW  - Axle loads
KW  - Commercial vehicle operations
KW  - Environmental impacts
KW  - Longer combination vehicles
KW  - Pavement performance
KW  - Texas
KW  - Trucking safety
KW  - Trucks by number of axles
KW  - Trucks by weight
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6095_1.pdf
UR  - https://trid.trb.org/view/1097537
ER  - 

TY  - RPRT
AN  - 01328142
AU  - Stith, Jason
AU  - Schuh, Andrew
AU  - Farris, Jamie
AU  - Petruzzi, Brian
AU  - Helwig, Todd
AU  - Williamson, Eric
AU  - Frank, Karl
AU  - Engelhardt, Michael
AU  - Kim, Hyeong Jun
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidance for Erection and Construction of Curved I-Girder Bridges
PY  - 2010/05//Technical Report
SP  - 239p
AB  - This report summarizes the methods, results, and recommendations from a research investigation on the behavior of horizontally curved girders during construction. The primary focus of the study is the behavior during early stages of construction when little or no bracing is provided. Girder behavior during placement of the concrete bridge deck was also considered. Research on the bridge behavior during early stages of construction provides valuable insight into the accuracy of past practices and is necessary to formulate safe construction procedures during girder erection and construction. In this research project all phases of girder erection and deck placement were investigated. The goal for the project was to provide a set of design guidelines that provide safe yet economical erected steel plate girders. The necessity of shore towers or holding cranes were also considered in the study. The research study included: 1) Field monitoring of curved girders during lifting, erection, and concrete slab construction; 2) Surveys of erectors to determine common erection practices; 3) Parametric finite element modeling of girders during lifting as well as partially erected bridges; 4) The derivation of analytical expressions for predicting the behavior of curved I-girders during lifting; 5) Development and verification of a macro-enabled spreadsheet design tool (UT Lift) to calculate curved girder behavior during lifting; and 6) Development and verification of a PC-based three-dimensional finite element program (UT Bridge) for analyzing steel bridges during construction. This report provides a description of the entire body of research that was conducted and pertinent to understanding the basis for the design guidelines that were developed. The data from the field results were used to validate the finite element model used in the parametric studies and to compare to the PC-based finite element program developed in the project. The information provides guidance on critical issues that bridge engineers face when designing curved steel plate I-girders.
KW  - Bridge construction
KW  - Bridge engineering
KW  - Curved bridges
KW  - Erection (Building)
KW  - Finite element method
KW  - Girder bridges
KW  - I-girders
KW  - Lifting
KW  - Steel plates
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5574_1.pdf
UR  - https://trid.trb.org/view/1086346
ER  - 

TY  - RPRT
AN  - 01325014
AU  - Kuhn, Beverly
AU  - Texas Transportation Institute
AU  - Federal Highway Administration
TI  - Efficient Use of Highway Capacity Summary
PY  - 2010/05//Technical Report
SP  - 100p
AB  - This report was developed to summarize the implementation of safety shoulders as travel lanes as a method to increase the efficient use of highway capacity. Its purpose is to provide a succinct overview of efforts to use left or right shoulder lanes as temporary or interim travel lanes. As part of this summary, information related to the impact of that shoulder usage on highway safety and/or accidents during operations was reviewed as well. The intent of the report is to provide critical information that the Federal Highway Administration (FHWA) can use to formulate guidance for agencies on providing temporary shoulder use as a means of increasing roadway capacity. The study that generated this product was conducted at the request of Congress through the 2008 Technical Corrections Act. Those issues that need to be considered include design, traffic control devices, performance measures, potential safety benefits, maintenance concerns, enforcement roles and processes, incident response, training for personnel, costs, liability and legal issues, and public outreach and education. Careful consideration of these issues can help ensure a shoulder use deployment is effective without having negative impacts on safety and operations.
KW  - Geometric design
KW  - Highway capacity
KW  - Highway safety
KW  - Managed lanes
KW  - Road shoulders
KW  - Temporary
KW  - Travel lanes
UR  - http://www.aashtojournal.org/Documents/December2010/CapacityReport.pdf
UR  - http://ntl.bts.gov/lib/35000/35500/35534/FHWA-HOP-10-023.pdf
UR  - https://trid.trb.org/view/1085877
ER  - 

TY  - RPRT
AN  - 01322462
AU  - Bond, Alexander
AU  - Kramer, Jeff
AU  - Seggerman, Karen
AU  - University of South Florida, Tampa
AU  - Federal Highway Administration
TI  - Staffing and Administrative Capacity of Metropolitan Planning Organizations
PY  - 2010/05
SP  - 120p
AB  - MPOs were formed and structured to accomplish the prevailing planning tasks of the late 20th century. Recent federal legislation and regulations coupled with technology improvements have increased the complexity of MPO activities, requiring increased planning capacity and resources. Identifying effective strategies for maximizing planning capacity and organizational efficiency has become a challenge for MPOs across the country. This research report documents how MPOs have structured their organizations and allocated staff resources. MPO organizational structure includes administrative information like governance, host agency relationships, budgeting, and work planning. The report also addresses staffing arrangements, technical skills, use of consultant labor, and employee retention. Effective and unique practices are documented through case studies interspersed in the report. The intent of this research is to help MPO leaders evaluate their staffing and organizational structures in light of their current and anticipated responsibilities, budget and policy environment. The information contained in the report was gained through a national survey of MPOs, plus follow‐up case study research. The survey gained a 35.5 percent response rate, with 133 MPOs participating. Ten participating MPOs were selected for follow‐up case study research, which are interspersed throughout the research report.
KW  - Administration
KW  - Industry structure
KW  - Metropolitan planning organizations
KW  - Organizational effectiveness
KW  - Selection and appointment
KW  - Transportation planning
UR  - http://www.cutr.usf.edu/programs/pcm/files/2010-05-Staffing_and_Administrative_Capacity_of_MPOs.pdf
UR  - https://trid.trb.org/view/1083509
ER  - 

TY  - RPRT
AN  - 01220465
AU  - Grant, Michael
AU  - Bowen, Beverly
AU  - Jasper, Keith
AU  - Maggiore, Michelle
AU  - Wallis, Elizabeth
AU  - ICF International
AU  - Delcan Corporation
AU  - Federal Highway Administration
TI  - Statewide Opportunities for Integrating Operations, Safety, and Multimodal
Planning: A Reference Manual
PY  - 2010/05//Reference Manual
SP  - 100p
AB  - This publication is a reference manual designed to provide “how to” information to assist transportation professionals in taking actions to integrate these activities. It identifies and describes opportunities at various levels of decisionmaking – statewide, regional, corridor, and project – and the benefits of these approaches. It also highlights overarching themes such as the important role of multidisciplinary teams; data collection, sharing, and analysis; and broad use of performance measures within each of these levels.
KW  - Decision making
KW  - Integration
KW  - Multimodal transportation
KW  - States
KW  - Transportation operations
KW  - Transportation planning
KW  - Transportation safety
UR  - http://www.fhwa.dot.gov/planning/statewide/manual/manual.pdf
UR  - https://trid.trb.org/view/980776
ER  - 

TY  - RPRT
AN  - 01207436
AU  - Yang, Seongyeong
AU  - Helwig, Todd
AU  - Klingner, Richard
AU  - Engelhardt, Michael
AU  - Fasl, Jeremiah
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Impact of Overhang Construction on Girder Design
PY  - 2010/05//Technical Report
SP  - 205p
AB  - Economical constraints on the design of bridges usually necessitate the use of as few girders as possible across the bridge width. The girders are typically uniformly spaced transversely with the deck extending past the fascia girders, thereby resulting in an overhang. While designers commonly employ rules of thumb with regard to the geometry of the overhang, these rules of thumb generally address only the deck in-service strength and deflection requirements, and the effect due to construction load is not considered. In particular, the impact of the overhang on fascia girder behavior during construction is not well understood. Overhang construction often leads to a torsional load on the girder system that can lead to problems in steel and concrete girder bridges during construction. The main issue with concrete girder bridges is excessive lateral rotation in the fascia girder, which can cause potential problems of construction safety and maintenance. Field problems on concrete bridges have been reported in the state of Texas where the fascia girders experienced excessive rotation during construction. For steel girder bridges, the unbalanced overhang loading can lead to both local and global instability. Locally, the overhang brackets often exert a large force on the web plate that can distort the web and increase the magnitude of the plate imperfection. Global stability problems have occurred primarily on bridge widening projects where a few girders are added to an existing bridge system. The girders in the widening are usually isolated from the existing bridge and the unbalanced load from the overhang can cause excessive twist that intensifies the global stability of the girder system. The objective of this study was to improve the understanding of the bridge behavior due to the unbalanced loading from the overhangs and to identify critical factors affecting the girder behavior. The study was also aimed at developing simple design methodologies and design recommendations for overhang construction. The research included field monitoring, laboratory tests, and parametric finite element analyses. The data from the field monitoring and laboratory tests were used to validate finite element models for both concrete and steel girder bridges. Based on the validated models, detailed parametric studies were conducted to investigate the effects of the unbalanced loading. Results from the parametric studies were used to identify the geometries of girder systems that are prone to problems with the overhangs as well as to provide design suggestions. In addition, a closed-form solution for lateral rotation in the fascia girder in a concrete girder bridge was derived using a rigid-body model, and was used to develop design methodology and design recommendations for overhang construction.
KW  - Bridge construction
KW  - Bridge design
KW  - Concrete bridges
KW  - Field studies
KW  - Finite element method
KW  - Geometry
KW  - Girder bridges
KW  - Girders
KW  - Laboratory tests
KW  - Overhang
KW  - Rotation
KW  - Stability (Mechanics)
KW  - Steel bridges
KW  - Torsion
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5706_1.pdf
UR  - http://ntl.bts.gov/lib/34000/34300/34361/0_5706_1.pdf
UR  - https://trid.trb.org/view/968169
ER  - 

TY  - RPRT
AN  - 01173885
AU  - Quiroga, Cesar
AU  - Kraus, Edgar
AU  - Le, Jerry
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Strategies and Recommendations for Integrating Utility and Environmental Processes at TxDOT: Workshop Materials
PY  - 2010/05
SP  - 104p
AB  - Two sources of delay during the project development process are utility adjustments and the environmental review and clearance process. There are several efforts underway at the Texas Department of Transportation (TxDOT) to optimize these processes, including recently finished and active research projects. Despite these efforts, the interaction between utility coordination/conflict elimination activities and the environmental process is one that has not received proper attention over the years. One of the reasons is that, although the collection of data regarding existing and abandoned utility installations is part of the environmental data gathering process, in practice, the collection of detailed underground utility-related data normally starts in the design phase, which typically occurs after the environmental process is complete. The purpose of Research Project 0-6065 was to determine whether it was feasible to: (1) obtain better existing utility data during the schematic development phase as opposed to the design phase; and (2) increase the level of definition of design components such as horizontal alignment, vertical alignment, and drainage requirements during the schematic development phase. To address the objectives of the project, the researchers analyzed the TxDOT project development process with a focus on environmental and utility activities. The researchers produced a model of the environmental process at TxDOT using numerous resources including TxDOT manuals and conducted interviews with stakeholders. This model shows activities of the TxDOT project development process from the planning phase until the beginning of Plans, Specifications, and Estimate (PS&E) development (detailed design) and the sequence flow between activities, including new activities recommended by the researchers.
KW  - Conflict management
KW  - Coordination
KW  - Environmental reviews
KW  - Highway design
KW  - Highway planning
KW  - Public utilities
KW  - Strategic planning
UR  - http://tti.tamu.edu/documents/0-6065-P1.zip
UR  - https://trid.trb.org/view/934255
ER  - 

TY  - RPRT
AN  - 01173813
AU  - Mitchell, Gayle F
AU  - Riefler, R Guy
AU  - Russ, Andrew
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Vegetated Biofilter for Post Construction Storm Water Management for Linear
Transportation Projects
PY  - 2010/05//Technical Report
SP  - 248p
AB  - The vegetated biofilter is a low impact development technique that can be integrated into stormwater management of linear transportation systems and capitalize on the natural environment to mitigate stormwater. A 4 ft (1.2 m) wide by 14 ft (4.3 m) long prototype vegetated biofilter was constructed on a moveable frame. Artificial runoff was delivered to each of three grass beds for comprehensive tests at slopes and flow rates as follows: 8:1, medium; 4:1, medium; 2:1, medium; and 2:1, high. The medium and high flows represented storm runoff events typical in Ohio. First, baseline tests were performed to obtain concentrations of constituents native to the biofilter. Artificial runoff, formulated with metals, native soil, and motor oil, was applied to one bed at a “high” concentration for the first part of the event, followed by a “medium” concentration; a second bed received “medium” followed by “low” concentration runoff, and the third bed received “low” concentration followed by tap water. During the simulated storm events, samples were obtained from the inlet, surface runoff, and underdrain and analyzed for total and dissolved metals, TSS, and oil and grease. Prior to and at the end of testing, cores were extracted from the bed, separated into soil, roots and grass, and each component analyzed for metal content per mass of material. The two beds receiving the initial high and medium concentration flow performed well and removal of 7 total metals and TSS was above 75%. Removal of oil ranged from 30% to over 90%. The bed receiving low concentration runoff, which was near the baseline levels for constituents, had mixed performance of removals ranging from none to above 90%, illustrating the difficulty of any BMP to treat a relatively clean influent. Metals above background levels were found primarily in the first half (7 ft, 2.1 m) of each bed. Soil particles in the influent flow of the first test in each bed, tagged with La, were not resuspended in subsequent tests and were not measured at any significant concentration in the outlet surface flow.
KW  - Biofilters
KW  - Filters
KW  - Runoff
KW  - Storm water management
KW  - Vegetated filter strips
KW  - Vegetation
UR  - http://worldcat.org/oclc/671776720/viewonline
UR  - http://ntl.bts.gov/lib/55000/55800/55857/FHWA-OH-2010-7.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55858/FHWA-OH-2010-7_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/934339
ER  - 

TY  - RPRT
AN  - 01173615
AU  - Abramowitz, A
AU  - Federal Aviation Administration
AU  - Federal Highway Administration
TI  - Summary Report: Airplane Fuselage Section Tests with Overhead Stowage Bins
PY  - 2010/05
SP  - 43p
AB  - From 1991 to 2000, the Federal Aviation Administration (FAA) conducted vertical and longitudinal and static and dynamic tests of various narrow-body transport airplane fuselage sections, which included different types of in-service overhead stowage bins. Vertical drop impact tests were conducted at the FAA William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. Longitudinal, simulated impact sled tests were conducted at the Transportation Research Center, East Liberty, Ohio. This report summarizes the distribution of loads among the bin support members for both static and dynamic loading conditions, the strengths, and failure modes (if any) of various overhead stowage bins. This information will provide a basis to assess the adequacy of the design standards and regulatory requirements for overhead stowage bins.
KW  - Aircraft operations
KW  - Aviation safety
KW  - Civil aircraft
KW  - Dynamic loads
KW  - Fuselages
KW  - Impact tests
KW  - Overhead
KW  - Storage facilities
UR  - https://trid.trb.org/view/934463
ER  - 

TY  - RPRT
AN  - 01173231
AU  - Aldrete-Sanchez, Rafael
AU  - Shelton, Jeffrey
AU  - Cheu, Ruey Long
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Integrating the Transportation System with a University Transportation Master Plan: Best Practices and Lessons Learned
PY  - 2010/05//Technical Report
SP  - 24p
AB  - The University of Texas at El Paso (UTEP) is planning several projects that will have a substantial impact in the transportation network in El Paso. This research project conducted a study of the integration of the El Paso metropolitan transportation system with UTEP’s transportation master plan and to develop a synthesis of best practices of transportation systems integration employed by universities from across the country. This research report presents a synthesis of these best practices and documents the lessons learned during the analysis of the UTEP campus found in Report 0-6608-2. The overall goal of the report was to provide guidance on the integration between transportation systems and a university campus master plan. Researchers used a two-pronged approach to document best practices in this report. First, researchers conducted a review of the state-of-the-practice on university campuses around the country. Second, researchers synthesized the lessons learned from the development of the case study analysis of the UTEP campus master plan and its integration with current and planned metropolitan transportation infrastructure, where the integrated application of practices from around the country could be tested.
KW  - Best practices
KW  - Campuses
KW  - Case studies
KW  - Lessons learned
KW  - Master plans
KW  - Metropolitan planning organizations
KW  - Pedestrian safety
KW  - State of the practice
KW  - System integration
KW  - Transportation planning
UR  - http://tti.tamu.edu/documents/0-6608-3.pdf
UR  - http://ntl.bts.gov/lib/33000/33700/33770/0-6608-3.pdf
UR  - https://trid.trb.org/view/933260
ER  - 

TY  - RPRT
AN  - 01173194
AU  - Green, J G
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Distracted Driving: Preliminary Analysis and Survey
PY  - 2010/05//Final Report
SP  - 30p
AB  - This report primarily focuses on an attempt to document the level of driver distraction existing in Kentucky through analysis of crash data and by conducting an observational survey of drivers. Additional research is cited as a means of comparing other studies with results from Kentucky, as well as establishing a definition of distracted driver. The status of laws related to use of cell phones in other states was summarized, and the recently passed legislation in Kentucky was noted by incorporation of the full text as an appendix. It was determined from analysis of Kentucky data that if the three categories of human factors (inattention, distraction, and cell phone) listed on the traffic collision report are combined, the total would be 53,223 collisions and 184 fatal collisions.
KW  - Behavior
KW  - Distracted drivers
KW  - Distraction
KW  - Fatalities
KW  - Human factors in crashes
KW  - Kentucky
KW  - Mobile telephones
KW  - Traffic crashes
KW  - Travel behavior
KW  - Travel surveys
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_06_SPR_56_10_1F.pdf
UR  - https://trid.trb.org/view/927800
ER  - 

TY  - RPRT
AN  - 01173152
AU  - McKnight, J
AU  - Athens Technical Specialists, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Traffic Counter Bench Tester with 8-Lane Testing Capability
PY  - 2010/05
SP  - 49p
AB  - The Ohio Department of Transportation (ODOT) utilizes Automated Traffic Recorder (ATR) devices to collect highway traffic vehicle count and class data. The data is used to support funding proposals and highway maintenance decisions. The Federal Highway Administration (FHWA) requires each state to test their highway traffic data collection equipment (Ref: 23 CFR Parts 500.203 & 500.204). Further, the regulation states that only equipment passing the test procedures may be used for the collection of data for projects funded by FHWA. The objective of this research project is to design a bench top tester for testing ATRs that are equipped to count/classify 8 lanes of traffic with a loop-piezo-loop sensor arrangement. The new tester will be designated as model ATRT-1716 and will be similar in operation to the ATRT-1700 model which ODOT has used successfully for many years.
KW  - Automatic data collection systems
KW  - Bench testing
KW  - Data collection
KW  - Highway traffic
KW  - Ohio
KW  - Traffic counting
KW  - Traffic data
KW  - Traffic lanes
UR  - http://worldcat.org/oclc/653122319/viewonline
UR  - https://trid.trb.org/view/927798
ER  - 

TY  - RPRT
AN  - 01172515
AU  - Brown, Michael C
AU  - Ozyildirim, Celik
AU  - Duke, William L
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Fiber-Reinforced Self-Consolidating Concrete
PY  - 2010/05//Final Report
SP  - 24p
AB  - The rising cost of materials and labor, as well as the demand for faster construction, has prompted development of cheaper, faster alternatives to conventional building techniques. Self-consolidating concrete (SCC), a high performance concrete characterized by its ability to flow without segregation under its own weight, promises to speed construction while reducing the need for skilled labor. However, experience has shown that SCC may be prone to shrinkage cracking, which may compromise its durability. In conventional concrete, fiber reinforcement has been used to control cracking and increase tensile and flexural strength. This study evaluated the feasibility of fiber-reinforced SCC (FR-SCC) for structural applications. Tests were conducted in the laboratory to assess the fresh and hardened properties of FR-SCC containing various types and concentrations of fibers. The results indicated that an SCC mixture can be prepared for use in transportation facilities that combines the properties of a high flow rate and some residual strength that would be beneficial for crack control. The residual strength is contributed by the internal fibers and provides load-carrying capacity after initial cracking of the concrete. At optimum fiber additions, FR-SCC mixtures can have the same fresh concrete properties as traditional SCC mixtures. FR-SCC also demonstrated a considerable improvement in the residual strength and toughness of a cracked section, which is expected to lead to the control of crack width and length. The improved performance of the FR-SCC cracked section indicated that it can be expected to have more durability in service conditions than would an identical SCC with no reinforcement. The study recommends that the Virginia Department of Transportation’s Structure & Bridge Division evaluate FR-SCC in field applications such as link slabs and closure pours in continuous concrete decks; formed concrete substructure repairs; or prestressed beams where end zone cracking has been an issue. In such applications, construction with FR-SCC has the potential to be faster than with SCC, as traditional steel reinforcement may be reduced or eliminated, yielding reduced labor and materials costs for reinforcement placement. Enhanced public and worker safety may result from the reduction of overall construction time and required maintenance of traffic. The next step toward implementation of this technology would involve coordination with VDOT’s Materials Division and Structure & Bridge Division to create special provisions or standard specifications regarding the use of FR-SCC and to identify candidate projects for field trials.
KW  - Bearing capacity
KW  - Cost effectiveness
KW  - Durability
KW  - Fiber reinforced concrete
KW  - Flow rate
KW  - High performance concrete
KW  - Laboratory tests
KW  - Rapid construction
KW  - Residual strength
KW  - Self compacting concrete
KW  - Toughness
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r8.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37806/10-r8.pdf
UR  - https://trid.trb.org/view/933263
ER  - 

TY  - RPRT
AN  - 01172513
AU  - Parmar, Devendra S
AU  - Sharp, Stephen R
AU  - Hampton University
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Short-Term Evaluation of a Bridge Cable Using Acoustic Emission Sensors
PY  - 2010/05//Final Report
SP  - 32p
AB  - The Varina-Enon Bridge carries I-295 across the James River and crosses over the shipping channel that leads to the Richmond (Virginia) Marine Terminal. The bridge is a cable-stayed bridge that was opened to traffic in July 1990. It has 150 ft of vertical navigational clearance and 630 ft of horizontal navigational clearance. The overall bridge length is 4,686 ft. The bridge has six lanes (three each way) with full right and left shoulders. This study used acoustic emission (AE) to assess the condition of strands by examining for active defects (such as corrosion, crack expansion and rubbing, wire breaks, and similar active defects) on a single stay-cable, from anchorage point to anchorage point, of the Varina-Enon Bridge. Testing was performed over short durations of time during periods that included low traffic volumes (acoustically quiet) and high traffic volumes (acoustically noisy). In addition, computer software was used to determine the source and location of the acoustic event. The most significant finding was that AE events were being generated inside the pylon in the saddle region. Further, although AE responses from the stay-cable did not contain any signatures of rubbing from previously broken cable and/or breaking during the testing period, AE signals were detected, possibly because of higher winds or blowing debris striking the cable/anchorage region. The study recommends that the Virginia Department of Transportation (VDOT) Richmond District Bridge Division measure and map the cracks in the northern and southern stay-cable pylons of the bridge; evaluate the northern pylon saddle regions using AE and determine which areas show the greatest acoustical activity; evaluate the stay-cable anchorage regions more closely using AE; and determine the source of the AE signal that was detected during this study. Finally, the anchorage regions should be evaluated, and VDOT should consider using AE periodically to evaluate the health of this structure and determine which regions are exhibiting significant AE activity. Regions with elevated AE activity should take precedence over non-active regions during inspection.
KW  - Acoustic emission tests
KW  - Bridge anchorages
KW  - Cable stayed bridges
KW  - Defects
KW  - Highway bridges
KW  - Pylons
KW  - Structural health monitoring
KW  - Varina-Enon Bridge
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r24.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37804/10-r24.pdf
UR  - https://trid.trb.org/view/933273
ER  - 

TY  - RPRT
AN  - 01167047
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Freight and Air Quality Handbook
PY  - 2010/05//Final Report
SP  - 124p
AB  - This handbook was developed as a resource for states, metropolitan planning organizations (MPOs), the Federal Highway Administration (FHWA) and other public- and private-sector organizations to use in developing solutions to freight related air quality issues and emissions challenges. This handbook provides the background needed to understand how freight contributes to air quality issues, describes strategies to mitigate those freight-related pollutant emissions and improve air quality, and identifies funding and financing tools available for freight-related air quality projects. Case studies of freight projects and programs that seek to improve air quality and reduce freight-related emissions are presented. These case studies provide real-world examples of the operational, infrastructure, and technology solutions being used to solve freight air quality problems.
KW  - Air quality
KW  - Air quality management
KW  - Case studies
KW  - Financing
KW  - Freight transportation
KW  - Handbooks
KW  - Strategic planning
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10024/fhwahop10024.pdf
UR  - http://ntl.bts.gov/lib/34000/34400/34438/fhwahop10024.pdf
UR  - https://trid.trb.org/view/927652
ER  - 

TY  - RPRT
AN  - 01164854
AU  - Battaglia, Irene K
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Dowel Bar Retrofit Performance in Wisconsin
PY  - 2010/05//Final Report
SP  - 42p
AB  - In 1999, the Wisconsin Department of Transportation (WisDOT) constructed test sections on I-39 to evaluate the dowel bar retrofit (DBR) rehabilitation technique for faulted concrete pavement slabs. Two years later, mortar deterioration and debonding were noted in the dowel slots. In response to this early distress, additional test sections were constructed on STH 13 to evaluate various mortar materials. The I-39 project was repaired, and test sections from both the I-39 and STH 13 projects were monitored between 2001 and 2007 for distress (PDI), pavement smoothness (IRI), and load transfer efficiency (LTE) between adjacent slabs. Additional DBR projects on USH 45, STH 21, and USH 18/151 were also surveyed in 2010. Six years after repairs were made on the I-39 project, distressed dowel slots were noted again, and additional repairs were made. The entire project was eventually overlaid with HMA. Prior to the overlay, however, IRI values were low for sections with DBR. Smoothness varied for control sections that were diamond ground only. The control sections with a 3-in. hot mix asphalt (HMA) overlay and with diamond grinding only had the roughest ride in the driving lane. DBR sections had consistently better LTE values than non-doweled sections. Among the STH 13 test sections, mortar with 100 percent extension ratio had more debonding and surface deterioration than mortar with lower extension ratios (60 or 80 percent). Mortar and joint deterioration occurred on the USH 45, STH 21, and USH 18/151 projects, but areas of very good performance were noted as well. While DBR is a more expensive rehabilitation option than diamond grinding or HMA overlay, it addresses the root cause of slab faulting and provides the longest service life. If slab faulting is severe in the driving lane and not in the passing lane of a multi-lane highway, it may be possible to perform DBR in the driving lane only. Additionally, use of quality materials and attention to details during construction are critical for long-term performance of DBR projects.
KW  - Bituminous overlays
KW  - Concrete pavements
KW  - Diamond grinding
KW  - Dowel bar retrofit
KW  - International Roughness Index
KW  - Load transfer
KW  - Load transfer efficiency
KW  - Pavement distress
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Slab faulting
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wi-02-10dowelbars.pdf
UR  - http://ntl.bts.gov/lib/33000/33500/33598/wi-02-10dowelbars.pdf
UR  - https://trid.trb.org/view/925744
ER  - 

TY  - JOUR
AN  - 01163944
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Cornog, Megan
AU  - Gelinne, Dan
TI  - World Class Streets
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 14-19
AB  - Over the past decade, New York City's avenues and boulevards have been undergoing a transformation. What was until recently a metropolis with streets intended mainly to move automobiles now is becoming a city where all users -- bicyclists, pedestrians, transit riders, as well as motorists -- are integrated into the metropolitan transportation system. This article discusses this transformation.  In spring 2008, the city released a strategic plan for the New York City Department of Transportation (NYC DOT). This document emphasizes planning and designing a multimodal transportation system using strategies that include enhancing existing sidewalk networks, expanding bicycle facilities, and improving transit accessibility.  A related report called World Class Streets: Remaking New York City's Public Realm, answered questions such as how the city’s streets are being used and what is missing from the sidewalks and public plazas. In the report, the NYC DOT outlined an overall approach called the World Class Streets initiative. Included under this initiative are a number of new programs and guidelines that respond directly to overall problems and individual issues on specific streets: the NYC Plaza Program, Broadway Boulevard, development of complete streets design guidelines, Safe Streets for Seniors, and Summer Streets. To test the programs' impacts, including public reaction, NYC DOT is implementing some of the improvements as pilot projects. As a measure of success, in November 2009, the city announced an increase of 26% in transit commuter bicycling from the previous year.
KW  - Accessibility
KW  - Aged
KW  - Case studies
KW  - Modal shift
KW  - Multimodal transportation
KW  - New York (New York)
KW  - Plan implementation
KW  - Planning and design
KW  - Sidewalks
KW  - Strategic planning
KW  - Streets
KW  - Summer
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/03.cfm
UR  - https://trid.trb.org/view/921221
ER  - 

TY  - JOUR
AN  - 01163914
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Vanikar, Suneel N
AU  - Grove, Jim
AU  - Wathne, Leif
TI  - Leaving a Smaller Footprint
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 8-13
AB  - Thousands of miles of federal-aid highways require maintenance, rehabilitation, or reconstruction every year.  How transportation agencies address these needs for system preservation can play a critical role in ensuring the sustainability of infrastructure, especially in light of growing debate regarding climate change and greenhouse gas emissions. This article discusses how sustainability of highway infrastructure can be achieved through innovations in concrete pavement design, construction, and maintenance.  The design phase of a concrete paving project affords two main opportunities to focus on sustainability:  optimizing pavement design to maximize longevity and minimizing use of virgin materials and energy. Transportation agencies also have many opportunities to enhance the sustainability of concrete pavements during construction. These opportunities include using locally available materials, recycling, accelerated construction, contracting flexibility, and equipment innovations. After a concrete pavement is placed and opened to traffic, opportunities to ensure sustainability involve preservation and restoration strategies.
KW  - Concrete pavements
KW  - Highways
KW  - Innovation
KW  - Pavement design
KW  - Pavement maintenance
KW  - Paving
KW  - Paving materials
KW  - Sustainable development
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/02.cfm
UR  - https://trid.trb.org/view/920498
ER  - 

TY  - RPRT
AN  - 01163904
AU  - McLeod, Heather
AU  - University of Kansas, Lawrence
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Construction of Low-Cracking High-Performance Concrete (LC-HPC) Bridge Decks: Construction Methods, Specifications and Resistance to Chloride Ion Penetration
PY  - 2010/05//Final Report
SP  - 578p
AB  - The development, construction, and evaluation of Low-Cracking High-Performance Concrete (LC-HPC) bridge decks are described based on laboratory test results and experiences gained through the construction of 14 LC-HPC bridge decks. The study is divided into three parts covering (1) an evaluation of the chloride penetration into concrete using long-term salt-ponding tests, (2) a comprehensive discussion of specifications for LC-HPC construction and standard practices in Kansas, and (3) the description of the construction and the preliminary evaluation of LC-HPC bridge decks in Kansas. This report emphasizes the construction process; a companion report (FHWA-KS-09-5) provided a detailed discussion of the influence of material properties on the performance of LC-HPC bridge decks. The first portion of the study involves evaluating the effect of paste content, curing period, water-cement (w/c) ratio, cement type and fineness, mineral admixtures (ground granulated blast furnace slag and silica fume), a shrinkage reducing admixture (SRA), and standard DOT bridge deck mixtures on chloride penetration into solid concrete, tested in accordance with AASHTO T 259. The evaluation includes a total of 33 individual concrete batches and 123 test specimens. The results indicate that for concrete containing only Portland Cement, reductions in paste content result in increased permeability. A reduced paste content and increased w/c ratio result in increased permeability, whereas the presence of mineral admixtures (ground granulated blast furnace slag and silica fume) and longer curing periods result in decreased permeability. Concrete made with medium or coarse ground Type II cement has greater permeability than concrete made with Type I/II cement. It is not clear how the presence of an SRA affects concrete permeability. LC-HPC mixtures have lower permeability than standard DOT mixtures. The second portion of the study describes the specifications for the LC-HPC and Control bridge decks in Kansas. The focus is on the construction methods, including the evolution of the specifications over time. The third portion of the study details the development and construction of 14 LC-HPC and 12 conventional Control bridge decks built in Kansas. The design details, construction experiences, and lessons learned from the LC-HPC bridge decks are described in detail, and an overview of the materials is presented; the design and construction data for each Control deck is provided; and initial crack survey results are evaluated for various construction-related parameters. The results indicate that successful LC-HPC bridge deck construction is repeatable, and that clear and consistent communication between the contractor, owner, and testing personnel is vital for successful construction of LC-HPC decks. Preliminary evaluation of cracking indicates that at early ages, LC-HPC decks are performing better than the Control decks, as well as earlier monolithic decks in Kansas.
KW  - Admixtures
KW  - Bridge decks
KW  - Chloride ion penetration
KW  - Chloride permeability
KW  - Chlorides
KW  - Construction
KW  - Cracking
KW  - High performance concrete
KW  - Permeability
KW  - Shrinkage reducing admixtures
KW  - Specifications
KW  - Water cement ratio
UR  - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003801969
UR  - https://trid.trb.org/view/924508
ER  - 

TY  - RPRT
AN  - 01163736
AU  - Earsom, Stephen
AU  - Hallett, Robert
AU  - Perrone, Theresa
AU  - Poe, Carson
AU  - Greenfield, Maggie
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
TI  - Carbon Sequestration Pilot Program Results: Estimated Land Available for Carbon Sequestration
in the National Highway System
PY  - 2010/05//Final Report
SP  - 24p
AB  - The Federal Highway Administration (FHWA) established the Carbon Sequestration Pilot Program (CSPP) in 2008 to assess whether a roadside carbon sequestration effort through modified maintenance and management practices is appropriate and feasible for state Departments of Transportation (DOTs) when balanced against ecological and economic uncertainties. CSPP findings are expected to inform DOTs that may be considering the implications of future climate change legislation or that independently want to evaluate the cost effectiveness of using National Highway System (NHS) right of way (ROW) to generate revenue from the sale of carbon credits, offset their own emissions, or meet statewide greenhouse gas emissions objectives. The project team used data from Minnesota and several other states to estimate the amount of unpaved NHS ROW available for carbon sequestration—marking the first time that a rigorous study has been conducted to quantify the amount of state DOT-managed soft estate acreage. In the first of two analytical approaches used, ROW widths at random locations in nine states were manually measured on property maps to provide a distribution of common ROW dimensions and observed vegetation types. A subsequent geographic information system (GIS) analysis of 1,000 random locations nationwide provided insight into the types of land cover in close proximity to the NHS. Results indicate that there are approximately 5.05 million acres in the NHS nationwide, with a likely range of 1.4 to 8.7 million acres. Roughly 68 percent, or 3.4 million acres, is unpaved. Evidence shows that the land cover has undergone little change since 1992. The project team estimates the NHS ROW has approximately 91 million metric tons (MMT) of carbon currently sequestered in vegetation and is currently sequestering approximately 3.6 MMT of carbon per year, or 1.06 metric tons of carbon per acre per year. This equals the annual carbon dioxide emissions of approximately 2.6 million passenger cars. At its carbon equilibrium, the entire NHS ROW is estimated to be able to sequester between 425 and 680 MMT of carbon. Using a hypothetical carbon price of $20 per metric ton, this equates to a total potential value of $8.5 to $14 billion nationwide.
KW  - Carbon credits
KW  - Carbon sequestration
KW  - Carbon Sequestration Pilot Program
KW  - Climate change
KW  - Cost effectiveness
KW  - Greenhouse gas emission offsets
KW  - Land cover
KW  - National Highway System
KW  - Real property
KW  - Revenues
KW  - Right of way (Land)
KW  - State departments of transportation
KW  - Vegetation
UR  - http://www.fhwa.dot.gov/hep/climate/carbon_sequestration/final_cs_pilot_report.pdf
UR  - http://ntl.bts.gov/lib/33000/33500/33596/Carbon_Sequestration_Pilot_Program.pdf
UR  - https://trid.trb.org/view/924304
ER  - 

TY  - RPRT
AN  - 01163229
AU  - Kim, Sang-Soo
AU  - Sargand, Shad
AU  - Masada, Teruhisa
AU  - Hernandez, Jaime
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Determination of Mechanical Properties of Materials Used in Way-30 Test Pavements
PY  - 2010/05//Technical Report; Final Report
SP  - 180p
AB  - The US Route 30 bypass of Wooster, Ohio, in Wayne County, “WAY-30”, was constructed to demonstrate two types of extended service pavements, a long-life portland cement concrete (PCC) pavement on the eastbound lanes and an asphalt concrete (AC) perpetual pavement on the westbound lanes. Both pavements are designed to provide 50 years or more of service with minimal maintenance (e.g., resurfacing). The PCC pavement structure features a thick and extra-wide slab on an asphalt treated base, while the AC pavement structure features a Superpave surface and a Fatigue Resistant Layer (FRL). Report FHWA/OH-2008/7 discusses the instrumentation and studies of the response of the pavement under loads. For this study, samples of all pavement materials, including soils, granular subbase material, PCC mixes, and AC mixes were tested in the laboratory to determine material parameters. Four asphalt mixes were selected to provide a rut and fatigue resistant pavement structure, while two mixes of the PCC were used in different sections of the road. The subgrade material was ODOT type A-4a (AASHTO A-4). The granular subbase material was A-1a with high permeability (1.001 cm/s or 2,838 ft/day). PCC tests included: unit weight, modulus of rupture, static modulus of elasticity, Poisson’s ratio, splitting tensile strength, compressive strength, maturity, and thermal coefficient of linear expansion. AC test results indicated that the creation of asphalt-rich bottom by adding additional asphalt binder did work to increase the fatigue resistance by orders of magnitude. At 70 με, the expected fatigue endurance limit and the designed strain level for the structure, regular 302 mix showed 20,000 cycles to failure while asphalt-rich 302 mix (Fatigue Resistant Layer) is estimated to have 20 million cycles to failure. For average climatic and traffic conditions (25°C or 77°F; 10 Hz or 0.1 sec loading time), the overall dynamic moduli and the resilient moduli of asphalt mixes were higher than the values used in the development of the asphalt perpetual pavement structure. This will reduce the maximum strain at the bottom of the FRL significantly more than the designed 70 με. The rutting test results from asphalt pavement analyzer test and flow numbers obtained from the repeated load test indicated that all asphalt mixes were rut-resistant. Thermal Stress Restrained Specimen Test (TSRST) cracking temperatures of asphalt mixes were lower than the expected pavement temperatures for the project site determined by LTPPBind software, suggesting the possibility that the low temperature thermal cracking would be very small.
KW  - Asphalt concrete pavements
KW  - Asphalt content
KW  - Asphalt mixtures
KW  - Asphalt treated bases
KW  - Concrete pavements
KW  - Dynamic modulus of elasticity
KW  - Fatigue (Mechanics)
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Perpetual pavements
KW  - Portland cement concrete
KW  - Properties of materials
KW  - Rutting
KW  - Subbase materials
KW  - Subgrade materials
KW  - Superpave
UR  - http://worldcat.org/arcviewer/3/OHI/2010/09/22/H1285164305726/viewer/file1.pdf
UR  - http://ntl.bts.gov/lib/34000/34000/34077/437046_FR.pdf
UR  - https://trid.trb.org/view/923829
ER  - 

TY  - RPRT
AN  - 01163177
AU  - Nassif, Hani
AU  - Suksawang, Nakin
AU  - Davis, Joe
AU  - Gindy, Mayrai
AU  - Salama, Talat
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Monitoring of the Construction of the Doremus Avenue Bridge Structure
PY  - 2010/05//Final Report
SP  - 155p
AB  - Starting in 2007, the American Association of State Highway and Transportation Officials (AASHTO) adopted the Load and Resistance Factor Design (LRFD) Bridge Design Specifications as the mandatory standard by which all future bridge structures should be designed. New Jersey committed itself to adopting the LRFD Specifications in January 2000. The LRFD Specifications consider the variability in the behavior of structural elements through extensive statistical analyses and, therefore, continue to be improved. However, many of the LRFD Specifications’ design approaches and methodologies have been adopted with limited or virtually no experimental validation. Hence, there became a need to validate these new design procedures and models as well as the behavior of LRFD designed bridge structures. The main objective of this study was to validate the AASHTO LRFD Specifications through field testing of the Doremus Avenue Bridge, New Jersey’s first AASHTO LRFD (1998) design. In addition, long-term monitoring of the bridge fatigue life was also implemented. In particular, the study evaluates the AASHTO criteria for composite design with respect to the requirements for shear connectors, the effects of designing for deflection control as well as using higher concrete strengths on deck stiffness and stresses. Results included new simplified equations for calculating Girder Distribution Factors (GDF) and effective flange width criteria in addition to establishing major live load spectra for various weigh in motion (WIM) NJ sites. Deflection measurements and simulation using Extreme Value Theory (EVT) show that the 75-year maximum deflection is within the New Jersey Department of Transportation deflection limit of L/1000. However, future research is needed to establish if the L/1000 limit is indirectly helping to control vibration of the superstructure. Moreover, a new procedure for predicting the remaining fatigue life is established using WIM truck data, rain flow, and structural analyses.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge superstructures
KW  - Deflection
KW  - Extreme value theory
KW  - Fatigue (Mechanics)
KW  - Fatigue life prediction
KW  - Field tests
KW  - Load and resistance factor design
KW  - New Jersey
KW  - Service life
KW  - Shear connectors
KW  - Simulation
KW  - Stiffness
KW  - Stresses
KW  - Validation
KW  - Vibration control
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-013.pdf
UR  - https://trid.trb.org/view/923670
ER  - 

TY  - RPRT
AN  - 01160555
AU  - Maupin, G W
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of the Use of Tear-Off Shingles in Asphalt Concrete
PY  - 2010/05//Final Report
SP  - 23p
AB  - This investigation focused on the use of asphalt shingles that had been removed from roofs and recycled into asphalt concrete. Upon invitation by the Virginia Department of Transportation (VDOT), three asphalt contractors produced and placed sections of asphalt concrete containing shingles. The sections were sampled and tested by the Virginia Transportation Research Council. Two base mixes and two surface mixes were produced, and one of the surface mixes was produced by both hot mix and warm mix technology. The laboratory tests used to evaluate the mixes were tests to determine conventional gyratory volumetric properties, gradation, and asphalt content; rut tests; fatigue tests; and tests to determine recovered asphalt properties. Satisfactory test results and good paving experiences with regard to the field installations indicated that mixes containing tear-off shingles can be constructed successfully. According to cost estimates, in 2009, VDOT could have saved approximately $600,000 by using 4 to 5 percent shingle waste in one-half of the hot mix produced. VDOT plans to adopt the special provision used for this study with minor modifications as a general specification for paving in 2010.
KW  - Asphalt concrete
KW  - Asphalt content
KW  - Cost effectiveness
KW  - Fatigue tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Properties of materials
KW  - Rutting
KW  - Shingles
KW  - Warm mix paving mixtures
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r23.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37803/10-r23.pdf
UR  - https://trid.trb.org/view/921315
ER  - 

TY  - RPRT
AN  - 01160548
AU  - Barr, Paul J
AU  - Halling, Marvin W
AU  - Petty, Dave
AU  - Osborn, Perry
AU  - Utah State University, Logan
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Shear Capacity of In Service Prestressed Concrete Bridge Girders
PY  - 2010/05//Final Report
SP  - 226p
AB  - The design of prestressed concrete bridge girders has changed significantly over the past several decades. Specifically, the design procedure to calculate the shear capacity of bridge girders that was used forty years ago is very different than those procedures that are recommended in the current AASHTO LRFD Specifications. As a result, many bridge girders that were built forty years ago do not meet current design standards, and in some cases warrant replacement due to insufficient calculated shear capacity. However, despite this insufficient calculated capacity, these bridge girders have been found to function adequately in service with minimal signs of distress. The objective of this research was to investigate the actual in service capacity of prestressed concrete girders that have been in service over an extended period of time. The actual capacity was compared with calculated values using the AASHTO LRFD Specifications.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bearing capacity
KW  - Bridge design
KW  - Design capacity
KW  - Girders
KW  - In service performance
KW  - Prestressed concrete
KW  - Shear capacity
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=32210
UR  - http://www.udot.utah.gov/main//uconowner.gf?n=14961611998599291
UR  - https://trid.trb.org/view/921244
ER  - 

TY  - JOUR
AN  - 01159946
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scott, C Paul
TI  - Subsurface Utility Engineering
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 2-7
AB  - Problems can occur on highway projects when contractors fail to locate subsurface utilities reliably prior to excavation, drilling, or boring. For almost 20 years, the Federal Highway Administration has promoted an engineering practice called subsurface utility engineering (SUE) to avoid such problems.  State departments of transportation (DOTs) today use SUE routinely on major highway construction projects. This article highlights the history and growth of SUE.  It also describes the SUE process and the major benefits of using SUE. SUE combines elements of civil engineering, geophysics, and surveying. It essentially involves systematically identifying the quality of utility information needed to design a project, then acquiring and managing that level of information using surface geophysical methods, mapping technologies, and vacuum excavation. As an engineering practice, SUE enables State and local DOTs, design consultants, and utility companies to locate existing subsurface utilities with a high degree of accuracy and comprehensiveness. When used properly, SUE can minimize project-utility conflicts and reduces project delays. In 2003, the American Society of Civil Engineers defined SUE as an acceptable engineering practice and provided guidance through standardization for applying it on projects.  SUE was first used in 1982 for a project in Virginia.  Since then, many state and local DOTS throughout the United States have adopted the practice.  It also has spread to other countries. The application of SUE by transportation agencies and qualified providers who understand the practice makes it possible to avoid utility-related problems that have plagued highway engineers for decades and thereby accelerate project delivery. A 2000 study found that for every $1.00 spent on SUE, $4.62 in costs from utility relocation and delays was avoided.
KW  - Civil engineering
KW  - Geophysics
KW  - History
KW  - Road construction
KW  - Standardization
KW  - Subsurface utility engineering
KW  - Surveying
KW  - Underground utility lines
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/01.cfm
UR  - https://trid.trb.org/view/920490
ER  - 

TY  - JOUR
AN  - 01159945
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Duwadi, Sheila Rimal
TI  - Taking a Key Role in Reducing Disaster Risks
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 20-25
AB  - Natural and human-induced hazardous events can have significant impacts on transportation infrastructure. Certain links in the highway network – especially bridges on essential routes -- are critical in that their incapacitation would cause great physical and economic disruption. Recognizing that most hazards cannot be prevented, the White House's National Science and Technology Council established the Subcommittee on Disaster Reduction (SDR), charged with prioritizing Federal investments in science and technology to enhance disaster resilience. To accomplish this goal, the subcommittee crafted a 10-year strategy identifying six "grand challenges" to enhance community resilience and thus create a more disaster-resilient Nation. The U.S. Department of Transportation (USDOT) and Federal Highway Administration (FHWA) are carrying out research and development (R&D) to address the six grand challenges for the transportation sector. The FHWA’s Turner-Fairbank Highway Research Center (TFHRC) is researching solutions to reduce the impacts of extreme events. This overview of FHWA's hazard mitigation R&D program describes the threats to highway bridges and their vulnerabilities, and demonstrates how the program is reducing risks for the Nation's transportation infrastructure. The focus of the current R&D effort is on addressing the grand challenges for the following hazards as they affect bridges: flooding and scour; coastal inundation; wind, including hurricanes; earthquakes; and technological hazards, including terrorism. The emphasis is on the engineering aspects of building disaster resiliency into the transportation infrastructure for ease in response and recovery. Each event imparts loads on a structure of different magnitude, direction, and location, so one solution will not always satisfy all hazard requirements. The R&D effort underway focuses on single hazards, develops solutions, and then ensures the solutions are compatible with other hazards before implementation. Research conducted at TFHRC is helping build a resilient transportation system that continues to function during and after hazard events.
KW  - Bridge engineering
KW  - Coast and river protective works
KW  - Disaster preparedness
KW  - Disaster relief
KW  - Disasters
KW  - Earthquake resistant design
KW  - Flood protection
KW  - Highway bridges
KW  - Product development
KW  - Research
KW  - Scour
KW  - Terrorism
KW  - U.S. Federal Highway Administration
KW  - Wind resistant design
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/04.cfm
UR  - https://trid.trb.org/view/920493
ER  - 

TY  - JOUR
AN  - 01159944
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Gibson, David R P
AU  - Ling, Bo
AU  - Tiwari, Spandan
TI  - Detecting Motorcyclists and Bicyclists at Intersections
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 34-38
AB  - Intelligent transportation system technologies typically use inductive loop and magnetometer sensors to detect cars and trucks, but the sensors are not effective at detecting and classifying motorcycles and bicycles. Sensors detect the effects that electrically conductive materials have on electromagnetic fields, but both motorcycles and bicycles have low conductive masses. Loop detectors require that bicyclists be near the pavement markings for the sensors to trigger, and the detectors' sensitivities are difficult to set to avoid false detections. Accurate detection is critical for intersection control devices to ensure that traffic signals respond appropriately to motorcyclists and bicyclists. This paper reports on a multiphase research project to develop a system to detect and classify two- and three-wheeled vehicles more effectively. Phase I of the project, now complete, focused on developing an accurate detector. The result is a multi-instrument device for detecting these vehicles at intersections and ultimately for improving safety for riders. The need for an over-roadway sensor that works in a variety of weather, lighting, and time-of-day conditions led the researchers to select a multiple-technology rather than single-technology sensor.  The researchers chose an infrared (IR)-visible light stereo camera to identify the riders on two- and three-wheeled vehicles, an IR thermal camera to distinguish cars and motorcycles from bicycles, and an acoustic sensor to distinguish classes of cycles such as large motorcycles versus mopeds. Phase I testing showed that the performance of the multisensor motorcycle classifier was promising, even though it misclassified vehicles on several occasions. Development is underway to reduce the motion blur and improve the acoustic features that caused these misclassifications. The researchers will continue to refine the tool in the second phase of the project, now underway with a 24-month project period.
KW  - Acoustic detectors
KW  - Actuated traffic signal controllers
KW  - Automatic vehicle classification
KW  - Automatic vehicle detection and identification systems
KW  - Bicycles
KW  - Cameras
KW  - Infrared detectors
KW  - Motorcycles
KW  - Sensors
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/06.cfm
UR  - https://trid.trb.org/view/920497
ER  - 

TY  - JOUR
AN  - 01159943
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Attarian, Janet L
TI  - Greener Alleys
PY  - 2010/05
VL  - 73
IS  - 6
SP  - pp 26-3
AB  - Representing roughly one-quarter of the city's land area, streets and alleys in Chicago make a significant contribution to urban runoff. Most of Chicago's alleys do not have sewer infrastructure; instead they were designed to divert stormwater toward the center of the alleys and then out into the streets, where the water enters the combined sewer system through catch basins. Over the last 100-plus years, however, many of these alleys deteriorated, or their flowlines changed or were interrupted. In 2004, the Chicago Department of Transportation (CDOT) launched a pilot project to test three permeable pavements: pervious concrete, pervious asphalt, and porous pavers. The pilot entailed developing prototype alley designs, formulating and testing new pavement materials, and working with staff and contractors on new construction techniques and quality assurance and control. The lessons learned prompted additional pilot projects, and now the city is reshaping the way it designs alleys and applying this knowledge to larger projects, including parking lots and streets. With its new Green Alleys program and a public outreach document, The Chicago Green Alley Handbook, CDOT is expanding its toolkit of pavement solutions and leading the city toward a more sustainable future.
KW  - Alleys
KW  - Case studies
KW  - Chicago (Illinois)
KW  - Pavement design
KW  - Paving materials
KW  - Permeability
KW  - Permeable pavements
KW  - Pilot studies
KW  - Porous materials
KW  - Porous pavements
KW  - Runoff
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mayjun/05.cfm
UR  - https://trid.trb.org/view/920496
ER  - 

TY  - RPRT
AN  - 01159707
AU  - Holmgren, Mark
AU  - Casavant, Kenneth L
AU  - Jessup, Eric L
AU  - Washington State University, Pullman
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Fuel Usage Factors in Highway Construction in Oregon
PY  - 2010/05//Final Report
SP  - 113p
AB  - Prices for different construction materials change frequently. In recent years, the price for these different materials has dramatically increased. This result leads contractors to inflate the bid price for a construction project in order to cover the potential increased cost. In an attempt to modify the inflation inserted into bid prices, the Oregon Department of Transportation (ODOT) allows for adjustments in the monthly payment to the contractor for various inputs. One major input that receives an adjustment is fuel. The contractor is eligible to receive adjustments in the monthly payments for fuel when the project is of a certain magnitude. After the project qualifies for the adjustment, when the price of fuel varies by more than 25% positive or negative from the previous month, the ODOT will make a fuel price adjustment to the monthly payment. The fuel price adjustment is a function of a fuel usage factor. The value for the fuel usage factor for different bid items is based on an over 35-year-old 1974 national survey titled, “Fuel Usage Factors for Highway Construction.” From that original survey the fuel usage factor for each bid item was recommended to be multiplied by the distance, weight, or volume built of the respective bid item, but not for structures. The fuel usage factor for structures was to be multiplied by the gallons of fuel used per $1,000 worth of work. The research presented in this report determines from a national survey whether other states, and their DOTs, use this same procedure to calculate a fuel price adjustment, and if so, whether the values for the fuel usage factors are the same. In addition, the report examines how the price of structural construction has changed over time to ascertain whether the current fuel usage factor for structures is still applicable. A new index is developed in a national model and one for the state of Oregon.
KW  - Bids
KW  - Construction projects
KW  - Fuel prices
KW  - Fuel usage factor
KW  - Oregon Department of Transportation
KW  - Pay adjustments
KW  - Prices
KW  - State departments of transportation
KW  - Surveys
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Fuel_Factors.pdf
UR  - https://trid.trb.org/view/920198
ER  - 

TY  - RPRT
AN  - 01159702
AU  - Ellis, David
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Texas Revenue Estimator and Needs Determination System (T.R.E.N.D.S.) Model
PY  - 2010/05//Technical Report
SP  - 76p
AB  - The original purpose of Project 0-6395-TI was to assess the usefulness and viability of the Joint Analysis Using Combined Knowledge (J.A.C.K.) model as a planning and forecasting tool. What originally was named the J.A.C.K. model was substantially revised, expanded and renamed the Texas Revenue Estimator and Needs Determination System (T.R.E.N.D.S.) model. The T.R.E.N.D.S. model is designed to provide transportation planners, policy makers and the public with a tool to forecast revenues and expenses for the Texas Department of Transportation (TxDOT) for the period 2010 through 2035 based on a user-defined level of transportation investment. The user, through interactive windows, can control a number of variables related to assumptions regarding statewide transportation needs, population growth rates, fuel efficiency, federal reimbursement rates, inflation rates, taxes, fees and other elements. The output is a set of tables and graphs showing a forecast of revenues, expenditures and fund balances for each year of the analysis period based on the user-defined assumptions. The version of the model developed under this project is a beta-test version to solicit comments from metropolitan planning organizations (MPOs) across the state.
KW  - Beta tests
KW  - Expenditures
KW  - Forecasting
KW  - Interactive models
KW  - Investments
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Needs assessment
KW  - Revenues
KW  - Texas Department of Transportation
KW  - Transportation planning
UR  - http://tti.tamu.edu/documents/0-6395-TI-1.pdf
UR  - https://trid.trb.org/view/920196
ER  - 

TY  - RPRT
AN  - 01159665
AU  - Pedestrian and Bicycle Information Center
AU  - Federal Highway Administration
TI  - The National Bicycling and Walking Study: 15–Year Status Report
PY  - 2010/05
SP  - 24p
AB  - This report is the third status update to the National Bicycling and Walking Study, originally published in 1994 as an assessment of bicycling and walking as transportation modes in the United States. Following the 5-year status report (1999) and 10-year status report (2004), the 15-year update measures the progress made toward the original goals of lowering the number of fatalities while increasing the percentage of trips made by bicycling and walking. Injury and fatality statistics are presented to measure this progress, as well as results from surveys related to travel habits. The 15-year report, unlike its two predecessors, examines a range of efforts to increase bicycling and walking in the United States. Programs at the Federal, State, and local levels are included, as well as case studies on best practices. Finally, the report makes recommendations for research, policy, and other measures that can be taken to meet the goals of the original study.
KW  - Bicycle safety
KW  - Bicycling
KW  - Fatalities
KW  - Injuries
KW  - Pedestrian safety
KW  - Strategic planning
KW  - United States
KW  - Walking
UR  - http://www.walkinginfo.org/15_year_report/
UR  - https://trid.trb.org/view/920129
ER  - 

TY  - RPRT
AN  - 01159589
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Balanced Mix Design Report for Lufkin's Crack Attenuating Mix (CAM)
PY  - 2010/05//Technical Report
SP  - 14p
AB  - Crack Attenuating Mix (CAM) designs are made according to the volumetric procedure defined in Special Specification 3109 (now 3165) where the optimal asphalt content (OAC) is computed as that which achieves 98 percent of the maximum density at 50 gyrations of Superpave Gyratory Compactor. Samples at the proposed OAC are then molded to 93 percent density and then subjected to performance testing in the Hamburg Wheel tracker and Overlay tester. A design was performed for the CAM mix to be placed on BUS 59 in Lufkin and using the specified procedure an optimum asphalt content of 8.3 percent PG76-22 was determined. This material was placed in the summer of 2008. In this study an alternative mix design procedure was evaluated. In the balanced mix design procedure the performance tests are first run at several different asphalt contents, and an acceptable range of asphalt contents is identified where both the rutting and cracking criteria are met. An optimum asphalt content is then defined within the acceptable range, and volumetric checks are then made as the final step. Using this procedure the acceptable range of asphalt contents was defined to be between 7.0 and 8.0 percent (the upper limit tested in the balance mix design procedure). An optimum of 7.5 percent PG76-22 was proposed with the balanced mix design approach, substantially lower than that found with the current volumetric procedure. No acceptable design could be achieved with a PG70-22 binder.
KW  - Asphalt content
KW  - Asphalt mixtures
KW  - Cracking
KW  - Lufkin (Texas)
KW  - Mix design
KW  - Overlays (Pavements)
KW  - Performance tests
KW  - Rutting
UR  - http://tti.tamu.edu/documents/5-5598-01-1.pdf
UR  - https://trid.trb.org/view/920174
ER  - 

TY  - RPRT
AN  - 01159587
AU  - Morgan, Curtis A
AU  - Sperry, Benjamin R
AU  - Warner, Jeffery E
AU  - Protopapas, Annie A
AU  - Borowiec, Jeffrey D
AU  - Higgins, Laura L
AU  - Carlson, Todd B
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Potential Development of an Intercity Passenger Transit System in Texas – Final Project Report
PY  - 2010/05//Technical Report
SP  - 208p
AB  - This report describes the findings of a research study of the potential for development of an intercity rail and express bus system in the state of Texas. Rather than focus on regional commuter or light rail systems radiating from urban areas, this project examined long distance intercity and interregional corridors to determine which are most likely to need additional intercity travel capacity in the coming decades. Specific corridor characteristics for 18 intercity corridors were examined. Ranking of the corridors based upon these characteristics identify those that may need added intercity transit capacity in the future. The underlying analysis of corridors is based upon several factors related to:  current and future population and demographic projections along 18 intercity corridors in the state; projected future demand based upon forecasts by the Texas State Demographer and other state agencies; and current transportation network capacity and routes for intercity highway, bus, air, and rail travel. A preliminary concept plan was developed during the first year of the project, and the second year focused on determination of potential costs and benefits of implementing the concept plan or individual system components along each corridor.
KW  - Benefits
KW  - Bus transportation
KW  - Costs
KW  - Forecasting
KW  - Intercity passenger rail
KW  - Intercity travel
KW  - Needs assessment
KW  - Population forecasting
KW  - Rail transit
KW  - Texas
KW  - Transportation system capacity
KW  - Travel demand
UR  - http://tti.tamu.edu/documents/0-5930-2.pdf
UR  - https://trid.trb.org/view/920185
ER  - 

TY  - RPRT
AN  - 01159586
AU  - Willard, Raymond G
AU  - Morin, James R
AU  - Tang, Oai K
AU  - Washington State Department of Transportation
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment of Alternatives in Vegetation Management at the Pavement Edge
PY  - 2010/05//Final Research Report
SP  - 122p
AB  - The Washington State Department of Transportation (WSDOT) has historically maintained a bare ground strip (formerly referred to as Zone 1) along most state highway pavement edges with the use of non-selective herbicides. However, many other state DOTs and county road maintenance organizations do not maintain a bare-ground strip on all road shoulders. WSDOT solicited the assistance of the University of Washington in conducting a preliminary study on what other state and county departments of transportation were doing and experiencing in managing vegetation at the edge of pavement. Initial study concluded that there were a variety of methods being applied in management of vegetation at the pavement edge, but very little documented data on costs and results. This report is a follow-up to the 2005 University of Washington study, documenting the costs, outcomes and recommendations resulting from 43 individual case studies on Washington State highways between the years of 2006 and 2009. Alternative approaches are grouped into five categories: Managed Vegetation up to the Edge of Pavement, Pavement Edge Design, Cultivation, Weed Barriers, and Non-Selective Herbicides. The first two categories are focused on a vegetated treatment at pavement edge, while the last three describe various methods of providing a nonvegetated pavement edge. Both of these conditions are now referred to as a Zone 1 treatment.
KW  - Case studies
KW  - Costs
KW  - Cultivation
KW  - Herbicides
KW  - Pavement edge
KW  - Roadside
KW  - Vegetation control
KW  - Washington (State)
KW  - Weed control
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/736.1.pdf
UR  - https://trid.trb.org/view/920146
ER  - 

TY  - RPRT
AN  - 01159585
AU  - Buth, C Eugene
AU  - Williams, William F
AU  - Brackin, Michael S
AU  - Lord, Dominique
AU  - Geedipally, Srinivas R
AU  - Abu-Odeh, Akram Y
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of Large Truck Collisions with Bridge Piers: Phase 1. Report of Guidelines for Designing Bridge Piers and Abutments for Vehicle Collisions
PY  - 2010/05//Technical Report
SP  - 186p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications require that “abutments and piers located within a distance of 30.0 ft of the edge of the roadway, or within a distance of 50.0 ft to the centerline of a railway track, shall be designed for an equivalent static force of 400 kip…” Magnitude of the design force (400 kip) was established from data available at the time the LRFD specification was prepared. Supporting documentation for this design requirement, both its applicability and magnitude of the design force, was not extensive. Further detailed guidance for the design engineer is not available. The objective of this research effort is to address the following two questions: 1. What risks warrant application of this requirement? 2. Is the magnitude of design force (400 kip) appropriate? This is a report of work performed under Phase 1 of this multi-state pooled funds project.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge piers
KW  - Crashes
KW  - Guidelines
KW  - Heavy duty trucks
KW  - Load and resistance factor design
KW  - Trucks
UR  - http://tti.tamu.edu/documents/9-4973-1.pdf
UR  - https://trid.trb.org/view/920182
ER  - 

TY  - RPRT
AN  - 01159572
AU  - Earsom, Stephen
AU  - Hallett, Robert
AU  - Perrone, Theresa
AU  - Poe, Carson
AU  - Greenfield, Maggie
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
TI  - Estimated Land Available for Carbon Sequestration in the National Highway System
PY  - 2010/05//Final Report
SP  - v.p.
AB  - The potential for land managers to generate revenue from biological carbon sequestration through sustainable forestry and replacing traditional ground cover with native grasses was the genesis of the Federal Highway Administration (FHWA) Carbon Sequestration Pilot Program (CSPP). Federal statutes allow state Departments of Transportation (DOTs) to generate revenue from their land holdings. Since DOTs must retain unused buffers in their right-of-way (ROW) for safety, operations, and maintenance purposes, FHWA recognized that an opportunity might exist to shape the future of a burgeoning ecosystem service market. The National Highway System (NHS) is approximately 163,000 miles of roadway consisting of the Interstate Highway System and other roads important to the nation's economy, defense, and mobility. The NHS includes only 4% of the nation's roads but carries more than 40% of all highway traffic, 75% of heavy truck traffic, and 90% of tourist traffic. In 2007, approximately 69% of the NHS was classified as being located in rural areas. FHWA developed the CSPP to assess whether a roadside carbon sequestration effort on the NHS through modified maintenance and management practices is appropriate and feasible for DOTs when balanced against the economic and ecological uncertainties. The goals of the pilot were to: (1) Develop estimates of the amount of revenue that DOTs could earn if they undertook such a effort using native vegetation; (2) Determine the cost-effectiveness of a similar effort on a national scale; and, (3) Create decision support tools that DOTs could use to determine the efficacy of programs in their states. This paper addresses the first two purposes, refining a coarse estimate of the unpaved NHS ROW available for carbon sequestration that FHWA had made when establishing the merits of a pilot program. Results from the analysis include more accurate estimates of several variables for each state and for the nation as a whole, including: Total acres of ROW owned in fee simple; Total acres of unpaved ROW; Total acres of paved ROW; Total acres of ROW in woody vegetation; Total acres of ROW in grassland; and Total acres of ROW that could be converted to native woody vegetation. An approximation of the carbon currently sequestered in NHS ROW is also presented. It should be noted that estimates here for the amount of land that could be converted to management for carbon sequestration constitute an upper bound. Net availability will undoubtedly be less, due to considerations for safety, operations, and maintenance.  The findings can inform leadership at DOTs that are considering the implications of future climate change legislation and the transportation reauthorization bill or that might independently want to evaluate the cost effectiveness of using highway ROW for carbon sequestration and carbon offset trading.
KW  - Carbon sequestration
KW  - Carbon Sequestration Pilot Program
KW  - Climate change
KW  - Cost effectiveness
KW  - National Highway System
KW  - Native plants
KW  - Revenues
KW  - Right of way (Land)
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/hep/climate/carbon_sequestration/index.htm
UR  - https://trid.trb.org/view/920098
ER  - 

TY  - RPRT
AN  - 01159365
AU  - McMullen, B Starr
AU  - Monsere, Christopher M
AU  - Oregon Department of Transportation
AU  - Oregon Transportation Research and Education Consortium
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Freight Performance Measures: Approach Analysis
PY  - 2010/05//Final Report
SP  - 135p
AB  - This report reviews the existing state of the art and also the state of the practice of freight performance measurement. Most performance measures at the state level have aimed at evaluating highway or transit infrastructure performance with an emphasis on passenger transportation. Freight performance measurement ultimately requires evaluation of performance of the entire freight transportation system, which includes highways, waterways, rail, air, and modal connections. This requires considerable expansion of thinking beyond the traditional focus of state Departments of Transportation (DOTs) on highway performance. This project builds upon past and current work in the area of freight performance measurement and incorporates recent literature on the development of these measures. A thorough review of state practices is conducted by surveying state DOT web sites and reporting on the measures most frequently recommended and used by individual states for planning purposes. The emphasis is on the application of performance measures to freight transportation, and the usefulness and limitations of these measures are discussed. Recommendations are made for potential freight performance measures for each freight mode (air, rail, trucking, and water/marine), including initial information on data availability, validity, and feasibility, given existing data for Oregon. Future research needs discussed include additional data collection and development required to support performance measures, what is needed to track system performance changes over time, and testing of measures for their sensitivity and usefulness for policy and decision-making.
KW  - Freight transportation
KW  - Literature reviews
KW  - Metrics (Quantitative assessment)
KW  - Oregon
KW  - Performance measurement
KW  - State departments of transportation
KW  - State of the art
KW  - State of the practice
KW  - Surveys
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Freight_Performance_Measures.pdf
UR  - https://trid.trb.org/view/919923
ER  - 

TY  - RPRT
AN  - 01158408
AU  - Hard, Edwin N
AU  - Bochner, Brian S
AU  - Li, Yingfeng
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidebook on Preserving the Functionality of State Highways in Texas
PY  - 2010/05
SP  - 38p
AB  - The purpose of this project was to identify the sources of deterioration of state highway functionality that occur over time and what actions can be taken to preserve, recover, and enhance functionality. Congestion and operational problems slow traffic, resulting in wasted fuel and time. Safety problems endanger goods and people and poor pavement can affect both travel speed and safety. In light of this, it is important that functionality be considered in all stages of a highway’s lifecycle and that it be protected, preserved, and where possible enhanced during the course of planning, growth and development, operations, and maintenance. This report provides guidelines through an extensive list of actions for how the Texas Department of Transportation (TxDOT), metropolitan planning organizations, local jurisdictions, and other transportation stakeholders and agencies can protect, preserve, and enhance the functionality of the state highway system. It represents product P1 of TxDOT research project 0-6208, Preserving Functionality/Asset Value of the State Highway System. Relative to the full 0-6208-1 research report, this document is intended to serve as a reference document.
KW  - Asset management
KW  - Functionality
KW  - Guidelines
KW  - Handbooks
KW  - Highway capacity
KW  - Highway maintenance
KW  - Highway operations
KW  - Highway planning
KW  - Highway safety
KW  - State highways
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6208-P1.pdf
UR  - https://trid.trb.org/view/919028
ER  - 

TY  - RPRT
AN  - 01167138
AU  - Lee, K Wayne
AU  - Gundapuneni, Satish Kumar
AU  - Singh, Ajay
AU  - University of Rhode Island, Kingston
AU  - Rhode Island Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Asphalt Binder Grade on the Performance of Rhode Island Hot-Mix Asphalt
PY  - 2010/04/30/Final Report
SP  - 62p
AB  - The primary objective of the present study was to formulate guidelines to select an appropriate asphalt binder grade to produce high performance Hot Mix Asphalt (HMA) in Rhode Island (RI). Three different Performance Grade (PG) asphalt binders were used: PG64-28, 70-28 and 76-28.  A series of volumetric mix designs utilizing the Superpave mix design process were performed.  An automatic Asphalt Pavement Analyzer (APA) was acquired, to predict the performance of HMA specimens fabricated with RI asphalt binders and mineral aggregates. HMAs used in the study were dense graded asphalt mixes and wearing course mixes, i.e., dense graded friction mixes and a Paver Placed Elastomeric Surface Treatment (PPEST). Dense graded mixes studied were the RI Class I-1 surface course and Superpave mixes using Bailey gradations.      APA test results indicated that asphalt binders with higher temperature grades would reduce rutting, but it should be observed to have good cracking resistance in the field. Interestingly, HMA specimens with PG76-28 binder did not produce less rutting than the PG70-28 specimens.  Also, it has been observed that HMA with crushed fine aggregate had less rutting than the mixes with natural sand.      It is believed that low temperature cracking occurs when the stress due to temperature change is higher than the tensile strength of the mixes.  It was found that mixes with PG64-28 binder exhibited the lowest tensile strength. However, HMA specimens with PG76-28 did not provide higher strength than mixes with PG70-28. In addition, there were no significant differences in tensile strength between specimens prepared with crushed fine aggregates and natural sands. It was also observed that the specimens prepared at Optimum Binder Content (OBC) provided highest tensile strengths compared to the ones with other binder contents.      The outcome of the study will provide the RI Department of Transportation and contractors with guidelines to select proper asphalt binders for HMAs.  Thus, the pavement will have fewer premature distresses and will last longer.  Consequently, it will reduce maintenance and rehabilitation costs, and will allow repaving of more miles.
KW  - Asphalt mixtures
KW  - Bituminous binders
KW  - Hot mix asphalt
KW  - Mix design
KW  - Pavement performance
KW  - Rhode Island
KW  - Superpave
UR  - http://www.uri.edu/cve/ritrc/10BinderReportSMBKWL4-30BEKWL5-24.doc
UR  - https://trid.trb.org/view/926151
ER  - 

TY  - RPRT
AN  - 01159488
AU  - Gutierrez, Juan J
AU  - Vallejo, Luis E
AU  - Lin, Jeen-Shang
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - A Study of Highway Subsidence Due to Longwall Mining Using Data Collected From I-79
PY  - 2010/04/30/Final Report
SP  - 429p
AB  - Longwall mining is a common underground coal extraction technique in Appalachia. The extraction takes the form of panels whose width and length can reach approximately 1450 ft and 13000 ft; the coal seam thickness is roughly about 7.0 ft. Typical mine depth ranges from 640 ft to 830 ft. Longwall panels were mined underneath highway I-79 in the Cumberland and Emerald mines in southwestern Pennsylvania, causing large subsidence in the range of 4.5 ft to 5.5 ft that affected traffic safety and could have potentially damaged highway structures such as pavements, culverts, and bridge abutments. Mining under the highway prompted the close monitoring by the Pennsylvania Department of Transportation of the impact of mining on the highway sections above the mines. A substantial amount of data was collected that formed the basis of this work. The data included time series of surveying data and inclinometer data in selected points. With the aid of a genetic algorithm, a three dimensional subsidence model was developed. The model gives the spatial and temporal distribution of surface subsidence in terms of the depth of mining, the panel width, the thickness of extraction, and the location relative to the face of the panels. A FEM model was developed in order to better understand the mechanisms of subsidence. The results of both empirical and numerical modeling are presented.
KW  - Appalachia
KW  - Coal mining
KW  - Data collection
KW  - Finite element method
KW  - Genetic algorithms
KW  - Mathematical models
KW  - Monitoring
KW  - Pennsylvania
KW  - Subsidence (Geology)
KW  - Traffic safety
UR  - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/Highway%20Subsidence%20Due%20to%20Longwall%20Mining.pdf
UR  - https://trid.trb.org/view/920048
ER  - 

TY  - RPRT
AN  - 01474041
AU  - Utah Department of Transportation
AU  - HDR Engineering, Incorporated
AU  - Federal Highway Administration
TI  - Wetland Assessment Methodology: Technical Report 8 in support of the Environmental Impact Statement: West Davis Corridor Project
PY  - 2010/04/29/Technical Report 8
SP  - 20p
AB  - The Federal Highway Administration, in cooperation with the Utah Department of Transportation, is in the process of preparing an Environmental Impact Statement (EIS) on a proposed action to address projected transportation demand in western Davis and Weber Counties, Utah.  Alternatives to be considered include: 1. Taking no action (no-build); 2. Transportation system management; 3. Build alternatives for various modes of transportation; and 4. Other alternatives identified during the study process.  The West Davis Corridor EIS wetland study area, which is smaller than the overall project study area, covers about 15,646 acres (about 24.5 square miles) on the west side of Interstate 15 (I-15) from Centerville north to Marriott-Slaterville.  As part of the EIS, direct, indirect, and cumulative impacts to wetland resources will be evaluated.
KW  - Davis County (Utah)
KW  - Environmental impact analysis
KW  - Environmental impact statements
KW  - Evaluation and assessment
KW  - Travel demand
KW  - Weber County (Utah)
KW  - Wetlands
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=56855
UR  - http://www.udot.utah.gov/westdavis/uploads/doc_pdf/Documentation_EIS_WetlandAssessmentMethodology.pdf
UR  - https://trid.trb.org/view/1243693
ER  - 

TY  - ABST
AN  - 01566749
TI  - Superpave Regional Center, Southeastern Region
AB  - Several short-term and long-term objectives of the Southeastern Superpave Center are listed below. Several objectives deal with evaluating recently developed performance test equipment and conducting research to address materials and tests issues. Objectives of the Center are: (1) Conduct training in regard to Superpave binders, mix design, and performance testing, and provide training on special topics as requested by participating agencies; (2) Perform research, both cooperatively and agency-specific, sponsored by members of the pooled-fund; (3) Perform precision and bias testing for asphalt-related performance test equipment; (4) Conduct noise studies in an effort to develop quieter pavements; (5) Perform forensic evaluations on materials or projects that have experienced premature distress; (6) Prepare and give presentations and reports of research activities at local, state, and national meetings when invited; (7) Prepare research articles of regional and national interest; (8) Support agency personnel who attend regional and national meetings for the purpose of technology transfer or participation in special committees or task force groups; and (9) Work in close association with the Southeastern Asphalt User/Producer Group to promote technology transfer from research to implementation.
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Materials tests
KW  - Pavement performance
KW  - Regional centers
KW  - Research and educational facilities
KW  - Southeastern United States
KW  - Superpave
UR  - http://www.pooledfund.org/Details/Study/456
UR  - https://trid.trb.org/view/1358405
ER  - 

TY  - ABST
AN  - 01553793
TI  - Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS) Traffic Data Collection
AB  - A core objective of the Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS) studies is to understand and quantify the relationship between pavement performance, truck volumes, and axle loadings.  The objective of this pooled fund study is to improve the quality and increase the quantity of monitored traffic data (volumes, classifications, and weights) at the SPS-1, -2, -5, -6, and -8 test sites. There are a total of 64 SPS-1, -2, -5, and -6 test sites and 20 SPS-8 sites throughout North America. This multi-year study will attempt to collect research quality data by installing a Bending Plate, Load Cell, or Quartz Sensor at as many of these SPS sites as economically possible. For the purpose of this study, research quality data is defined to be at least 210 days of data (in a year) of known calibration meeting LTPP's precision requirements for steering and tandem axles, gross vehicle weight, speed, and axle spacing.
KW  - Axle loads
KW  - Bending plate
KW  - Data collection
KW  - Gross vehicle weight
KW  - Long-Term Pavement Performance Program
KW  - Pavement performance
KW  - Traffic data
KW  - Truck volumes
UR  - http://www.pooledfund.org/Details/Study/123
UR  - https://trid.trb.org/view/1344275
ER  - 

TY  - ABST
AN  - 01463572
TI  - LTPP Weigh-in-Motion Field Calibrations and Validations
AB  - A core objective of the Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS) is to understand and quantify the relationship between pavement performance, truck volumes, and axle loadings. The objective of this project is to improve the quality and increase the quantity of monitored traffic data (volumes, classifications, and weights) at the SPS-1, -2, -5, -6, and -8 test sites. There are a total of 64 SPS-1, -2, -5, and -6 test sites and 20 SPS-8 sites throughout North America. This multi-year study will attempt to collect research quality data by installing a Bending Plate, Load Cell, or Quartz Sensor at as many of these SPS sites as economically possible. For the purpose of this study, research quality data is defined to be at least 210 days of data (in a year) of known calibration meeting LTPP's precision requirements for steering and tandem axles, gross vehicle weight, speed, and axle spacing. This is a two-phase project that runs concurrently. This contract represents Phase I and it involves performing annual field calibrations and validations of Weigh-in-Motion systems according to LTPP field procedures. Information on the Phase II activities for this project can be found under the title &amp;ldquo;Installation, Maintenance and Repair of Weigh-in-Motion Systems at LTPP Sites.&amp;rdquo;
KW  - Axle loads
KW  - Calibration
KW  - Gross vehicle weight
KW  - Load cells
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement performance
KW  - Specific Pavement Studies (LTPP)
KW  - Traffic data
KW  - Traffic volume
KW  - Truck traffic
KW  - Weigh in motion
UR  - https://trid.trb.org/view/1231798
ER  - 

TY  - ABST
AN  - 01463236
TI  - Evaluation of the Quality-Related Specification Software (QRSS) Version 1.0
AB  - NCHRP Project 9-22 developed a performance-related specification for hot mix asphalt (HMA) construction named the Quality Related Specification Software (QRSS) using pre-solved solutions of the Mechanistic-Empirical Pavement Design Guide (MEPDG) for permanent deformation, fatigue cracking, and thermal cracking. The QRSS is stand-alone software for the Microsoft Windows operating system; it integrates prediction of distress and International Roughness Index (IRI) with all necessary data input and output capabilities needed to compare the performance and service life of as-designed and as-built HMA pavements and calculate pay factors from service life differences. The objectives of this research are to (1) evaluate the QRSS Version 1.0 with quality assurance (QA) data obtained from state departments of transportation (DOTs) and (2) compare QRSS results obtained with various levels and types of measured mix volumetric and performance data.
KW  - Deformation
KW  - Fatigue cracking
KW  - Hot mix asphalt
KW  - International Roughness Index
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Quality assurance
KW  - Road construction
KW  - Service life
KW  - Software
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2998
UR  - https://trid.trb.org/view/1231461
ER  - 

TY  - ABST
AN  - 01464577
TI  - Long-Term Roadside Crash Data Collection Program
AB  - Roadside crashes account for 35 percent of the fatalities on the nation's highways. Safety professionals have strived to address this problem and have had some success. Continued improvement in roadside safety will depend on improved understanding of the conditions that lead to injuries and fatalities during ran-off-road crashes. There is a fundamental need to collect better and more detailed information about crashes into roadside objects and the conditions under which they occurred. Data related to roadside crashes are primarily obtained from police accident reports, but these reports lack the details needed for analyses of ran-off-road crashes, such angle of impact, impact speed, vehicle damage, type of object struck, roadway geometry, roadside features, driver behavior, and occupant injuries. Where fatalities occur, additional data are gathered to make an entry into the Fatal Accident Reporting System (FARS), but this reporting also falls short in level of detail needed. The Highway Safety Information System (HSIS) developed by the FHWA provides additional data for roadside crashes by linking crash, roadway inventory, and traffic data. This system only includes data from eight states and it is limited to the data that is gathered by the individual states, thus making comparison of data across several states difficult. In-service evaluations and research studies provide some additional data about roadside crashes, but the number of cases is very small. The National Automotive Sampling System (NASS) Crashworthiness Data Subsystem (CDS) collects detailed information on vehicles and occupants for a strategically selected sample of crashes across the country. This data collection system was designed to provide information regarding vehicle safety performance during real-world crashes and it has proven to be very valuable for developing vehicle countermeasures to reduce the risk of injury and fatality in multi-vehicle crashes. However, the NASS CDS program collects very little data on the roadway, roadside, and safety features at the site of ran-off-road crashes. Some recent research studies have supplemented the NASS data for selected roadside crashes to gather more of the needed data, but the sample sizes have been small, which consequently limits the potential for analyses. One recent study is NCHRP Project 17-22, the objective of which is to identify distributions of impact conditions, including speed, angle, and vehicle orientation, of serious injury and fatal ran-off-road crashes. The study gathered supplemental roadway and roadside data on 388 NASS CDS cases from years 2000 and 2001 and the crashes were reconstructed to estimate the impact conditions. While the study is still ongoing, preliminary results provided critical information on impact conditions that helped in the formulation of the test conditions in the update of <em>NCHRP Report 350</em> crash testing guidelines. The data has also provided further insight into encroachment conditions and appropriate guardrail runout lengths. Based in large part on the additional support provided by the 17-22 data, AASHTO's Technical Committee on Roadside Safety is expected to soon adopt new guardrail length guidelines that will reduce the total costs of ran-off-road crashes and guardrail construction costs. Project 17-22 has also begun to identify the nature of longitudinal barrier crashes that lead to serious injury and fatality. Although still based upon anecdotal data, findings indicate that most fatal barrier crashes involve either vehicle rollover or high-angle redirections that lead to secondary crashes. If sufficient data become available, the identification of impact conditions that lead to this undesirable barrier performance will be possible and developers will be able to design new barriers that can significantly reduce the annual toll of approximately 1500 fatal crashes where striking a longitudinal barrier is the first harmful event. Similar studies can be undertaken for other types of roadside safety hardware and geometric features. Project 17-22 has also undertaken efforts to incorporate the data gathered in NCHRP Project 17-11 and the FHWA rollover study to increase the size of the database. It may be possible to incorporate other datasets, particularly those from new research efforts. Over time, the database will grow to several thousand crash cases that will reflect the changing fleet, road design, roadside hardware features, and traffic conditions. These data will permit identification of potential incompatibilities between vehicles and hardware that may warrant discouraging the use of some types of hardware, the need to design modifications, changes to the crashworthiness criteria, and so on. While the database from NCHRP Project 17-22 will be helpful in answering some questions, many other questions and issues remain to be addressed. For example, the data could be used to establish some of the following distributions and relationships. Identify the safety performance of all common roadside safety features to provide highway designers with more objective criteria for safety hardware selection. Develop a link between occupant compartment deformation and occupant risk in ran-off-road crashes. Quantify the occupant risk associated with partial rollovers by vehicle class. Establish a link between impact conditions and probability of injury for common safety features and roadside hazards. Identify distribution of vehicle trajectories and the effects of roadside slopes on vehicle trajectories. Identify the relationship between impact angle and crash severity for longitudinal barriers. Identify the effects of curbs, ditches, and other terrain irregularities placed in front of safety hardware on the probability of injury during a crash. Identify distributions of impact conditions, including speed, angle, and vehicle orientation, as a function of highway type or functional class. Identifying the impact conditions associated with injury and fatality for roadside features will provide hardware developers with critical information necessary for designing safer appurtenances. Further, when armed with the knowledge of the safety performance of common roadside features, highway designers will be able to select hardware systems that provide optimum safety for any given roadside situation. Many of the relationships described above would provide inputs to the development of future crash testing guidelines and to the improvement of the cost-effectiveness analysis codes, such as the Roadside Safety Analysis Program (RSAP). The improved cost-effectiveness codes would then be used to provide better assessment of issues such as guardrail runout length, flare rate, hardware performance-level selection guidelines, etc. This list of questions and issues is by no means exhaustive, but it serves to illustrate the many unanswered questions that can be addressed with in-depth crash data. The database created from the current study may provide hints to the answers for some of these questions, but the sample size and the level of detail would limit its applications. A need remains for a long-term effort to collect in-depth data on single-vehicle, ran-off-road crashes in a continuous and systematic manner. A plan for a long-term crash data collection program was also developed under NCHRP Project 17-22. The recommended approach for the long-term data collection effort is a prospective study (i.e., the cases will be sampled from new crashes) under the NASS CDS program. A subset of the cases already selected for inclusion in the NASS CDS program would be subjected to a more detailed investigation. By incorporating the data collection system in the existing NASS program, the costs of obtaining the required information is greatly reduced. Recognizing the need for such a program, the Project 17-22 panel directed the researchers to develop an implementation plan for a long-term data collection effort. The implementat
KW  - Crash data
KW  - Crash risk forecasting
KW  - Crashworthiness
KW  - Data collection
KW  - Ran off road crashes
KW  - Risk assessment
KW  - Roadside hazards
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1637
UR  - https://trid.trb.org/view/1232808
ER  - 

TY  - ABST
AN  - 01464204
TI  - Estimating Bicycling and Walking for Planning and Project Development
AB  - The need for robust methods that can accurately measure bicycle and walking activity has long been recognized, particularly in relation to land use. Many planning agencies are trying to assess the potential for smart growth and other land use options to increase bicycling and walking and reduce motor vehicle use. There is a substantial lack of credible bicycle and walking data. Existing national data sources document a particular segment of bicycling or walking trips (e.g., U.S. Census Journey-to-Work data) or document all bicycling or walking trips at large geography such as state or aggregations of metropolitan areas (e.g., the National Household Travel Survey or other household travel surveys).  However, there is a lack of consistent methodologies to understand bicycling and walking activity, and relationships to demographic, social, and physical factors are not well understood. Consistent methodologies and credible data would enhance local and regional planning to evaluate bicycle and pedestrian needs. The objective of this research is to prepare a guidebook for practitioners on estimating and forecasting bicycling and walking activity. The guidebook will include transferable methods for practitioners working on regional-, corridor-, and project-level analysis to estimate and forecast bicycling and walking activity in relation to transportation infrastructure characteristics, land use, topography, weather/climate, and socio-demographic characteristics.
KW  - Bicycle travel
KW  - Bikeways
KW  - Cyclists
KW  - Economic benefits
KW  - Health benefits
KW  - Land use planning
KW  - Mixed use development
KW  - National Household Travel Survey
KW  - Nonmotorized transportation
KW  - Pedestrian areas
KW  - Pedestrian movement
KW  - Public transit
KW  - Smart growth
KW  - Transit operating agencies
KW  - Transit oriented development
KW  - Travel surveys
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2707
UR  - https://trid.trb.org/view/1232432
ER  - 

TY  - ABST
AN  - 01464119
TI  - A Transportation Guide for All-Hazards Emergency Evacuation
AB  - Emergency evacuations--especially of major cities--have taken on new prominence following Hurricanes Katrina and Rita. Large evacuations are not uncommon; for example, the Nuclear Regulatory Commission has documented that evacuations of 1,000-plus persons occur every 2 or 3 weeks, from diverse causes. In addition, other significant events have highlighted the need for improved, integrated evacuation planning and procedures for state and local departments of transportation (DOTs) and emergency management agencies. Most evacuation guidance is produced by state emergency management agencies. That guidance needs to be augmented with transportation specifics in order for state and local DOTs to produce viable operational plans and to provide expert technical advice within state and local Emergency Operations Centers, Transportation Management Centers, and Fusion Centers (or their equivalents) during actual events. This need has been expressed by state DOT emergency-planning personnel at USDOT-hosted exercises and in after-action reports. Research is needed to take the significant amount of completed research and documents now available and consolidate it into practical all-hazards, all-modes evacuation guidance for use at the state and local level. The objective of this research is to develop an all-hazards emergency evacuation guide for transportation and emergency management agencies that integrates the broad community of resources that are necessary to plan, train, exercise, and execute evacuations. The primary audiences are those at the state and local level who are responsible for planning (and execution or support) of an evacuation within a state, including but not limited to transportation, public safety, and emergency management.  The Guide will be of interest to other entities involved in support of evacuations, including transit, paratransit, advisors on access and functional needs, fire, law enforcement, public works, and health and human services, as appropriate, to be able to mobilize evacuation resources and make well-considered tactical decisions. The Guide is designed to be applicable on a state, multi-state, or cross-jurisdictional border basis.
KW  - Disaster preparedness
KW  - Emergency evacuations
KW  - Emergency management
KW  - Evacuation
KW  - Guidelines
KW  - Handbooks
KW  - Hazards and emergency operations
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2607
UR  - https://trid.trb.org/view/1232347
ER  - 

TY  - ABST
AN  - 01464192
TI  - Design Guidance for High-Speed to Low-Speed Transition Zones for Rural Highways
AB  - As rural and other high-speed highways approach built-up areas, there is usually a transition zone where drivers are encouraged and expected to reduce their speed to one suitable for the environment they are entering. A common example is a rural highway that passes through a small community or hamlet where 55 mph speeds are neither safe nor acceptable to the community. Design standards and policies exist for both the high-speed and low-speed environments, but differences between the two make design of the transition zone problematic. Many communities would like to use the transition zone as a gateway to the community and they often have unrealistic expectations of the magnitude of speed reduction. The design of the transition zone must attempt to meet many objectives while maintaining safety. NCHRP Project 20-05, Synthesis Topic 40-08, Effective Speed Reduction Techniques for Rural High- to Low-Speed Transitions, is summarizing known information on speed-reduction techniques for transition zones. Publication of the synthesis report is expected in early 2010, and this project will build on that effort by (1) increasing the amount of information available on the effectiveness of those techniques and (2) developing a design process for selecting appropriate techniques. The final draft of the synthesis will be provided to the contractor. Proposers should review other synthesis reports to understand the type of information that will be in the Topic 40-08 report. The objective of this research is to develop design guidance for selecting effective geometric, streetscaping, and traffic engineering techniques for transitioning from high-speed to low-speed roadways, particularly rural highways entering communities. The guidance should consider transition-zone-specific factors such as land use; community context; aesthetics; and the accommodation of trucks, parking, pedestrians, bicyclists, and public transportation services.
KW  - Highway safety
KW  - Rural areas
KW  - Rural highways
KW  - Speed reduction (Motor vehicles)
KW  - Superelevation
KW  - Traffic engineering
KW  - Traffic speed
KW  - Transition zones
KW  - Urban areas
KW  - Urban highways
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2721
UR  - https://trid.trb.org/view/1232420
ER  - 

TY  - ABST
AN  - 01464112
TI  - Methodologies to Estimate the Economic Impacts of Disruptions to the Goods Movement System
AB  - The goods movement system in the United States has suffered from many large-scale disruptions in the last 10 years. Examples include disruptions resulting from the terrorist events of September 11, 2001; the lockout of dock labor unions in the Ports of Los Angeles and Long Beach in 2002; infrastructure failures after Hurricane Katrina in 2005; the Baltimore rail tunnel fire in 2001; and the Midwest floods in 2008. Over the last decade, new supply chain management techniques have created demands for highly efficient delivery systems. When disruptions to the system occur, especially to critical components, they can cause significant economic damage locally, regionally, and nationally.   Unfortunately, the complex interrelationship between the goods movement system and economic activity is not well understood. As such, research is needed to understand the impacts of bottlenecks and interruptions to the flow of goods through the nation's major freight corridors and intermodal connectors, the dynamics of that flow in response to disruptions, and the full economic impact on public and private entities -- beyond just the critical infrastructure and the carriers -- that depend on that flow. Such research will help to increase public understanding of the sensitivity of economic productivity to infrastructure availability, lay the groundwork for improving the resiliency of the freight transportation system, and improve the nation's ability to rapidly reconfigure the goods movement system to minimize disruptions. The objective of this research is to develop and apply one or more conceptual methodologies for identifying and estimating economic impacts, both short and long term, due to disruptions to the goods movement system.
KW  - Disaster preparedness
KW  - Economic impacts
KW  - Freight traffic
KW  - Freight transportation
KW  - Intermodal transportation
KW  - Research projects
KW  - Supply chain management
KW  - Urban goods movement
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2609
UR  - https://trid.trb.org/view/1232340
ER  - 

TY  - ABST
AN  - 01464179
TI  - Risk-Based Approach for Bridge Scour Prediction
AB  - Current practice for the prediction of scour depth at bridge piers and abutments uses empirical equations developed primarily from laboratory-scale studies, supplemented by limited data from field measurements. Equations for contraction scour (both clear-water and live-bed conditions) are based on an approach that combines both empirical and deterministic relationships. Additionally, the statistical analysis that was performed on the data collected from the laboratory studies and was used to create these relationships employs various statistical approaches that possibly provide more conservative results than necessary. When you also take into account the uncertainty associated with the development of key parameters used in the empirical relationships, the room for error is significant. In contrast, because of numerous advantages, bridge structural engineers, and more recently geotechnical engineers, have adopted Load and Resistance Factor Design (LRFD) which is a probabilistic approach to design. LRFD considers a probabilistic approach and allows for the possibility of assessing the level of risk associated with a given design. There is a need for the bridge scour engineer to have the option of performing scour calculations using probabilistic methods so that risk can be more appropriately assessed and the option of something other than the most conservative design considered. Current practice for determining the total scour prism at a bridge crossing involves the calculation of various scour components (e.g., pier scour, abutment scour, contraction scour, and long-term channel changes). Using the principle of superposition, the components are considered additive and the scour prism then is drawn as a single line for each frequency flood event (e.g., 50-year, 100-year and 500-year flood events). This approach does not provide an indication of the uncertainty involved in the computation of any of the additive components. Uncertainties in hydrologic and hydraulic models and the resulting uncertainty of relevant inputs (e.g., design discharge, flow duration, velocity, depth, flow direction, etc.) to the scour calculations will have a significant influence on scour prediction. To develop an overall estimate of confidence in the estimated scour magnitude, one must examine the level of confidence associated with the results of the hydrologic analysis (design discharges, flow duration, etc.), the level of confidence associated with the hydraulic analysis (depths, velocities, flow direction, etc.), and the level of confidence associated with the scour estimates (pier, abutment, contraction, long-term channel changes, etc.). Scour reliability analysis involves quantification of the uncertainties in each of these steps and then combines them in such a way that the overall estimate of confidence is known for the final prediction of scour. For the hydrologic analysis component, the desired end product could result in a probability density function (PDF) of the peak discharge. This can be done by examination of the flood flow frequency curve developed from gage records. If no gage records are available and regional regression equations are used, levels of confidence based on the results of the statistical analysis used to develop the regression equations can be used. If a single or lumped-parameter hydrologic model is used, important parameters could be identified, a PDF developed for these parameters, and a Monte Carlo simulation of these parameters could be performed to obtain the PDF of the peak discharge. The same can be performed for the hydraulic model except that the PDFs of the relevant hydraulic parameters would be developed using Monte Carlo simulations. Current practice provides an estimate of scour based on the hydrologic and hydraulic conditions associated with a specified design event (a 100- or 500-year flood, for example). The scour equations are generally understood to be conservative in nature, and have been developed as "envelope" curves for use in design. The research objective is to develop a methodology that can be used in calculating bridge scour so that the scour estimate can be linked to a probability; for example, there is a 95.0% probability that the maximum scour will be 8.3 feet or less over the life of the bridge. To achieve this objective, at a minimum the following tasks must be performed: (1) Review of existing knowledge: Some work along these lines has already been done in the area of hydrologic and hydraulic analysis. Relating the uncertainty associated with the hydrologic and hydraulic analysis to the uncertainty associated with the scour estimation techniques needs to be performed. Other disciplines where risk and reliability approaches are being integrated into engineering design also should be explored and documented by the research team (2) Identify uncertainties: This task will consist of identifying and evaluating the parameters associated with each of the various components (hydrology, hydraulics, and scour). (3) Formulate the methodology<em>: </em>This task will consist of combining the uncertainty associated with each of the various components (hydrology, hydraulics, and scour) into a procedure to use for scour prediction. The results of this task will ultimately lead to a probabilistic method to compute and evaluate bridge scour that will be consistent with LRFD approaches used by structural and geotechnical engineers. (4) Proof of concept: This task will consist of validating the methodology against data sets where variability in measured scour has been quantified. The new methodology must be demonstrated to be consistent with probabilistic approaches currently used by bridge structural and geotechnical engineers. >Final Report: The final report will be written in two parts. The first part will document the research performed to arrive at the methodology. The second part will be written in the form of a manual that provides design guidelines for practitioners in the field of bridge scour calculation. Currently scour estimates at bridge foundations use the best available technology, but are still roundly criticized as being overly conservative. The most common complaint is that the equations that were developed under laboratory conditions don't fit conditions at the site. Often this results in deeper foundations than necessary which leads to more costly bridge designs, which can stress already overloaded state department of Transportation budgets for bridge replacement and repair. Bridge designers and engineers are in need of a tool to make cost versus reliability tradeoff decisions with respect to scour and foundation design. A reliability-based design procedure for estimating scour at bridges will provide a consistent methodology for making decisions on design scour depth based on calculated risk instead of estimates which can be overly conservative. The pay-off is a scour estimate that will be more reliable in that it will be tied to a selected level of reliability that can be effectively communicated to the public. This type of approach will help alleviate over-conservatism in bridge design inconsistent with accepted target risk levels.<div></div>
KW  - Best practices
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge piers
KW  - Geotechnical engineering
KW  - Laboratory tests
KW  - Load and resistance factor design
KW  - Peak discharge
KW  - Probability density functions
KW  - Risk analysis
KW  - Scour
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2736
UR  - https://trid.trb.org/view/1232407
ER  - 

TY  - RPRT
AN  - 01159485
AU  - Landis, Amy E
AU  - Bilec, Melissa M
AU  - Shrake, Scott
AU  - Collinge, William
AU  - Xue, Xiaobo
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Bio-Diesel Fuel Feasibility Study
PY  - 2010/04/21/Final Report
SP  - 247p
AB  - A comprehensive feasibility study was performed for the use of B5 biodiesel fuel in the Pennsylvania Department of Transportation's (PennDOT’s) District 8 maintenance fleet. The feasibility study consisted of literature review and a survey of best practices; pre- and post-implementation data collection for fleet performance analysis; and an economic and environmental life cycle analysis for the District 8 pilot project and future extensions to statewide implementation of blends up to B20.
KW  - Before and after studies
KW  - Best practices
KW  - Biodiesel fuels
KW  - Data collection
KW  - Economic impacts
KW  - Environmental impacts
KW  - Feasibility analysis
KW  - Life cycle analysis
KW  - Literature reviews
KW  - Maintenance vehicles
KW  - Surveys
KW  - Vehicle fleets
KW  - Vehicle performance
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Biodiesel%20Fuel%20Feasibility%20Study.pdf
UR  - https://trid.trb.org/view/920050
ER  - 

TY  - ABST
AN  - 01464184
TI  - Sustainable Transportation Systems and Sustainability as an Organizing Principle for Transportation Agencies
AB  - Increasing awareness of the environmental, economic, and social effects of the transportation system has already led to new demands on transportation agencies to be more responsive in providing transportation services. Transportation agencies are challenged to build consensus around balancing short-term cost effectiveness and long-term sustainability.  While the roles and responsibilities of transportation agencies differ from state to state, there are common organizational attributes and characteristics that transportation agencies need in order for their transportation systems to support the environment, the economy, and social equity. Against this backdrop, the traditional functions of many transportation agencies are changing.  As they evolve, transportation agencies will have to be resilient in the face of continuing and new demands by society, and they may need to fundamentally rethink the mission(s) and organizing principle(s) that drive them today. To assist transportation agencies in evaluating their current and future capacity to support sustainability while delivering transportation solutions in a rapidly changing social, economic, and environmental context, an analytical framework and supporting tools are needed. The objective of this research is to provide a framework for transportation agencies to use to identify and understand the future trends and external forces that will increasingly put pressure on their ability to carry out their responsibilities to (1) meet society's evolving demand for transportation services and (2) meet society's emerging need to operate on a more sustainable basis. The framework will also provide a means for agencies to assess their future capacity to meet society's demands, and provide or identify tools and approaches that agencies may use to assist them in making changes they deem appropriate and necessary to meet rapidly changing needs and conditions. The thrust of this research is to make sense, from the perspective of a transportation agency, of the considerable amount of information that portends various future social, economic, and environmental demands from its transportation system. This research will (1) identify likely alternative future scenarios in which transportation agencies will be asked to achieve sustainability goals in providing for economic vitality, social equity, and environmental integrity that reflect conditions 30 to 50 years in the future; (2) analyze how transportation agencies' existing fiscal, legal, and institutional structure(s) and decision-making processes encourage or inhibit them from optimizing their contribution to a sustainable society; (3) examine the variety of roles, and the nature of their related primary activities, that transportation agencies may be expected to play in the future; (4) explore linkages, and expectations, between transportation agencies and stakeholders, and the need to form new alliances and partnerships with other transportation providers and system users; and (5) provide or identify tools that individual agencies can use in designing their particular approach(es) to adapting to the demands and opportunities of the future and in describing, in broad terms, how "sustainable" transportation agencies might be organized.
KW  - Decision making
KW  - Ground transportation
KW  - Guidelines
KW  - Highway operations
KW  - Mobility
KW  - State departments of transportation
KW  - Strategic planning
KW  - Sustainable development
KW  - Sustainable transportation
KW  - Transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2729
UR  - https://trid.trb.org/view/1232412
ER  - 

TY  - ABST
AN  - 01464195
TI  - Resource Allocation Framework to Meet Highway Asset Preservation Needs
AB  - State departments of transportation (DOTs) and the federal government have invested significant resources in building our nation's highway system. All of the asset categories that comprise our highway system, e. g., pavements, bridges, traffic signals, drainage pipes, signs, lights, and more, must be maintained, rehabilitated, and ultimately replaced. As our transportation system has aged, system preservation needs have moved to the forefront in the funding priorities of many DOTs. However, resources for highway preservation typically have not kept pace with preservation needs. Most transportation agencies lack sufficient resources to attain and maintain desired service levels for all of their highway assets and must try to optimize the allocation of their limited resources to preserve a diverse portfolio of assets. Given large variations in service lives--e. g., the life of a bridge versus pavement markings--variations in asset class management systems, and the breadth of competing funding needs, the problem of optimizing resource allocations to preservation needs is extremely difficult. A fundamental and practical issue with optimizing resource allocations to the preservation of various asset categories is the identification of common performance objectives that can transcend all of the asset categories that comprise our highway system, and that could serve as basis for optimization. Such common objectives may include, for example, maximizing remaining service life or minimizing long-term costs. A number of optimization models have been developed to assess and help select the best strategy of preservation or replacement alternatives for a given investment level within an asset category, e.g., in pavement management and bridge management systems, but optimization criteria and practical models to allocate resources across a broad array of highway asset categories do not exist. The objectives of this research will be to develop objectives and measures of effectiveness that may be used to optimize resource allocation for preservation of assets across the entire range of highway assets for which a DOT is responsible. The research to accomplish this objective might include the following tasks: (1) preparation of an annotated literature review on optimization criteria and objectives to allocate resources across various transportation asset categories; (2) identification of optimization objectives and criteria that may be suitable to allocate preservation resources across a broad portfolio of highway asset categories; (3) assessment of the potential advantages and disadvantages of the optimization objectives and criteria for use in the intended context; (4) assessment of potential issues associated with implementing the most advantageous optimization objectives and criteria in a practical optimization model within state DOTs; (5) demonstration and documentation of the use of the recommended optimization objectives and criteria in the allocation of resources across highway asset categories through realistic case study examples; (6) identification of specific future research needed to achieve the implementation of allocation optimization models for the preservation of a broad portfolio of highway asset categories within state DOTs. </font></span></div>
KW  - Asset management
KW  - Bridge management systems
KW  - Highway maintenance
KW  - Optimization
KW  - Pavement management systems
KW  - Preservation
KW  - Resource allocation
KW  - Road markings
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2718
UR  - https://trid.trb.org/view/1232423
ER  - 

TY  - RPRT
AN  - 01159574
AU  - Daniels, John L
AU  - Janardhanam, Rajaram
AU  - Anderson, J Brian
AU  - Lei, Shaogang
AU  - Baucom, I Kyle
AU  - DeBlasis, Nicholas J
AU  - Bowers, Benjamin F
AU  - University of North Carolina, Charlotte
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Subgrade Stabilization Alternatives to Lime and Cement
PY  - 2010/04/15/Final Report
SP  - 243p
AB  - This project involved four distinct research activities, (1) the influence of temperature on lime-stabilized soils, (2) the influence of temperature on cement-stabilized soils, (3) temperature modeling of stabilized subgrade, and (4) use of CaCl2 to accelerate strength gain of cement-stabilized soils. Among the findings were the following: (1) The minimum lime content of a soil increases as temperature decreases; (2) Increased curing duration leads to decreases in pore fluid pH, but this reduction in pH is less at lower temperatures, indicating that little reactivity occurs below 50°F; and (3) Exposure to freeze-thaw cycles or initial curing at 35°F resulted in significant reductions in strength gain for a given curing duration, but once the freeze-thaw cycles or temperature reduction was removed, strength gain resumed at approximately the same rate. Overall, these results suggest that current specifications may be modified to allow lime stabilization to proceed in cooler temperatures, provided a corresponding increase in curing time and/or thermal protection is provided prior to loading. The soil cement data indicate that curing soil-cement at lower temperatures will result in lower strengths. Specifications for stabilization work have often been based on air temperature measurements, however the performance of lime or cement treated soil is expected to be more closely related to the in situ temperature. These data were incorporated into a model that relates air and soil temperatures. A computer application was developed to use the model to make predictions of subgrade temperatures and cured strength. A window of efficacy was observed for Buncombe, Guilford and Johnston county soil cement mixes. However, these optimum ranges vanished or changed to levels untested at 35°F curing conditions. A field trial was conducted with CaCl2 doses of 2.3% and 8.3%, and both of these dosage levels resulted in weakening of the material, as evaluated by in situ dynamic cone penetration tests and unconfined compression testing of field-mixed samples. Laboratory mixed samples of the same material resulted in strength increases. CaCl2 modification increases the electrical conductivity and dielectric value of soil-cement mixtures which might imply increased susceptibility to longer term moisture-induced weakening at high dosage levels. The cost of CaCl2 modification at effective doses is likely to be less than 10% of cement costs. The overall body of research presented in this report suggests that CaCl2 modification of soil-cement is not a mature enough approach to serve as a method for mitigating the effects of low temperatures on strength gain. Additional data are required to probe the sensitivity of temperature, mixing method and soil type.
KW  - Calcium chloride
KW  - Calcium oxide
KW  - Cement
KW  - Compressive strength
KW  - Field tests
KW  - Laboratory tests
KW  - Mathematical models
KW  - Soil cement
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Temperature
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2007-11finalreport.pdf
UR  - https://trid.trb.org/view/920086
ER  - 

TY  - ABST
AN  - 01464188
TI  - Comprehensive Analysis Framework for Safety Investment Decisions
AB  - The diverse safety community in the United States continues to make substantial, incremental progress in developing and implementing cost-effective approaches. American Association and State Highway Transportation Officials (AASHTO) and Federal Highway Administration (FHWA) have provided national leadership with work such as Model Minimum Inventory of Roadway Elements (MMIRE), the Digital Highway Measurement System, the Interactive Highway Safety Design Model, SafetyAnalyst, etc.; and towards critical upcoming milestone products such as the Highway Safety Manual and SHRP2 results (especially the crash causation database which will be created). NHTSA and FMCSA, working with AASHTO/FHWA and other partners, have advanced similar improvements focusing on behavioral and heavy vehicle issues. While the range of current efforts is impressive, we are just on the cusp of creating a truly comprehensive analysis and decision-support system with the capability to compare the effectiveness of investment and policy opportunities across the 4 Es of safety (i.e., the contributions of engineering, education, enforcement, and emergency medical services). This project would create and sustain a nationally-coordinated, multi-year initiative to integrate efforts like those noted above into a Comprehensive Safety Analysis Framework. This Framework is envisioned as a 'blue print' which the full safety community will contribute to and which will provide for objective, data driven evaluation of safety programs, policies, and investments across Federal, state, and local levels. Objectives and tasks to create and sustain the Safety Analysis Framework include: (1) develop, pilot test, evaluate, fine tune, and update the model framework for estimating the effectiveness of behavioral countermeasures;(2) in-depth evaluation of existing and soon-to-be-released tools; (3) assessment of critical deficiencies in data and tools to support better comprehensive decision making; (4) development of a comprehensive, consensus strategic plan for further development and support of data systems and analytical tools to address critical deficiencies, coordination among ongoing activities, professional capacity needs, and support for investment decision making and policy analysis and development; and (5) implementation support for the multi-year program, to include tasks such as coordination of data needs across all elements, development of '4 E' policy analysis tools not currently available, quality assurance of analysis algorithms, software integration efforts as needed, communication, training, and technical assistance for at least the first several years. The intended outputs are: (1) a strategic development and deployment program coordinated across partners in the 4 Es; and (2) an initial version of a next generation of tools that permits objective analysis of investment decisions across the 4 Es. The expected benefit/outcomes are significantly more effective investment decisions and, as a result, steeper reductions in motor vehicle fatalities and serious injuries.<div></div>
KW  - Decision making
KW  - Decision support systems
KW  - Education
KW  - Emergency medical services
KW  - Enforcement
KW  - Engineering
KW  - Heavy vehicles
KW  - Policy analysis
KW  - Research projects
KW  - Safety engineering
KW  - Safety investigations
KW  - Strategic planning
KW  - Traffic safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2725
UR  - https://trid.trb.org/view/1232416
ER  - 

TY  - ABST
AN  - 01576003
TI  - Roadway Wind-Solar Hybrid Power Generation and Distribution System Towards Energy-Plus Roadways


AB  - The aim of this project is to develop a novel Roadway Wind/Solar Hybrid Power Generation and Distribution System (RHPS) towards energy-plus roadways, where energy-plus stands for annual energy consumption that is less than production. The RHPS would be a low footprint, intelligent, and multilayer power system designed for integration into urban and suburban areas, which reduces the need for new distribution networks. The RHPS represents a dramatic change in the role of the public right-of-way from an energy consumer to an energy producer, and therefore will aid in reducing transportation system operating costs.

KW  - Energy consumption
KW  - Highways
KW  - Operating costs
KW  - Public utilities
KW  - Right of way (Land)
KW  - Solar power generation
KW  - Wind power generation
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0024
UR  - https://trid.trb.org/view/1369403
ER  - 

TY  - ABST
AN  - 01573211
TI  - Roadway Wind-Solar Hybrid Power Generation and Distribution System Towards Energy Plus Roadways
AB  - The aim of this project is to develop a novel Roadway Wind/Solar Hybrid Power Generation and Distribution System (RHPS) towards energy-plus roadways, where energy-plus stands for annual energy consumption that is less than production. The RHPS would be a low footprint, intelligent, and multilayer power system designed for integration into urban and suburban areas, which reduces the need for new distribution networks. The RHPS represents a dramatic change in the role of the public right-of-way from an energy consumer to an energy producer, and therefore will aid in reducing transportation system operating costs.
KW  - Electric power generation
KW  - Energy consumption
KW  - Highway engineering
KW  - Networks
KW  - Solar power generation
KW  - Wind power generation
UR  - https://trid.trb.org/view/1365861
ER  - 

TY  - ABST
AN  - 01464193
TI  - Superelevation Criteria for Sharp Horizontal Curves on Steep Grades
AB  - Sharp horizontal curves on steep grades represent a particularly dangerous situation for vehicle operators, especially heavy vehicle operators. Examples where this combination may occur are high-speed interchange movements, switchback curves on mountainous two-lane, two-way roads or high-speed downgrade curves on limited access roadways. At these locations, the complicating factors of vehicle off-tracking, pavement slope, and pavement friction fully tax the driver's ability to provide correct vehicle positioning without compromising control of the vehicle. Accident problems have arisen where, as a result of reconstruction, older highways with 12% to 17% superelevation have been rebuilt using 8% and 10% superelevation in accordance with current standards. Superelevation criteria, and other associated horizontal curve criteria, for situations where steep grades are located on sharp horizontal curves have not been developed. NCHRP Projects 15-16 and 15-16A, documented in <em>NCHRP Report 439: Superelevation Distribution Methods and Transition Designs</em>, evaluated and recommended revisions to the horizontal curve guidance presented in the 1994 AASHTO publication, <em>A Policy on Geometric Design of Highways and Streets (Green Book)</em>. The two principal design elements evaluated were the use of superelevation and the transition from a tangent to a curve. The transition recommendations were incorporated into the 2001 edition of the <em>Green Book</em> and the superelevation recommendations were included in the 2004 edition of the Green Book. NCHRP Report 439 noted that significant roadway downgrades deplete the friction supply available for cornering. This depletion results from the use of a portion of the friction supply to provide the necessary braking force required to maintain speed on the downgrade. The report found that both upgrades and downgrades yield an increase in side friction demand and a decrease in side friction supply. This undesirable combination results in a significant decrease in the margin of safety resulting from roadway grade, especially for heavy vehicles. Superelevation criteria and horizontal curve criteria for this situation were not developed. >The 2004 <em>Green Book</em> contains the following: "On long or fairly steep grades, drivers tend to travel faster in the downgrade than in the upgrade direction. Additionally, research has shown that the side friction demand is greater on both downgrades (due to braking forces) and steep upgrades (due to the tractive forces). Some adjustment in superelevation rates should be considered for grades steeper than 5%. This adjustment is particularly important on facilities with high truck volumes and on low-speed facilities with intermediate curves using high levels of side friction demand." The 2004 <em>Green Book</em> further states that this adjustment for grade can be made by assuming a slightly higher design speed for the downgrade and applying it to the whole traveled way. There are no guidelines as to how this adjustment should be made for two-lane or multilane undivided roadways. More definitive guidance on this adjustment, as well as adjustment for other elements of the horizontal curve, is needed. The objective of this research is to develop superelevation criteria for horizontal curves on steep grades. Other criteria associated with design of horizontal curves such as tangent-to­ curve transitions, spiral transitions, lateral shift of vehicles traversing the curve, need for pavement widening, and minimum curve radii should also be considered in the development of the criteria. The criteria may be based on quantitative evidence obtained from theoretic considerations and simulations but should be supported by actual field observation. The research should include a review of current practice, development of a work plan to achieve the research objectives, collection of data and other information, evaluation of effects of various alternatives and candidate criteria, and preparation of final criteria. The recommended criteria should be documented in the final report and also presented in a form that could be used by the AASHTO Technical Committee on Geometric Design in a future edition of the Green Book. This research topic was selected by the Transportation Research Board (TRB) Committee on Geometric Design, TRB Committee on Operational Effects of Geometrics, and the AASHTO Technical Committee on Geometric Design at their combined meeting in June, 2004 as one of the five highest priorities for research. The research is needed immediately to fill a gap in current superelevation design policy. The superelevation guidance will apply to high speed interchange ramp alignments on descending grades. As such, the research findings will have applications in every State and not just to those with mountainous terrain. Considering the research will apply to interchange movements, this research topic will be of use in the design of highways nationwide. <div></div>
KW  - Downgrades (Roads)
KW  - Geometric design
KW  - Highway curves
KW  - Highway design
KW  - Steep grades
KW  - Steering
KW  - Superelevation
KW  - Switchbacks
KW  - Traffic crashes
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2720
UR  - https://trid.trb.org/view/1232421
ER  - 

TY  - ABST
AN  - 01573548
TI  - Mechanical Material Modeling and Simulation by New Multiple Length/Time-Scale Theories and Algorithms

AB  - This research could lead to a general multiscale algorithm for a numerical simulation and a significant shift in the ability to predict a material response in complex situations. This research could apply to highway transportation structural materials, sensors, or pavement surfaces.

KW  - Algorithms
KW  - Mechanical properties
KW  - Numerical analysis
KW  - Pavement performance
KW  - Sensors
KW  - Simulation
KW  - Surface course (Pavements)
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0023
UR  - https://trid.trb.org/view/1366740
ER  - 

TY  - ABST
AN  - 01464206
TI  - Guidelines for Conducting Forensic Investigation of Highway Pavements
AB  - Forensic investigations of highway pavements are generally conducted to (1) investigate underlying causes of premature pavement failures; (2) understand the factors contributing to exceptional pavement performance and longevity; and (3) collect data to support development and/or calibration of performance prediction models.  Although forensic investigations have frequently been conducted by highway agencies, these investigations have often been conducted following different practices and have focused on a specific issue making it difficult to use the generated data in other studies. There are no widely accepted guidelines for conducting these investigations that consider relevant factors, such as functional and structural performance, material-related distress, pavement type, sampling and testing requirements, and sequence of activities.  Research is needed to develop guidelines for conducting forensic investigations of highway pavements that consider relevant factors and facilitate implementation.  These guidelines will help highway agencies conduct cost-effective investigations that will enhance understanding of pavement performance and provide the necessary data for improving pavement design and analysis procedures. The objective of this research is to develop guidelines for conducting forensic investigations of highway pavements. These investigations will be concerned with acquiring and evaluating data to (1) identify the cause(s) of premature pavement failure; (2) understand the factors contributing to longevity of pavements; and (3) document/understand observed performance and support development and/or calibration of performance prediction models [e.g., for use in local calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG)].
KW  - Asset management
KW  - Cost effectiveness
KW  - Data collection
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2705
UR  - https://trid.trb.org/view/1232434
ER  - 

TY  - ABST
AN  - 01464205
TI  - Developing Regional Historic Contexts for Post-World War II Housing: A Model for Identification and Evaluation
AB  - Large numbers of post-World War II houses located in cities, towns, suburbs, and rural areas are potentially eligible--or may soon become eligible--for listing in the National Park Service's National Register of Historic Places (National Register), by virtue of their age as well as other attributes. The Federal Highway Administration (FHWA) and state departments of transportation (DOTs) must take into account, primarily through a survey, the effects that their transportation projects may have on properties that are eligible for listing in the National Register, pursuant to Section 106 of the National Historic Preservation Act. Properties eligible for listing in the National Register are also protected under Section 4(f) of the Department of Transportation Act. In light of the large and steadily increasing numbers of post-World War II single family houses that are potentially affected by highway construction projects, developing an effective framework for determining National Register eligibility and non-eligibility of post-World War II housing is critical. As post-World War II houses and suburbs approach 50 years of age, state DOTs are including these properties in local surveys and evaluating them according to National Register criteria; individual houses as well as neighborhoods from this period are already listed in the National Register. Because of the passage of time, the number of post-World War II properties potentially eligible for listing in the National Register will increase dramatically in the next decade, presenting a major challenge to decision makers.  Post-World War II housing is ubiquitous across the country, consisting of millions of properties. Research is needed to develop a model regional or state historic context (a compilation of information about historic properties that share a common theme, geographic area, and time period) that can provide a standard framework for state DOTs to use to effectively and efficiently evaluate the National Register eligibility of post-World War II housing. Such a model context would facilitate interagency cooperation and decisionmaking, resulting in lower future project costs and expedited project schedules. The objectives of this research are to (1) develop a methodology for identifying and evaluating the National Register eligibility and non-eligibility of (a) post-World War II single family housing built between 1946 and 1975 that is not part of a planned or unplanned subdivision or neighborhood and (b) post-World War II single family housing developments built between 1946 and 1975 as a planned or unplanned subdivision or neighborhood; (2) develop a model historic context for a state or region for these types of properties; and (3) apply and test the model historic context in a state or region to demonstrate its utility to state DOTs and state historic preservation offices.
KW  - Dwellings
KW  - Historic preservation
KW  - History
KW  - Housing
KW  - Housing development
KW  - Residential areas
KW  - State departments of transportation
KW  - World War, 1939-1945
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2706
UR  - https://trid.trb.org/view/1232433
ER  - 

TY  - ABST
AN  - 01464181
TI  - Attracting, Recruiting, and Retaining Skilled Staff for Transportation System Operations and Management
AB  - Transportation system operations and management (SOM) draws on the knowledge of many disciplines--including, for example, traffic engineering, intelligent transportation systems, maintenance, emergency response and incident management, performance measurement, and system planning--applied in a comprehensive approach to increase the efficiency and safety of the transportation system.  SOM encompasses interactions among transportation modes and between the transportation system and other functions such as emergency management, public safety, and the concerns of the general public.  SOM contributes to the creation and maintenance of livable communities, improving public health by reducing air pollution, saving energy, and supporting economic development, as well as promoting efficient traffic flow. The AASHTO Highway Subcommittee on Systems Operations and Management defines SOM specifically as "an integrated program designed to make the best use of existing highway infrastructure through provision of systems and services that preserve and improve performance."  State departments of transportation, metropolitan planning organizations, corridor coalitions, and other transportation agencies are being called on increasingly to expand their activities beyond the more traditional design and construction functions most closely associated with civil engineering to the broader and more diverse tasks of SOM. While many transportation agencies view SOM as an increasing priority, they are encountering a shortage of management, professional, and technical staff with appropriate skills and knowledge.  Retirement of transportation practitioners will deplete the ranks of qualified transportation professionals.  Many students emerging from currently available education programs lack the cross-disciplinary perspective and multi-disciplinary skills needed for SOM.  The transportation agencies are coming to recognize the need to support development of the supply of SOM management, professional, and technical staff. NCHRP Project 20-77, "Transportation Operations Training Framework," was undertaken to develop a training and capacity-building framework for SOM management, professional, and technical staff. That project identified the core functions and employment positions that characterize SOM activities, as well as many currently available SOM education and training resources for transportation professionals.  It seems likely, however, that if transportation agencies are to meet their needs, they must work to expand the pool of workers with SOM expertise by reaching out to students at all levels preparing to enter the workforce, to older workers seeking to extend their careers past traditional retirement ages, and to workers of all ages seeking to change their career paths.   Research is needed to define more clearly the needs for SOM management, professional, and technical staff and resources for attracting, retaining, and enhancing the skills of SOM staff. The objective of this research is to provide transportation agencies with strategies and resources to meet their needs for SOM staff. The research will consider the potential demand for and supply of SOM workforce; the actions transportation agencies may take to attract, recruit, develop, and retain skilled staff with SOM capabilities; and the tools that are available or may be developed to assist agencies to take action.
KW  - Civil engineering
KW  - College students
KW  - High school students
KW  - Personnel retention
KW  - State departments of transportation
KW  - System operations
KW  - Transportation careers
KW  - Transportation professionals
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2732
UR  - https://trid.trb.org/view/1232409
ER  - 

TY  - ABST
AN  - 01464186
TI  - Highway Infrastructure and Operations Safety Research Needs
AB  - Reducing the number of fatalities and injuries from highway traffic crashes is a high-priority goal shared by the American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration (FHWA), and the States. While fatality rates have steadily decreased over time, the number of fatalities has remained unacceptably high. While increased safety funding under SAFETEA-LU and States' development and implementation of strategic highway safety plans can be expected to significantly improve highway safety, research is needed to develop innovations that will be needed to achieve AASHTO's goal of halving fatalities in 20 years. Achieving the greatest benefits from research will require well-targeted and coordinated research investment. FHWA and AASHTO, and the Transportation Research Board (TRB) convened an expert committee to provide an independent review of current processes for establishing research priorities and coordinating highway safety research activities. In TRB Special Report 292, the committee presented its findings and recommended that "an independent scientific advisory committee should be established and charged with (1) developing a transparent process for identifying and prioritizing research needs and opportunities in highway safety, with emphasis on infrastructure and operations; and (2) using the process developed to recommend a national research agenda focused on highway infrastructure and operations safety." This problem statement proposes an NCHRP project to implement expert committee's recommendation. Development of a national research agenda would support the Safety Management Subcommittee of the AASHTO Standing Committee on Highway Traffic Safety in carrying out its highway safety research oversight and advocacy responsibilities. The objectives of this project are to: (1) develop a transparent process for identifying and prioritizing research needs and opportunities in highway safety; and (2) using the process developed to recommend a national research agenda focused on highway infrastructure and operations safety. Specific tasks necessary to achieve these objectives include: (1) Develop a process for identifying and prioritizing safety research needs that includes the following features: (a) a quantitative analytical approach that examines clearly defined criteria to determine the value of a research project or topic, and (b) the involvement of a mix of experts to formulate an agenda that is informed by the quantitative analysis results. (2) Develop research priorities by applying the process to identify critical safety problems, identify potential research issues, assess the status of data and methodologies to conduct research that addresses the problems, estimate the costs and timeframes for research, and assess the likely outcome of alternative research topics.
KW  - Fatalities
KW  - Highway operations
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Strategic Highway Safety Plan
KW  - Strategic planning
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2727
UR  - https://trid.trb.org/view/1232414
ER  - 

TY  - ABST
AN  - 01461314
TI  - FHWA Cosponsor Ship for the Partnership for the National Trails System for the 2010 National Historic Trails Workshop
AB  - The Federal Highway Administration (FHWA) cosponsored with the Partnership for the National Trails System (PNTS), the 2010 National Historic Trails Workshop that was held May 12-14, 2010, in San Antonio TX. This included production and dissemination of preworkshop materials, development of workshop materials, and support for workshop sessions and speakers. PNTS recognized the U.S. Department of Transportation, Federal Highway Administration, as an agency sponsor of the workshop in preworkshop information and planning materials and at the workshop. Sponsorship included exhibit space for an FHWA display.
KW  - Historic preservation
KW  - Partnerships
KW  - Planning and design
KW  - Trails
KW  - Workshops
UR  - https://trid.trb.org/view/1229533
ER  - 

TY  - ABST
AN  - 01573573
TI  - Use of Nanoporous Thin Films (NPTF) to Improve Aggregate-Cement Interface

AB  - Synthesize sol-gel nanoaluminosilicates with various Si/Al ratios and characterize the effect on hydration of Alite and Portland cement. Develop characterization procedures for characterizing paste samples, and tailor solubility of nanoaluminosilicate thin films through inorganofunctionalization to optimize performance.

KW  - Aluminates
KW  - Hydration
KW  - Nanostructured materials
KW  - Optimization
KW  - Portland cement
KW  - Silicates
UR  - https://trid.trb.org/view/1366814
ER  - 

TY  - ABST
AN  - 01464194
TI  - Effective Removal of Pavement Markings
AB  - During construction projects, it is often necessary to implement lane shifts in order to detour traffic around work zones or establish a new alignment. Shifting lanes requires obscuring or removing the existing pavement markings and applying new markings along the new alignment. The Manual on Uniform Traffic Control Devices (MUTCD) requires that all visible traces of the existing marking be removed or obliterated, and it does not allow for removal methods that will cause unacceptable scarring of the pavement.  However, there is no specification for a level of scarring that is acceptable. Among the primary requirements of pavement marking systems is to create a durable, strongly bonded material. Pavement markings have to be capable of withstanding several years of wear due to heavy traffic at highway speeds and resist the environment (UV exposure, freeze/thaw, chemicals, etc.). Many of the new systems are epoxy-based and adhere adamantly to the pavement. Black tapes that are applied to obscure the existing markings tend not to last long enough and/or have different reflective properties than the pavement and may confuse drivers as to the correct path to follow. The problem may be exacerbated at night and in wet weather. Chemical systems that are aggressive enough to remove epoxies and other products may raise safety and environmental concerns. As a result, removal generally requires grinding of the markings, which leaves undesirable scarring that is often mistaken for actual pavement markings under low-light or wet conditions.  Consequently, the owners of public highways are faced with a very difficult problem. The objective of this research is to determine best practices for the safe, cost-effective, and environmentally acceptable removal of work zone and permanent pavement markings with minimal damage to the underlying pavement or visible character of the surface course.
KW  - Interstate highways
KW  - Lane lines
KW  - Manual on Uniform Traffic Control Devices
KW  - Paint removal
KW  - Road markings
KW  - Striping materials
KW  - Traffic control devices
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2719
UR  - https://trid.trb.org/view/1232422
ER  - 

TY  - ABST
AN  - 01464183
TI  - Improved Right-of-Way Procedures and Business Practices
AB  - Several State Departments of Transportation (DOTs) are considering revising their right-of-way business practices with the goal of simplifying and streamlining processes. Current right-of-way practice and procedure manuals are the products of 40 years of statutes, case law, regulations, management styles and best practices. The procedural manuals have chapters to cover elements such as: a) appraisal; b) appraisal review; c) relocation planning and assistance; d) relocation eligibility and supplemental payments; e) nonresidential relocations; f) acquisition and negotiations; g) legal settlements; h) eminent domain; i) titles and closing; j) property management; k) leasing; l) sale of excess property; m) mapping and geographic information systems (GIS); n) encroachments; o) contracting for services; and p) administrative costs. Procedures and guidelines are often an accumulation of historical practice or those adopted from other agencies. State procedures vary widely because of differences in State laws. Local agencies are required to follow State DOT procedural manuals when they use State or Federal funding. Questions arise as new staff try to understand the reason or underlying basis for requirements. Contractors and consultants face a wide array of requirements and forms among the various States. This research is in support of the AASHTO Highway Subcommittee Right-of-Way and Utility strategic plan to provide leadership and support to member agency right-of-way staff. This research will provide new direction and lead to immediate cost savings by reducing the hours required to accomplish certain functions. This research will result in streamlined business practices that are easier to maintain, cost effective and result in delivery of projects sooner. Research is needed to provide information to State DOTs and local agencies to rationally evaluate current right-of-way procedures and business practices; to determine what function is served by each procedure; to determine the need for each procedure, i.e. statute or practice; to document the benefits and operational logic for continuing a procedure, modifying, or eliminating it, evaluate the cost of maintaining current procedures and to quantify the benefits from them. This includes, but is not limited to, the current cost of agents, training new agents and administrative costs on a parcel or tract basis. Determine what processes are essential to providing a consistent product and comply with statutory requirements, such as the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (Uniform Act), as well as the most common elements of State eminent domain laws, identify institutional, political, and economic barriers to the adoption of procedures that will be easier to maintain for the next 20 years, and examine and compare several common types of existing FHWA approved right-of-way manuals used by State DOTs and local agencies and common State regulations. Agencies will be contacted and staff will be interviewed to ascertain what are the origins, purpose and authorities for the existing procedures; what criteria and procedures are needed, as a minimum, to protect owner and tenant rights; what procedures would work if the agency could start anew; how and/or whether procedures might be modified for local agency use, i.e., a stand alone manual for local agencies; what are the issues in administering procedures that need to be addressed to assure consistent application; and what are the institutional, political, and economic barriers to implementation? A major objective of the research will be to develop a rationale or basis for a new or modified approach. This will include an objective analysis of all key elements mentioned above, i.e., appraisal, appraisal review, relocation, etc. This research would culminate by analyzing the typical right-of-way business model for the four major elements of appraisal, acquisition, relocation, and property management, and developing a revised model that is less costly to maintain. It would outline a sample procedural manual with forms that could be used to administer a simplified and cost-effective right-of-way program that is responsive to national statutes and the Uniform Act. The resulting business model would be accompanied by a cost/benefit analysis and recommended roll-out implementation plan that could be readily adopted and applied by State DOTs and local agencies for national consistency. One of the initial goals of the Uniform Act was to create a fair and consistent process for the acquisition of real property by public agencies. This research would help us assure the continued uniformity of the process. This research will be a direct follow-on to the 2008 International Scan for ROW and Utilities called "Integrating &amp; Streamlining Right of Way and Utility Processes with Planning, Environment, and Design." Ideas and strategies derived from the 2008 International Scan will feed directly into revised business practices. State DOTs who undertake pilot projects in 2009 will be able to use lessons learned and provide input to this research effort. The timing is beneficial for all parties in that this research product will bring about full implementation of the 2008 streamlining strategies. This research will provide new direction and lead to immediate cost savings by reducing the hours required to accomplish certain functions. This research will result in streamlined business practices that are easier to maintain, cost effective and result in delivery of projects sooner. The effort devoted to training new right-of-way agents, who may or may not stay with the agency, is becoming cost prohibitive and is time consuming. It is anticipated that there will be many institutional barriers to overcome. Many right-of-way agents have adapted to the current procedures and will be resistant to change. State DOT legal staff also may resist changes, thinking that revised procedures may affect property owner rights. In order to address these barriers, the final research report should contain an outline of a revised procedural manual that would be sufficient to meet Federal regulations and laws, allowing each State to augment this information with specifics to address that particular State's laws.<div></div>
KW  - Acquisitions
KW  - Appraisals
KW  - Eminent domain
KW  - Encroachment
KW  - Geographic information systems
KW  - Leasing
KW  - Mapping
KW  - Negotiations
KW  - Relocation (Facilities)
KW  - Relocation assistance
KW  - Research projects
KW  - Right of way (Land)
KW  - State departments of transportation
KW  - Strategic planning
KW  - Streamlining
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2730
UR  - https://trid.trb.org/view/1232411
ER  - 

TY  - ABST
AN  - 01461312
TI  - Travel Model Improvement Program Support
AB  - The purpose of this Intra-Agency Agreement (IAA) is for the Volpe Center to support the Travel Model Improvement Program (TMIP) activities related to webinars and its web site, travel forecasting and peer reviews and peer exchanges. The Federal Highway Administration (FHWA) TMIP relies heavily on webinars to promote good practices in travel demand modeling. The Volpe Center will provide technical support for its Knowledge Information Exchange webinar series. This will include support for two webinars per month. The Volpe Center will coordinate the administrative activities necessary to deliver and document each of these 24 Knowledge Information Exchange webinars.
KW  - Information dissemination
KW  - Information technology
KW  - Technical assistance
KW  - Technical support
KW  - Traffic forecasting
KW  - Travel demand
KW  - Travel Model Improvement Program
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1229531
ER  - 

TY  - RPRT
AN  - 01160556
AU  - Mogawer, Walaa S
AU  - Austerman, Alexander J
AU  - Daniel, Jo Sias
AU  - University of Massachusetts, Dartmouth
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Relating Hot Mix Asphalt Pavement Density to Performance
PY  - 2010/04/01/Final Report
SP  - 42p
AB  - The purpose of this study was to evaluate the effect of Hot Mix Asphalt (HMA) density on the overall mixture performance in terms of fatigue cracking and rutting. Two plant produced Superpave mixtures, a 9.5 mm and 12.5 mm, were fabricated to target density levels of 88%, 91%, 94% and 97% of the theoretical maximum specific gravity. These specimens were then used to evaluate the mixtures’ stiffness, fatigue cracking characteristics, and rutting potential. The impact of density on mixture stiffness was evaluated by measuring the complex dynamic modulus (E*) of each mixture at varying temperatures and frequencies in the Asphalt Mixture Performance Test (AMPT) device. Fatigue cracking evaluations were completed using the beam fatigue test and the Overlay Test (OT) fatigue cracking analysis based on fracture mechanics theory. Rutting evaluations were completed using the Asphalt Pavement Analyzer (APA) and the flow number test in the AMPT device. Additionally, the Mechanistic-Empirical Design Guide (MEPDG) distress prediction equations were used to predict the mixture performance as function of density by varying the master curve data inputs at each target density level while keeping the remaining inputs constant. The E* data showed that increasing the mixtures' density increased the measured E*. Beam fatigue testing provided inconclusive trends relating HMA density to fatigue cracking potential. The OT based fatigue cracking analysis showed that the number of equivalent single axle loads (ESALs) required to reach the fatigue cracking failure criteria of 50% area cracked increased as the mixture density increased for both mixtures tested. APA and flow number testing indicated that the rutting potential of the mixtures decreased as HMA density increased. The MEPDG Level 1 analysis results showed a fatigue cracking trend similar to the OT fatigue cracking analysis based on fracture mechanics theory. Finally, the MEPDG Level 1 analysis exhibited the same rutting trends as the laboratory testing derived trends.
KW  - Asphalt pavements
KW  - Density
KW  - Dynamic modulus of elasticity
KW  - Fatigue cracking
KW  - Hot mix asphalt
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement performance
KW  - Rutting
KW  - Superpave
UR  - http://www.netc.umassd.edu/netcr76_02-1.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr76_02-1.pdf
UR  - https://trid.trb.org/view/921350
ER  - 

TY  - RPRT
AN  - 01563891
AU  - Boodlal, L
AU  - Emery, J
AU  - Souleyrette, R
AU  - KLS Engineering
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - Crash Data Improvement Program Guide
PY  - 2010/04
SP  - 64p
AB  - The purpose of this Crash Data Improvement Program Guide (CDIP Guide) is to assist state crash database managers and other traffic safety professionals in identifying, defining and measuring the characteristics of the data quality within the state crash database. The quality characteristics consist of the timeliness, accuracy, completeness, consistency, integration and accessibility of the crash data. The CDIP Guide will assist States to establish baseline measures that reflect the current status of the quality characteristics and to conduct periodic updates to assess progress in improving crash data quality. The CDIP Guide uses examples of good practices to help illustrate the use of the quality measures. Most of the examples of good practices cited in the Guide are drawn from practices adopted by the states of Michigan, Iowa and Kentucky. All three states are among the leaders in developing, maintaining and managing crash databases that are capable of providing good quality crash data to users. Their ability to provide this quality data is in large part due to the constant vigilance with which they scrutinize the information (data) being provided to the database and the actions they take to maintain and improve the quality of their crash data.
KW  - Best practices
KW  - Crash data
KW  - Data quality
KW  - Databases
KW  - Iowa
KW  - Kentucky
KW  - Michigan
KW  - States
UR  - http://safety.fhwa.dot.gov/cdip/finalrpt04122010/finalrpt04122010.pdf
UR  - https://trid.trb.org/view/1354423
ER  - 

TY  - RPRT
AN  - 01544598
AU  - Byrne, Bernard
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Vermont Trip Generation Manual
PY  - 2010/04//Final Report
SP  - 90p
AB  - The Traffic Research Unit of the Vermont Agency of Transportation (VTrans) is charged with, among other duties, the review of Traffic Impact Studies for proposed developments in the State of Vermont. In reviewing studies for repeated developments in the same area, it has been noted that measures of current traffic do not necessarily show the anticipated level of traffic projected in previous Traffic Impact Studies. Therefore, the purpose of the research reported herein is to measure Trip Generation for the most widely proposed types of development in Vermont and relate it to some measures of the intensity of the particular land uses. The result of this research is this Vermont Trip Generation Manual, to be used in conjunction with the preparation and review of Traffic Impact Studies within the state. For the most part, the Institute of Transportation Engineers (ITE) Manual will overestimate Trip Generation outside Chittenden County, i.e., in rural and small urban areas. Exceptions should be made for LUC 820 (Shopping Centers), LUC 912 (Drive-up Bank) and LUC 881 (Pharmacy with Drive-up window). Within Chittenden County overestimation occurs, but not to the same extent as outside Chittenden County.
KW  - Chittenden County (Vermont)
KW  - Development
KW  - Impact studies
KW  - Land use
KW  - Traffic
KW  - Transportation planning
KW  - Trip generation
KW  - Vermont
UR  - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/VermontTripGenerationReportforweb.pdf
UR  - https://trid.trb.org/view/1331779
ER  - 

TY  - RPRT
AN  - 01535761
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - New Trends in Transportation and Land Use Scenario Planning: Five Case Studies of Regional and Local 
Scenario Planning Efforts
PY  - 2010/04
SP  - 48p
AB  - This report summarizes important findings from a literature review on scenario planning processes and a scan of stakeholders. It also presents case studies on innovative, ‘next generation’ scenario planning efforts. The project team defined next generation scenario planning efforts as those that seek to capture a broader range of issues and challenges than previously considered in transportation and land use scenario creation and analysis. The purpose of the report is to identify key issues and practices to provide direction for future scenario planning workshops. The Federal Highway Administration (FHWA) Office of Planning sponsors scenario planning workshops for staff of metropolitan planning organizations (MPOs), state Departments of Transportation (DOTs), and other transportation agencies. The workshops have been offered  around the country since 2004. FHWA now seeks to update the workshop agenda and workshop  content to highlight new best practices and show how scenario planning can address emerging challenges facing state DOTs, MPOs, and other transportation agencies. In support of this effort, the Volpe Center: (1) Conducted a brief literature review and scan of key stakeholders to identify recent trends in transportation planning (particularly long-range transportation planning) at transportation agencies, focusing on MPOs. Chapter 2 details the trends findings from this review and scan. The trends are grouped into three categories: regional development, risks, and reporting. (2) Conducted a literature review and scan of key stakeholders to identify recent scenario planning processes at transportation agencies, focusing on MPOs, which address the recent planning trends. (3) Documented through case studies innovative scenario planning efforts at five transportation agencies. The scan of trends and review of scenario planning practices conducted were not intended to be an exhaustive review. Rather, the scan and review sought to identify key issues and practices to provide direction for future workshops.
KW  - Best practices
KW  - Case studies
KW  - Land use planning
KW  - Literature reviews
KW  - Metropolitan planning organizations
KW  - Regional planning
KW  - Stakeholders
KW  - State departments of transportation
KW  - Transportation planning
KW  - Workshops
UR  - http://ntl.bts.gov/lib/51000/51700/51740/New_trends_ngscenplanrpt.pdf
UR  - https://trid.trb.org/view/1317673
ER  - 

TY  - RPRT
AN  - 01506806
AU  - Nadermann, Anna
AU  - Greimann, Lowell
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Instrumentation and Monitoring of Precast Bridge Approach Tied to an Integral Abutment Bridge in Bremer County
PY  - 2010/04//Final Report
SP  - 48p
AB  - Approach slab pavement at integral abutment (I-A) bridges are prone to settlement and cracking, which has been long recognized by the Iowa Department of Transportation (DOT). A commonly recommended solution is to integrally attach the approach slab to the bridge abutment. This study sought to supplement a previous project by instrumenting, monitoring, and analyzing the behavior of an approach slab tied to a integral abutment bridge. The primary objective of this investigation was to evaluate the performance of the approach slab. To satisfy the research needs, the project scope involved reviewing a similar previous study, implementing a health monitoring system on the approach slab, interpreting the data obtained during the evaluation, and conducting periodic visual inspections of the bridge and approach slab. Based on the information obtained from the testing, the following general conclusions were made: the integral connection between the approach slab and the bridge appears to function well with no observed distress at this location and no relative longitudinal movement measured between the two components; the measured strains in the approach slabs indicate a force exists at the expansion joint and should be taken into consideration when designing both the approach slab and the bridge and the observed responses generally followed an annual cyclic and/or short term cyclic pattern over time; the expansion joint at one side of the approach slab does not appear to be functioning as well as elsewhere; much larger frictional forces were observed in this study compared to the previous study.
KW  - Bridge approaches
KW  - Bridge decks
KW  - Instrumentation
KW  - Jointless bridges
KW  - Precast concrete
KW  - Structural health monitoring
UR  - http://lib.dr.iastate.edu/intrans_reports/27/
UR  - http://publications.iowa.gov/15995/1/IADOT_InTrans_SPR_0000-005_Bremer_County_integral_abut_precast_approach.pdf
UR  - https://trid.trb.org/view/1290197
ER  - 

TY  - RPRT
AN  - 01478209
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - 2009 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways
PY  - 2010/04
SP  - 294p
AB  - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2009. Of these 61 locations, 38 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 7 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a 'city street in Scottsbluff, and 1 on a city street in Holdrege. Most of our machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of our stations. Short-term manual vehicle classification data was collected during 2009 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24 and 48 hour machine counts and 8-hour manual counts to annual average daily traffic volumes. The tables and graphs on the following pages are a summarization of the more detailed data presented in this report.
KW  - Average daily traffic
KW  - Design standards
KW  - Nebraska
KW  - Safety programs
KW  - Traffic counts
KW  - Traffic volume
KW  - U.S. Federal Highway Administration
KW  - Vehicle classification
UR  - http://ntl.bts.gov/lib/34000/34400/34497/NES009-2009.pdf
UR  - https://trid.trb.org/view/1247228
ER  - 

TY  - RPRT
AN  - 01472525
AU  - Hastings, Aaron L
AU  - Rochat, Judith L
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Ground and pavement effects using FHWA's Traffic Noise Model 2.5
PY  - 2010/04//Final Report
SP  - 41p
AB  - The Volpe Center Acoustics Facility, in support of the Federal Highway Administration (FHWA) has been conducting a study to investigate the effects of using different ground types based on an improved understanding of the characteristics of the ground types defined in FHWA’s Traffic Noise Model (TNM) version 2.5. This study also investigates the effects of using specific pavement types, as opposed to Average pavement, when the pavement type is known.  The results of this study indicate that improvements in the correlation between predicted and measured results can be achieved by selecting the best ground type and pavement type for the model.
KW  - Ground
KW  - Pavements
KW  - Soils by properties
KW  - Sound absorption
KW  - Sound transmission
KW  - Traffic noise
KW  - Traffic Noise Model
UR  - http://www.fhwa.dot.gov/environment/noise/traffic_noise_model/model_validation/ground_and_pavement_effects/gpeffects.pdf
UR  - http://ntl.bts.gov/lib/46000/46400/46465/DOT-VNTSC-FHWA-10-01.pdf
UR  - https://trid.trb.org/view/1239154
ER  - 

TY  - RPRT
AN  - 01457965
AU  - Radlinski, Mateusz
AU  - Olek, Jan
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - High-Performance Concrete Bridge Decks: A Fast-Track Implementation Study, Volume 2: Materials
PY  - 2010/04//Final Report
SP  - 253p
AB  - The purpose of this research was to examine the applicability of ternary binder systems containing ordinary portland cement (OPC), class C fly ash (FA) and silica fume (SF) for bridge deck concrete. This was accomplished in two parts, the laboratory part and a field application part. During the laboratory studies, four ternary mixtures, each containing either 20% or 30% FA and either 5% or 7% SF were subjected to four different curing regimes (air drying, 7 days curing compound application and 3 or 7 days wet burlap curing). In general, all four ternary mixtures exhibited very good water and chloride solution transport-controlling properties (resistance to chloride-ion penetration, chloride diffusivity and rate of water absorption). However, it was concluded that in order to ensure adequate strength, good freezing and thawing resistance, satisfactory resistance to salt scaling, and adequate shrinkage cracking resistance the FA content should not exceed 20%, SF content should not exceed 5% (by total mass of binder) and paste content should be kept below 24% by volume of concrete. Further, wet burlap curing for a minimum of 3 days was required to achieve satisfactory performance and to obtain a reliable assessment of in-situ compressive strength (up to 28 days) using maturity method. The second part of this research examined the performance of ternary concrete containing 20% FA and 5% SF in the pilot high-performance concrete bridge deck constructed in northern Indiana. Using maturity method developed for the purpose of this study, it was determined that the unexpectedly high rapid chloride permeability (RCP) values of concrete placed late in the construction season were mostly attributed to low ambient temperature. Additional applications of the developed maturity method were also demonstrated. These include assessment of risk of scaling and reduction in time to corrosion initiation as a function of construction date, as well as estimation of long-term RCP values of concrete subjected to accelerated curing.
KW  - Binders
KW  - Bridge decks
KW  - Concrete bridges
KW  - Cracking
KW  - High performance concrete
KW  - Indiana
KW  - Portland cement
KW  - Shrinkage
KW  - Waste products
UR  - http://dx.doi.org/10.5703/1288284314307
UR  - https://trid.trb.org/view/1218778
ER  - 

TY  - RPRT
AN  - 01453718
AU  - Kim, Daehyeon
AU  - Shin, Younjin
AU  - Siddiki, Nayyar
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Geotechnical Design Based on CPT and PMT
PY  - 2010/04//Final Report
SP  - 95p
AB  - This research presents the correlation of undrained shear strength based on the cone resistance from the cone penetration test (CPT) for clayey soils in Indiana. It utilized the field cone penetration test program including the CPT, the index test, the one dimensional test and the triaxial test. The cone factor, which is essential to reliable estimation of undrained shear strength from cone resistance, has been evaluated considering the plasticity index of soils. The cone factor is influenced by the penetration rate during the CPT and test methods that are used for obtaining the undrained shear strength. The rate effect of the CPT has been examined to ensure undrained penetration, and the isotropic consolidated undrained compression test for shear strength assessment has been used to effectively reflect in-situ strength. Following the field cone penetration test program, clayey soils from 4 sites in Indiana have been investigated and cone factor ranges for over-consolidated clays are identified.  An equation is suggested for estimating the cone factor in geotechnical design.
KW  - Clay soils
KW  - Compression tests
KW  - Cone penetrometers
KW  - Geotechnical engineering
KW  - Indiana
KW  - Pressure gages
KW  - Undrained shear strength
UR  - http://dx.doi.org/10.5703/1288284314264
UR  - https://trid.trb.org/view/1218730
ER  - 

TY  - RPRT
AN  - 01453704
AU  - Kim, Hobi
AU  - Prezzi, Monica
AU  - Salgado, Rodrigo
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Use of Dynamic Cone Penetration and Clegg Hammer Tests for Quality Control of Roadway Compaction and Construction
PY  - 2010/04//Final Report
SP  - 275p
AB  - Soil compaction quality control presently relies on the determination of the in-place compacted dry unit weight, which is then compared with the maximum dry unit weight obtained from a laboratory compaction test. The Indiana Department of Transportation (INDOT) requires that the in-place dry unit weight for compacted soil be over 95% of the laboratory maximum dry unit weight. In order to determine the in-place dry unit weight, INDOT engineers generally use nuclear gauges, which are hazardous and also costly because of the required safety precautions. Thus, several alternative tests such as the Dynamic Cone Penetration Test (DCPT) and the Clegg Hammer Test (CHT) were introduced as testing tools for soil compaction quality control. However, no reliable correlations are available in the literature to employ these tests for soil compaction quality control. The main objectives of this research were to evaluate the use of the DCPT and the CHT results to develop criteria for soil compaction quality control. A number of DCPTs and CHTs was performed on Indiana road sites, in a test pit, and in the soil test chamber at Purdue University. Since soil compaction varies from place to place, a statistical approach was applied to account for the compaction variability in the development of the criteria for soil compaction quality control.  Based on the DCP tests performed on several INDOT road sites, as well as in the test pit at Purdue University, and the requirement that the in-place dry unit weight of the fill material be over 95% of the laboratory maximum dry unit weight, minimum required DCP blow counts (NDCP)req were proposed for soils belonging to three groups of the AASHTO (American Association of State Highway and Transportation Officials) soil classification system.  For the DCPT, the minimum required blow count for 0-to-12 inch penetration, (NDCP)|0~12” associated with an RC of 95% for A-3 soil varied from 7 to 10; it is a function of the coefficient of uniformity. For A-1 soil and A-2 soils except those containing gravel, the (NDCP)|0~12” was a function of the optimum moisture content. For silty clays, the minimum required blow counts, (NDCP)|0~6” and (NDCP)|6~12” were a function of the plasticity index and the soil percentage passing the #40 sieve. Since the relationship of Clegg Impact Value (CIV) with relative compaction exhibited considerable variability, no criterion for CHT was proposed.  Dynamic analyses hold promise in forming the basis for interpretation of the DCPT and CHT results since predictions of the penetration process (DCPT) and accelerations (CHT) for sand under controlled conditions were very reasonable.
KW  - Clegg impact hammer
KW  - Compacted soils
KW  - Compaction
KW  - Cone penetrometers
KW  - Indiana
KW  - Quality control
KW  - Soil compaction
UR  - http://dx.doi.org/10.5703/1288284314246
UR  - https://trid.trb.org/view/1218712
ER  - 

TY  - RPRT
AN  - 01453692
AU  - DeWoody, J Andrew
AU  - Nogle, Jamie M
AU  - Hoover, Melissa
AU  - Dunning, Barny
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring and Predicting Traffic Induced Vertebrate Mortality Near Wetlands
PY  - 2010/04
SP  - 121p
AB  - Animal-vehicle collisions are undesirable to the general public, to drivers, to insurance providers, to biologists, and presumably to the animals themselves. However, traffic-induced mortality ("roadkill") is difficult to mitigate in large part because scientists lack the empirical data required to understand the patterns and processes associated with roadkill. Roadkill is not randomly distributed in space or in time, but what are the primary determinants of roadkill? And do they differ across organismal groups? The authors monitored vertebrate roadkill at 6 wetland and 6 upland sites in Indiana twice a week for a period of 20 months to determine whether roadkill occurs predominantly near one habitat compared to the other. They documented 14,439 vertebrate carcasses that were mostly distributed near wetlands. A significant fraction of the roadkill was not identifiable based on morphology alone, so the authors used DNA barcoding as a key element of species assignment. A large proportion of the carcasses (88%) were amphibians, a taxonomic group that has declined precipitously in recent years. Overall, these roadkill data were used along with road and habitat characteristics to develop analytical models that, in the absence of field monitoring, should be useful for predicting sites where roadkill is expected to be substantial. In the case of future highway construction, the models have the potential to help reduce the overall levels of roadkill, and that has the added benefit of translating into fewer human injuries and monetary losses caused by human-wildlife collisions.
KW  - Animal vehicle collisions
KW  - Crashes
KW  - Habitat (Ecology)
KW  - Indiana
KW  - Roadside fauna
KW  - Vertebrates
KW  - Wetlands
UR  - http://dx.doi.org/10.5703/1288284314256
UR  - https://trid.trb.org/view/1218722
ER  - 

TY  - RPRT
AN  - 01444572
AU  - Ahearn, Emily B
AU  - Puckett, Jay A
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Reduction of Wind-Induced Vibrations in High-Mast Light Poles
PY  - 2010/04//Final Report
SP  - 121p
AB  - High-mast light poles are frequently used in areas where widespread illumination is required, such as along interstates and at major highway interchanges.  The structures' heights are large relative to their cross-sectional dimensions, and, consequently, they are flexible and sensitive to wind loading.  A number of failures of high-mast structures have occurred due to fatigue cracking.  These failures have been linked to buffeting and vortex shedding loads.  The primary study objective is to characterize the dynamic effects of wind-induced vibrations on high-mast structures in Laramie, Wyoming, and to propose several retrofits that increase the aerodynamic damping, thereby reducing vibrations.  A 120-ft tall high-mast pole was monitored to determine its dynamic characteristics.  The pole was then retrofitted with helical strakes, ribbon dampers, a perforated shroud, and surface roughness, and the difference in the dynamic response of the retrofitted and unretrofitted pole under similar wind conditions was examined.  The perforated shroud covering approximately 13% of the pole prevented lock-in under the wind conditions tested.  A second pole was monitored and exhibited a drastically different response.  It was observed that traffic vibrations exciting the pole at higher frequencies prevented lock-in from occurring.  This phenomenon has not previously been observed as reported in the literature.
KW  - Buffeting
KW  - Damping (Physics)
KW  - Fatigue cracking
KW  - High mast lighting
KW  - Poles (Supports)
KW  - Retrofitting
KW  - Traffic
KW  - Vibration
KW  - Vortex shedding
KW  - Wind
KW  - Wyoming
UR  - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/WYDOT%20-%20High-Mast%20Report%20-%205-27-10.pdf
UR  - http://ntl.bts.gov/lib/44000/44300/44324/WYDOT_-_High-Mast_Report_-_5-27-10.pdf
UR  - https://trid.trb.org/view/1212123
ER  - 

TY  - ABST
AN  - 01382396
AU  - United States. Federal Highway Administration (FHWA). Federal Transit Administration
AU  - United States. Federal Highway Administration (FHWA). Federal Transit Administration
TI  - Reducing congestion & funding transportation using road pricing: international scan
PY  - 2010/04
SP  - 17p
AB  - The purpose of the international scan was to identify new ideas and practical, workable models for integrating road pricing approaches into state, local, and regional policies, programs, and practices.  The findings are intended to inform the U.S. road pricing research agenda and identify best practices from international experience that will assist U.S. practitioners.  The scan team visited with representatives from Sweden, the United Kingdom, Singapore, Germany, the Czech Republic, and the Netherlands in December 2009.
KW  - Czech Republic
KW  - Germany
KW  - Highway traffic control
KW  - International comparison
KW  - International comparison
KW  - Netherlands
KW  - Policy
KW  - Policy
KW  - Road pricing
KW  - Road pricing
KW  - Singapore
KW  - Sweden
KW  - Traffic management
KW  - United Kingdom
UR  - http://international.fhwa.dot.gov/pubs/roadpricing/roadpricing.pdf
UR  - https://trid.trb.org/view/1150317
ER  - 

TY  - RPRT
AN  - 01358532
AU  - Fitch, Jennifer
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Pavement Life and Annualized Cost Study, Statewide
PY  - 2010/04//Interim Report
SP  - 57p
AB  - In 1992, the Vermont Agency of Transportation engaged in a statewide study to document the equivalent study life and cost effectiveness of the pavement treatments including level and overlays, cold plane and overlay, cold recycled pavements and full depth reclamation. This was accomplished by establishing pavement studies to characterize the current condition of the various treatments prior to and following construction on an annual basis in terms of cracking and rutting. Following extensive analytical analysis, including an examination of data variability and potential explanatory variables, performance curves were developed. A total of 298 test sites from 92 projects were incorporated into the analysis. Overall, fatigue cracking was found to be the most significant form of cracking accounting for approximately 31% of overall cracking 10 years following construction. Modeled equivalent study lives in terms of total, fatigue and transverse cracking were found to be 6.5 to 8.7 years for level and overlay projects, 7.6 to 8.8 years for cold plane and overlay projects, 12.7 to 25.8 years for cold recycled treatments, and 11.2 to 16.5 for full depth reclamation projects. The Vermont Agency of Transportation will continue to monitor these roadway segments until such time when predicted equivalent study lives of each treatment can be verified by field measurements. In addition, an equivalent study life cost analysis will be performed to calculate average life cycle costs. The final report will include subsequent recommendations for the most cost effective treatment for optimum performance with respect to existing conditions on specific highway segments.
KW  - Cold in-place recycling
KW  - Cost effectiveness
KW  - Fatigue cracking
KW  - Full-depth reclamation
KW  - Life cycle costing
KW  - Overlays (Pavements)
KW  - Pavement cracking
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Rutting
KW  - Service life
KW  - Transverse cracking
KW  - Vermont
UR  - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/PavementLifeReportsemifinal421.pdf
UR  - https://trid.trb.org/view/1124025
ER  - 

TY  - RPRT
AN  - 01352917
AU  - Hodge, Daniel
AU  - Bekka, Khalid
AU  - Lee, Jon
AU  - Abedrabbo, Johnny
AU  - Parkins, Geoff
AU  - Kramer, Fred
AU  - HDR/HLB Decision Economics Incorporated
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Impact of Canadian Economic Development on Northern Montana Highways
PY  - 2010/04//Final Report
SP  - 273p
AB  - Recent economic development in the Canadian provinces of Alberta and Saskatchewan is generating changes in commercial traffic across border crossings into Montana and along associated north-south highway corridors.  Most notably, oil and gas exploration, generation and refinement in Canada tend to lead to a wide mix of auto, truck, and pipeline activity across the Montana-Canada border.  This report covers Phase I of a potential two-phase study where Phase I is an assessment of current and future economic conditions and an estimate of related commercial vehicle traffic growth with and without expanded port operations.  Phase II, if warranted, would identify highway impacts of the future traffic and necessary improvements along the highway corridors leading to the ports.  This research study focused on examining current and future economic conditions to estimate future commercial traffic growth at the border crossings and connecting north-south highways in Montana.  In addition, the research assessed the impacts of expanding port of entry operating hours and estimates induced and re-distributed traffic volumes.  Key elements of the study included:  1) literature review of regional economic and transportation studies, and similar border crossing analyses; 2) assessment of current traffic and infrastructure conditions, and border crossing policies and security; 3) evaluation of existing economic conditions and projections of future industry growth; and 4) forecasts of future traffic volumes at Montana border crossings and connecting highways.  The research employed a risk analysis to account for future uncertainties in key driving factors and industry growth trends, thus producing a range of likely future traffic volumes by facility.  The study findings indicate that historical border crossing traffic volumes vary significantly depending on factors such as oil prices, and the value of the Canadian dollar.  Further, traffic volumes, other than at Sweet Grass, are relatively low and well-below capacity.  The current economic recession and expected gradual recovery means flat to modest growth in the near-term.  There is some potential for stronger long-term traffic growth due to anticipated expansion in the energy industries and the potential for expanded port operations.
KW  - Alberta
KW  - Border crossings
KW  - Border regions
KW  - Canada
KW  - Commercial vehicle operations
KW  - Economic conditions
KW  - Economic development
KW  - Evaluation and assessment
KW  - Forecasting
KW  - Highway corridors
KW  - Impacts
KW  - Infrastructure
KW  - International trade
KW  - Literature reviews
KW  - Montana
KW  - Saskatchewan
KW  - Security
KW  - Traffic growth
KW  - Traffic volume
KW  - United States-Canada Border
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/canada_impact_nhwy/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/mcs/canada_impact_nhwy.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45854/final_report76.pdf
UR  - https://trid.trb.org/view/1117498
ER  - 

TY  - RPRT
AN  - 01341253
AU  - Bhoem, Kurtis M
AU  - Barnes, Robert W
AU  - Schindler, Anton K
AU  - Auburn University
AU  - Alabama Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Self-Consolidating Concrete in Prestressed Girders
PY  - 2010/04//Technical Report
SP  - 213p
AB  - A structural investigation of self-consolidating concrete (SCC) in AASHTO Type I precast, prestressed girders was performed. Six test girders were subjected to transfer length and flexural testing. Three separate concrete mixtures, two girders per mixture, were used to construct these specimens. A moderate-strength, conventional-slump concrete mixture, similar to the concrete used in typical ALDOT girders was evaluated versus moderate-strength SCC and high-strength SCC. No significant difference in transfer bond behavior was found between the full-scale SCC girders and the conventional concrete girders. High-strength SCC girders had shorter transfer lengths than moderate-strength (SCC and conventional) girders. After normalization to account for the difference in prestress magnitude and concrete strength, there was no discernible difference in the magnitude of the transfer lengths between the concrete types. After a composite, cast-in-place concrete deck was added to each girder, flexural testing was performed near each girder end, resulting in two flexural tests per girder. Embedment lengths were varied for each test in order to bracket the AASHTO strand development length. Results indicated that the use of SCC had no adverse effects on the overall flexural performance, and the flexural bond lengths were conservatively predicted by the relevant ACI and AASHTO expressions. Similarly, the SCC girders exhibited comparable service-level performance to the conventional girders. Based on the work performed in this study SCC should perform well in prestressed concrete girder applications.
KW  - Flexural strength
KW  - Girders
KW  - Prestressed concrete
KW  - Self compacting concrete
KW  - Transfer lengths
UR  - http://ntl.bts.gov/lib/37000/37900/37997/ALDOT_930-602_FINAL_REPORT.pdf
UR  - https://trid.trb.org/view/1103168
ER  - 

TY  - RPRT
AN  - 01334235
AU  - Briglia, Peter M
AU  - Fishkin, Emily
AU  - Hallenbeck, Mark E
AU  - Wu, Yao-Jan
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - An Analysis of the Puget Sound In-Vehicle Traffic Map Demonstration
PY  - 2010/04//Research Report
SP  - 186p
AB  - The purposes of this project were to gain a better understanding of the benefits of providing in-vehicle congestion information and to determine whether any detectable congestion level changes resulted from providing this information. The project tested an in-vehicle traffic map device (TrafficGauge) using 2,215 participants from the Puget Sound region. Three rounds of surveys (Entry, Daily and Exit) took place between November 2007 and May 2008 in which participants used the TrafficGauge for six months. The project also analyzed a roadway corridor to determine, in instances of unusual freeway congestion, how traveler’s behavior affects congestion on alternative roadways. The analysis looked for correlations between the performance of the study corridor’s three freeways and four arterials using conditional probability tables. Most of the survey participants were young to middle-age males, well educated with middle or high incomes. The entry survey demographic data indicated that the participants were not representative of the general population but they were probably representative of those most likely to seek and pay for traveler information, particularly information delivered by an in-vehicle congestion map device. On half the occasions when participants reported changing routines in the daily surveys, they reported not receiving any benefits. For the entire study, 25 percent of participants reported not benefiting at all from the device. Participants who changed routines saved time a mean number of 1.6 times. The mean amount of time saved on those instances was a little over 30 minutes. Thirty-two percent of participants indicated that they did not save any time by using the device. Over 59 percent of the participants indicated that the information provided by the device reduced their level of stress. The study participants could be divided into three groups. One (about 20 percent) thought highly of the device, were confident that it had saved them considerable time and stress, and would purchase the device. Another (between 21 percent and 26 percent) saw little value in either the device or the information that it conveyed and would not purchase the device. The third, and largest, group saw value in the device and occasionally benefited from the information it provided. They did not, however, think that these benefits warranted purchasing the device. The corridor analysis indicated that even without arterial performance information, some travelers seek alternative routes when the freeway becomes congested. The corridor analysis confirmed that many travelers diverted either on the basis of what they see on the roadway or what they get from en-route traffic information sources. Even the modest levels of diversion observed in this study increased arterial congestion, especially near freeway ramps. This visible arterial congestion near the freeway discouraged diversion. Consequently, providing arterial performance information on the entire arterial via in-vehicle devices is likely to increase initial diversion, thereby degrading arterial performance. Roadway agencies will, therefore, need to make traffic management of the ramps and arterial segments that connect the alternate routes a priority.
KW  - Arterial highways
KW  - Demonstration projects
KW  - Driver information systems
KW  - Freeways
KW  - Highway traffic control
KW  - In-vehicle devices
KW  - Puget Sound Region
KW  - Stress (Psychology)
KW  - Surveys
KW  - Time savings
KW  - Traffic congestion
KW  - Traffic diversion
KW  - Travel behavior
KW  - Travelers
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/737.1.pdf
UR  - https://trid.trb.org/view/1097583
ER  - 

TY  - RPRT
AN  - 01329756
AU  - Worth, Phill
AU  - Bauer, Jocelyn
AU  - Grant, Michael
AU  - Josselyn, Jessica
AU  - Plaskon, Terence
AU  - Candia-Martinez, Mario
AU  - Chandler, Brian
AU  - Smith, Michael C
AU  - Wemple, Beth
AU  - Wallis, Elizabeth
AU  - Chavis, Anna
AU  - Rue, Harrison
AU  - Science Applications International Corporation
AU  - Kittelson and Associates, Incorporated
AU  - ICF International
AU  - Federal Highway Administration
TI  - Advancing Metropolitan Planning for Operations: The Building Blocks of a
Model Transportation Plan Incorporating Operations - A Desk Reference
PY  - 2010/04
SP  - 162p
AB  - This publication is a resource designed to enable transportation planners and their planning partners to build a transportation plan that includes operations objectives, performance measures, and strategies that are relevant to their region, that reflect the community’s values and constraints, and that move the region in a direction of improved mobility and safety. It offers practitioners a menu of options for incorporating operations into their plans through an organized collection of sample operations objectives and performance measures. It also features excerpts from a model metropolitan transportation plan, illustrating the results of an objectives-driven, performance-based approach to planning for operations.
KW  - Metropolitan areas
KW  - Performance measurement
KW  - Regional planning
KW  - Strategic planning
KW  - Transportation operations
KW  - Transportation planning
UR  - http://ops.fhwa.dot.gov/publications/fhwahop10027/fhwahop10027.pdf
UR  - https://trid.trb.org/view/1090889
ER  - 

TY  - RPRT
AN  - 01328113
AU  - Vasconez, Kimberly C
AU  - Kehrli, Mark
AU  - Federal Highway Administration
TI  - Highway Evacuations in Selected Metropolitan Areas: Assessment of Impediments
PY  - 2010/04//Technical Report
SP  - 108p
AB  - Almost 5 years after hurricanes Katrina and Rita battered Louisiana and Texas, respectively, public officials remain focused on the Nation’s ability to safely evacuate large numbers of people. As a part of the Fiscal Year 2010 U.S. Department of Transportation (DOT) appropriations (Public Law 111-117), the U.S. Congress requested the DOT, in cooperation with the Department of Homeland Security (DHS), to: (1) assess mass evacuation plans for the country’s high-threat, high-density areas and identify and prioritize deficiencies on those routes that could impede evacuations and (2) conduct an analysis of how national highway system (NHS) projects under construction west of the National Capital Region (NCR) could increase the NCR’s evacuation capacity and provide a detailed plan to accelerate such projects. The following information addresses both assessments and involves a broad view of what local authorities in 26 metropolitan areas view as the greatest impediments of their NHS routes in supporting a mass evacuation within their region, as well as a section dedicated to assessing construction and options for accelerating work along NHS routes west of the NCR that would facilitate the movement of NCR evacuees from danger as necessary. The Federal Highway Administration (FHWA) led the multiagency effort to gather and consolidate information. The planning, interview and review teams included representatives of various FHWA offices, the Office of the Secretary of Transportation, the DHS Office of Infrastructure Protection, and the Federal Emergency Management Agency (FEMA) offices of Response and of the National Capital Region Coordination (NCRC).
KW  - Communications
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Evaluation
KW  - Highway capacity
KW  - Highway traffic control
KW  - Highway travel
KW  - Metropolitan areas
KW  - Transportation planning
KW  - United States
KW  - Washington Metropolitan Area
UR  - http://www.ops.fhwa.dot.gov/eto_tim_pse/reports/2010_cong_evac_study/fhwahop10059.pdf
UR  - https://trid.trb.org/view/1086327
ER  - 

TY  - RPRT
AN  - 01321152
AU  - Vasconez, Kimberly C
AU  - Kehrli, M
AU  - Federal Highway Administration
TI  - Highway Evacuations in Selected Metropolitan Regions: Assessment of Impediments
PY  - 2010/04
SP  - 108p
AB  - Almost 5 years after hurricanes Katrina and Rita battered Louisiana and Texas, respectively, public officials remain focused on the Nation's ability to safely evacuate large numbers of people. As a part of the Fiscal Year 2010 U.S. Department of Transportation (DOT) appropriations (Public Law 111-117), the U.S. Congress requested the DOT, in cooperation with the Department of Homeland Security (DHS), to: (1) assess mass evacuation plans for the countrys high-threat, high-density areas and identify and prioritize deficiencies on those routes that could impede evacuations and (2) conduct an analysis of how national highway system (NHS) projects under construction west of the National Capital Region (NCR) could increase the NCR's evacuation capacity and provide a detailed plan to accelerate such projects. The following information addresses both assessments and involves a broad view of what local authorities in 26 metropolitan areas view as the greatest impediments of their NHS routes in supporting a mass evacuation within their region, as well as a section dedicated to assessing construction and options for accelerating work along NHS routes west of the NCR that would facilitate the movement of NCR evacuees from danger as necessary
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Hazards and emergency operations
KW  - Hurricanes
KW  - Traffic control
KW  - Transportation planning
UR  - http://ops.fhwa.dot.gov/eto_tim_pse/reports/2010_cong_evac_study/fhwahop10059.pdf
UR  - https://trid.trb.org/view/1075666
ER  - 

TY  - RPRT
AN  - 01219909
AU  - Burkheimer, Dennis
AU  - Jackson, Tim
AU  - Thompson, Gregory
AU  - Thompson, Todd
AU  - Thompson Engineering Company
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Interface Specifications for Mobile Data Platforms on DOT Vehicles: Final Report
PY  - 2010/04//Final Report
SP  - 43p
AB  - AVL/GPS/Sensor Data Collection Systems are typically deployed within transportation maintenance fleets. All too often, highway maintenance engineers invest resources into automatic vehicle location (AVL) and global positioning systems (GPS) along with several types of sensors, only to find that the systems are proprietary and that it is difficult to incorporate new technology. Developing a set of standards to develop interoperable components becomes essential. This Clear Roads project developed a set of generic specifications and proposes an implementation plan to standardize them at the national level. The specification designates a standard modem/GPS unit that employs cellular and Wi-Fi communications to transmit to a web based server. In-vehicle, the modem/GPS unit connects to the engine bus of each transportation vehicle using the SAE J1939 interface. All onboard sensors are connected to the engine bus and the modem/GPS unit listens for sensor data. It is remotely programmed to collect and transmit the desired information for each unique user community to a transportation database. The implementation plan is built upon petitioning a standard granting organization such as SAE or IEEE through the use of a national sponsor such as APWA or FHWA with the Clear Roads proposed specification. By adopting a standard interface, vendors can remain competitive, offer unique services, yet provide a wide range of interoperable products for the transportation industry.
KW  - Automatic vehicle location
KW  - Data collection
KW  - Global Positioning System
KW  - Highway maintenance
KW  - IEEE 802.11 (Standard)
KW  - Interoperability
KW  - SAE J1939
KW  - Sensors
KW  - Specifications
KW  - Standardization
KW  - Winter maintenance
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/09-09mobiledataplatforms-f.pdf
UR  - http://www.clearroads.org/research-projects/downloads/09-09mobiledataplatforms-final-report.pdf
UR  - https://trid.trb.org/view/976095
ER  - 

TY  - RPRT
AN  - 01173902
AU  - Council, Forrest M
AU  - Reurings, Martine
AU  - Srinivasan, Raghavan
AU  - Masten, Scott
AU  - Carter, Daniel
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Development of a Speeding-Related Crash Typology
PY  - 2010/04//Final Task Report
SP  - 112p
AB  - Speeding, the driver behavior of exceeding the posted speed limit or driving too fast for conditions, has consistently been estimated to be a contributing factor to a significant percentage of fatal and nonfatal crashes. The U.S. Department of Transportation has instituted the Speed Management Strategic Initiative to seek more effective ways to manage the crash-related effects of speeding. In support of this initiative, this study conducted a detailed examination of recent crash data through the development of a speeding-related (SR) crash typology to help define the crash, vehicle, and driver characteristics that appear to result in a higher probability of SR crashes. Thus, the goal is to determine variables associated with SR crashes—such as what, where, when, and who—in order to provide guidance to the future development of new treatments and to more effectively target new and existing treatments. Recent Fatality Analysis Reporting System (FARS) and National Automotive Sampling System General Estimates System (NASS GES) data were used to answer these questions. Because these national databases only allow the use of a definition of SR that combines both exceeding the speed limit and too fast for conditions, two State databases (North Carolina and Ohio) were used to determine if different findings resulted from using the combined definition versus the exceeding the speed limit definition. Two analysis methodologies were used: (1) single-variable table analysis and (2) classification and regression tree (CART). In the first, for a series of both crash-related and vehicle/driver-related variables (e.g., crash type and age of driver), individual codes within each variable were examined to determine which showed an overrepresentation of SR crashes or SR vehicles/drivers (e.g., rear-end crashes for 16–19-year-old drivers). The second method involved CART analyses which automatically define which factors/variables are the most critical with regard to SR crashes or drivers and which combinations of variables/codes are the most important. Similar single-variable and CART analyses were also conducted for five high-priority subsets of the data (e.g., pedestrian crashes and intersection crashes). As might be expected, the results differed between fatal and total crashes, national and State, and among States. Few differences were seen in the results based on the two definitions. The single-variable table results were consistent with two earlier studies in indicating higher SR percentages in single-vehicle crashes, rural crashes, crashes on curves, nighttime crashes, motorcycle crashes, as well as crashes involving young drivers, male drivers, drivers not using restraints, and drivers under the influence of alcohol. No consistent pattern of speeding was seen in either pedestrian or bicycle crashes or in work zone crashes. The CART results from the different databases were less consistent and more difficult to interpret. The crash-based results consistently identified single-vehicle crashes during adverse weather as a high-priority subgroup. The vehicle-based findings indicated almost no consistency across databases, with young male showing up more than other descriptors.
KW  - Crash characteristics
KW  - Crash data
KW  - Crash types
KW  - Highway safety
KW  - Speed control
KW  - Speeding
KW  - Traffic crashes
UR  - http://www.fhwa.dot.gov/publications/research/safety/10024/10024.pdf
UR  - http://ntl.bts.gov/lib/35000/35100/35154/FHWA-HRT-10-024.pdf
UR  - https://trid.trb.org/view/934328
ER  - 

TY  - RPRT
AN  - 01173834
AU  - Carlson, Paul
AU  - Park, Eun-Sug
AU  - Andersen, Carl
AU  - Kuhn, Beverly
AU  - Pike, Adam
AU  - Miles, Jeffrey
AU  - Brydia, Robert
AU  - Ealding, Wendy
AU  - Porter, R J
AU  - Texas Transportation Institute
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Pavement Marking Demonstration Project: State of Alaska and State of Tennessee—Report to Congress
PY  - 2010/04//Final Report
SP  - 118p
AB  - Under Public Law 109-59, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the Secretary of the U.S. Department of Transportation was directed to conduct a demonstration project in Alaska and Tennessee to study the safety impacts, environmental impacts, and cost effectiveness of different pavement marking systems and the effect of State bidding and procurement processes on the quality of pavement marking material employed in highway projects. This report outlines the development of the demonstration projects and the research findings to date. Preliminary findings indicate that States are pursuing alternative procurement strategies to provide high-quality durable markings in a cost-effective manner, often as part of their Strategic Highway Safety Plans, while industry has responded to requirements for more environmentally benign materials. A multistate retrospective analysis suggests that the use of 6-inch edge lines does result in a reduction in several crash types on rural two-lane two-way roads, as compared to 4-inch edge lines. As of the date of this report, pavement markings installed as part of the demonstration project in Tennessee have not yet degraded to the point where comparisons of the cost effectiveness of alternative pavement markings can be made.
KW  - Alaska
KW  - Cost effectiveness
KW  - Environmental impacts
KW  - Highway safety
KW  - Procurement
KW  - Quality control
KW  - Road marking materials
KW  - Tennessee
UR  - http://www.fhwa.dot.gov/publications/research/safety/09039/09039.pdf
UR  - https://trid.trb.org/view/934327
ER  - 

TY  - SER
AN  - 01164280
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Hajbabaie, Ali
AU  - Benekohal, Rahim F
AU  - Medina, Juan C
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Performance of Solar Powered Flashing Beacons at Room Temperature Conditions
PY  - 2010/04//Research Report
SP  - 40p
AB  - This report presents the results of five tests on JSF flashing beacons and the results of 10 tests on Carmanah flashing beacons under room temperature conditions. Each test determined the time each module flashed in the Manual on Uniform Traffic Control Devices (MUTCD) flashing pattern, the battery voltage over time, and the outputted light intensity over time. The results of the tests showed that for JSF flashing beacons, the voltage drops gradually over time. The red color of JSF flashed in the MUTCD flashing pattern for at least 24 days. The yellow color of JSF beacon flashed in the MUTCD flashing rate for at least 16 days. For both colors of JSF beacons, the outputted light intensity remained at an almost constant level over time at 22-27 foot-candles for the red color and 25-30 foot-candles for the yellow color. In the fall months, the JSF flashing beacons needed around three days to get fully charged. The six uninterrupted tests conducted on Carmanah modules proved the company’s claim that both modules would flash in the MUTCD flashing pattern for one day and then switch to the power saving mode if they do not receive any charge from the solar panel. On the other hand, the results of the four interrupted tests revealed that the red color of Carmanah beacon can flash in the MUTCD flashing pattern for 11.5 to 12.5 days. The yellow color of Carmanah can flash in the MUTCD pattern for 8.6 to 10.1 days. The Carmanah modules produced a high light intensity of approximately 100 ft-candle for red and 160 ftcandle for yellow at the beginning of the discharge period, but the intensity for the red module decreased to 20 ft-candle in 8 to 10 days and to 40 ft-candle for yellow in six to eight days. In the fall, Carmanah flashing beacons need around six days to become fully charged.
KW  - Charge time
KW  - Color
KW  - Evaluation
KW  - Flashing beacons
KW  - Luminous intensity
KW  - Performance
KW  - Solar collectors
KW  - Temperature
UR  - http://hdl.handle.net/2142/45890
UR  - https://trid.trb.org/view/923780
ER  - 

TY  - SER
AN  - 01164240
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Slattery, Dianne K
AU  - Slattery, Kerry T
AU  - Southern Illinois University, Edwardsville
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of 3-D Laser Scanning for Construction Application
PY  - 2010/04//Research Report
SP  - 97p
AB  - The objective of the project was to evaluate cost-effective means to implement laser scanning technology in the construction phase of IDOT projects. The primary goal was to study the use of a laser scanner for evaluating pay quantities for earthwork operations. The feasibility of using a scanner for other applications such as monitoring settlement due to pile driving, providing initial survey data for design, evaluating gravel and pavement thickness, assessing pavement roughness, surveying damaged bridges, and documenting archaeological investigations was also evaluated. Laser scans of ongoing construction projects were performed, and the workflow for operation of the scanner in the field was developed and documented. Software was developed using Visual Basic 2005 to process the data and to compare scanner data to a conventional survey. The research showed that laser scanning technology is a feasible means to measure earthwork quantities for payment in highway construction projects. Used in conjunction with traditional surveying techniques and equipment to establish horizontal and vertical control, the laser scanner can quickly map the terrain and provide data for earthwork quantity calculations.
KW  - 3-D laser scanning
KW  - Construction management
KW  - Earthwork
KW  - Evaluation
KW  - Feasibility analysis
KW  - Illinois
KW  - Road construction
UR  - http://hdl.handle.net/2142/45889
UR  - https://trid.trb.org/view/923692
ER  - 

TY  - RPRT
AN  - 01163054
AU  - Brown, Stephen B
AU  - Rock, Stephen J
AU  - Puffer, Raymond H
AU  - Brown Coach, Incorporated
AU  - Rensselaer Polytechnic Institute
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Demonstration of Diesel Fired Coolant Heaters in School Bus Applications
PY  - 2010/04//Final Report
SP  - 50p
AB  - Engine block pre-heating can reduce fuel consumption, decrease pollution, extend engine life, and it is often necessary for reliably starting diesel engines in cold climates. This report describes the application and experience of applying 36 diesel fired coolant heaters in a demonstration school bus fleet. This demonstration was conducted at Brown Coach facilities in Amsterdam, New York and Scotia, New York. Benefits beyond those obtainable when using more traditional immersion electric block heating were experienced, including: Pre-heating to near full operating temperature without need for engine idling; Inter-run cabin auxiliary heating to facilitate anti-idling; and Supplemental heat during the drive cycle for better engine efficiency, reduced emissions, and increased passenger comfort.
KW  - Air quality management
KW  - Auxiliary power units
KW  - Cylinder blocks
KW  - Demonstration projects
KW  - Diesel engines
KW  - Diesel fired coolant heaters
KW  - Engine efficiency
KW  - Engine idling
KW  - Exhaust gases
KW  - Heating
KW  - Passenger comfort
KW  - Preheating
KW  - School buses
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/NYSERDA%20Agreement%209818%20DFCH%20Final%20Report.pdf
UR  - https://trid.trb.org/view/923566
ER  - 

TY  - RPRT
AN  - 01163051
AU  - Sheckler, Ross D
AU  - iCone Products LLC
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Prototyping and Testing of a Fully Autonomous Road Construction Beacon, the iCone®
PY  - 2010/04//Final Report
SP  - 44p
AB  - A revolutionary portable traffic monitoring device is developed, extensively prototyped and thoroughly tested throughout the State of New York as well as several other states. The resulting device, trademarked as the iCone®, simplifies the process of traffic monitoring to the point where the entire process of data collection, transmission, and distribution is executed at the flip of a single switch. The iterative prototyping and testing process is centered around a public/private partnership including iCone Products LLC (iPL), the Calmar companies, the Federal Highway Administration (FHWA), the New York State Energy Research and Development Authority (NYSERDA), and the New York State Department of Transportation (NYSDOT) and eventually involves departments of transportation from several states and expands to include participation from law enforcement, contractors, and private sector traffic information services. The highly inclusive nature of the test program led to a solution that addresses needs in traffic information, construction management, and law enforcement. The overall program has launched a new corporation and a new product that is in regular use in six states.
KW  - Intelligent transportation systems
KW  - Prototype tests
KW  - Traffic law enforcement
KW  - Traffic surveillance
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-05-05%20iCone_Final%20Report_April%202010.pdf
UR  - https://trid.trb.org/view/923581
ER  - 

TY  - RPRT
AN  - 01162437
AU  - Federal Highway Administration
TI  - Pelissippi Parkway extension (SR 162) from SR 33 (Old Knoxville Highway) to US 321/SR 73/Lamar Alexander Parkway, Blount County : environmental impact statement
PY  - 2010/04//Volumes held: Draft
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/923423
ER  - 

TY  - RPRT
AN  - 01162433
AU  - Federal Highway Administration
TI  - Hollister to Gilroy State Route 25 widening and route adoption, San Benito and Santa Clara counties : environmental impact statement
PY  - 2010/04//Volumes held: Draft
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/923419
ER  - 

TY  - RPRT
AN  - 01162033
AU  - Federal Highway Administration
TI  - East Lake Sammamish master plan trail : environmental impact statement
PY  - 2010/04//Volumes held: Draft(3v), Final(3v), Wetland biology and surface water and water quality discipline reports B1
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/923017
ER  - 

TY  - RPRT
AN  - 01162012
AU  - Federal Highway Administration
TI  - Conway western arterial loop, Faulkner County : environmental impact statement
PY  - 2010/04//Volumes held: Draft, Final
KW  - Arkansas
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/922996
ER  - 

TY  - RPRT
AN  - 01160568
AU  - Doan, John Q
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - International Scan: Reducing Congestion & Funding Transportation Using Road Pricing
PY  - 2010/04
SP  - 20p
AB  - The purpose of the International Scan was to identify new ideas and practical, workable models for integrating road pricing approaches into state, local, and regional policies, programs, and practices. The scan team focused on two primary purposes of road pricing: (1) to manage demand and (2) to generate revenue. The findings are intended to inform the U.S. road pricing research agenda and identify best practices from international experience that will assist U.S. practitioners. The scan team visited with representatives from Sweden, the United Kingdom, Singapore, Germany, the Czech Republic, and the Netherlands in December 2009. The team was composed of representatives from the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA); the Georgia, Minnesota, Virginia, and Washington State Departments of Transportation; the Port Authority of New Jersey and New York; and SRF Consulting Group, Inc. A list of scan team members is presented on the back cover.
KW  - Best practices
KW  - Congestion pricing
KW  - Czech Republic
KW  - Finance
KW  - Germany
KW  - Netherlands
KW  - Revenues
KW  - Road pricing
KW  - Singapore
KW  - Study tours
KW  - Sweden
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Travel demand management
KW  - United Kingdom
UR  - http://international.fhwa.dot.gov/pubs/roadpricing/roadpricing.pdf
UR  - https://trid.trb.org/view/921362
ER  - 

TY  - RPRT
AN  - 01160552
AU  - Hoppe, Edward J
AU  - Yoon, Jaewan
AU  - Whitehouse, Derek H
AU  - Kodger, Lester E
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Geotechnical Data Management at the Virginia Department of Transportation
PY  - 2010/04//Final Report
SP  - 21p
AB  - This report describes the development and implementation of the geotechnical data management system at the Virginia Department of Transportation (VDOT). The purpose of this project was to develop a practical, comprehensive, enterprise-wide system for entry, storage, and retrieval of subsurface data. The resulting product satisfies the work flow requirements of VDOT and streamlines the delivery of geotechnical information. Main components consist of gINT software for geotechnical data processing and the ESRI Arc Internet Map Server (ArcIMS) for distributed GIS data delivery via a web browser. These programs are currently widely adopted by the geotechnical and GIS user community. Custom command scripts and configuration files were developed in the form of an extensible applet framework called GDBMS (Geotechnical Database Management System) to manage and process geotechnical data. The project was built on the extensive interaction among VDOT geologists, engineers, and information technology personnel. Their expertise was harnessed to create a system that is user-friendly, rugged, relatively easy to maintain, and capable of delivering the required data in a consistent format across operating divisions. GDBMS is flexible enough to be employed by both VDOT designers and VDOT consultants (free access is provided to these groups). Its greatest advantage is that it greatly improves the efficiency of geotechnical data management and delivery on large transportation projects, typically those initiated under Virginia’s Public-Private Transportation Act of 1995. A free customized set of support files can be downloaded from the website of VDOT’s Materials Division for use on all VDOT projects. The study recommends that GDBMS and the associated methodology be mandated for use on all VDOT geotechnical projects. Significant cost savings can be realized on large new projects planned in the vicinity of the existing infrastructure, where the proximate subsurface data are already available. Additional exploration is often very expensive, with many over-water drilling projects costing more than $10,000 per day to carry out. GDBMS can provide a more comprehensive picture of local conditions and thus reduce the expense of drilling additional boreholes. This technology can be applied to all transportation projects involving subsurface exploration, including bridges, retaining walls, and sound walls. It is estimated that on the average, the use of this technology would cut in half the time required to gather and process borehole data, resulting in approximately 16 person-hours of savings at an average rate of $100 per hour (including overhead). For the past 15 years, VDOT has been approving an average of 102 bridges per year for construction. Therefore, the potential cost savings are on the order of $160,000 per year, excluding the consideration of retaining walls, sound walls, and megaprojects.
KW  - ArcIMS (Software package)
KW  - Bridges
KW  - Cost effectiveness
KW  - Geographic information systems
KW  - Geotechnical database management system
KW  - Geotechnical engineering
KW  - gINT (Software)
KW  - Google Earth
KW  - Information storage and retrieval systems
KW  - Retaining walls
KW  - Subsurface data
KW  - Subsurface exploration
KW  - Virginia Department of Transportation
UR  - http://vtrc.virginiadot.org/PUBDetails.aspx?Id=298122
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r21.pdf
UR  - https://trid.trb.org/view/921313
ER  - 

TY  - RPRT
AN  - 01159706
AU  - Jin, Jun
AU  - Jeong, Chankwon
AU  - Chang, Kuang-An
AU  - Song, Youn Kyung
AU  - Irish, Jennifer
AU  - Edge, Billy
AU  - Texas Transportation Institute
AU  - Texas A&M University, Galveston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Site Specific Wave Parameters for Texas Coastal Bridges: Final Report
PY  - 2010/04//Technical Report
SP  - 124p
AB  - There are about 20 coastal bridges located in hurricane evacuation routes in the State of Texas that are vulnerable to hurricane surge and wave action. Damage to these bridges could hamper emergency response and other services, and also cause tremendous economic loss. In recent devastating hurricane seasons of 2004, 2005, and 2008, several coastal highway bridges along the U.S. coast of Gulf of Mexico suffered severe structural damages. To prevent structural failure of coastal bridges, the magnitude of wave load on coastal bridges must be determined. The objective of this research was to determine site-specific design wave parameters (i.e., wave height and wave period) that are needed in computation of wave loads and evaluation of wave effects on coastal bridges. In this project, the authors determined storm surge and wave parameters for four bridges using numerical models ADCIRC and SWAN. Simulations of water level including storm surge were performed with program ADCIRC, which also provides input to wave simulation. Wave parameters were determined by statistical analysis on simulation results performed with wave model SWAN at different storm surge and wind speed levels. Both wave and water level/storm surge simulations were vigorously validated with observed wave and water level data. The results of this research project will enable the Texas Department of Transportation (TxDOT) to quickly implement the design methodology produced by an AASHTO/FHWA pooled fund study.
KW  - Bridge design
KW  - Coastal engineering
KW  - Gulf of Mexico
KW  - Highway bridges
KW  - Hurricanes
KW  - Ocean waves
KW  - Properties of water waves
KW  - Simulation
KW  - Storm surges
KW  - Texas
KW  - Wave height
KW  - Wind speed
UR  - http://tti.tamu.edu/documents/0-6063-1.pdf
UR  - https://trid.trb.org/view/920197
ER  - 

TY  - RPRT
AN  - 01159592
AU  - Qiao, Pizhong
AU  - McLean, David I
AU  - Zhuang, Jianmin
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Mitigation Strategies for Early-Age Shrinkage Cracking in Bridge Decks
PY  - 2010/04//Final Research Report
SP  - 91p
AB  - Early-age shrinkage cracking has been observed in many concrete bridge decks in Washington State and elsewhere around the U.S. The cracking increases the effects of freeze-thaw damage, spalling, and corrosion of steel reinforcement, thus resulting in premature deterioration and structural deficiency of the bridges. In this study, the main causes of the early-age cracking in the decks are identified, and concrete mix designs as a strategy to prevent or minimize the shrinkage cracking are evaluated. Different sources (eastern and western Washington) and sizes of aggregates are considered, and the effects of paste content, cementitious materials (cement, fly ash, silica fume, slag), and shrinkage reducing admixture (SRA) are evaluated. A series of fresh, mechanical and shrinkage property tests were performed for each concrete mix. The outcomes of this study identify optimum concrete mix designs as appropriate mitigation strategies to reduce or eliminate early-age shrinkage cracking and thus help minimize shrinkage cracking in the concrete bridge decks, potentially leading to longer service life.
KW  - Aggregate gradation
KW  - Aggregate sources
KW  - Bridge decks
KW  - Cement
KW  - Concrete
KW  - Cracking
KW  - Early age concrete
KW  - Fly ash
KW  - Mix design
KW  - Shrinkage cracking
KW  - Shrinkage reducing admixtures
KW  - Silica fume
KW  - Slag
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/747.1.pdf
UR  - https://trid.trb.org/view/920150
ER  - 

TY  - RPRT
AN  - 01159483
AU  - Corotis, Ross B.
AU  - Beams, Bill
AU  - Hattan, David E
AU  - University of Colorado, Boulder
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Comprehensive Risk Analysis for Structure Type Selection
PY  - 2010/04//Final Report
SP  - 64p
AB  - Optimization of bridge selection and design traditionally has been sought in terms of the finished structure. This study presents a more comprehensive risk-based analysis that includes user costs and accidents during the construction phase. Costs for bridge projects include actual comprehensive costs, both to the funding agency, the Colorado Department of Transportation (CDOT), and to the public at large, including assessments associated with accidents and user delay times during the construction phase. Bridges were selected to represent a cross section of structure types, ADT (average daily traffic volumes), bridge overall length and CDOT region. A total of 43 bridges were targeted for study, and data were able to be compiled on 20 of these. A questionnaire was developed and sent to CDOT bridge personnel, in order to collect general project information as well as detailed information on construction duration, construction traffic control plans (including detour types and mileposts, time of day scheduling and speed reductions), observed congestion and accidents during construction). Graphs compare the delay costs and bridge costs for each structure, and the trends by region, ADT, construction duration and bridge type. Accident rates were also compared during construction with those before and after (examining property damage, injuries and fatalities). Statistical factor analysis was used to isolate the key factors describing the differences among the bridges studied. Structure type and construction duration are the important decision variables with respect to user costs, and these two are related. User cost can be reduced by shortening the construction duration for a particular type of structure, or selecting a type that inherently has shorter construction duration. For those bridges with an ADT value less than 10,000, the user cost was no more than about 10% of the construction cost. Also, for construction durations under 20 months the user cost was no more than 30% of the construction cost. For CDOT, concrete box girder prestressed bridges built with current construction practices exhibited user costs more than twice as large as construction costs. The difficulty in obtaining past data suggests that for projects involving high values of ADT, a policy should be implemented of contemporaneous records of construction traffic control, including congestion and accidents. These records should become a permanent part of the closeout documentation for these projects.
KW  - Bridge design
KW  - Construction
KW  - Crashes
KW  - Decision making
KW  - Factor analysis
KW  - Risk analysis
KW  - Traffic congestion
KW  - Traffic delays
KW  - User costs
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/riskanalysis.pdf/at_download/file
UR  - https://trid.trb.org/view/920061
ER  - 

TY  - RPRT
AN  - 01159409
AU  - Braceras, Carlos M
AU  - Tally, Robert F
AU  - Proctor, Gordon D
AU  - Bremmer, Daniela
AU  - Hank, Leon E
AU  - Hayse, Jane D
AU  - Kane, Anthony R
AU  - Leiphart, Kristine L
AU  - March, James W
AU  - Pickrell, Steven M
AU  - Stanley, J Woody
AU  - van der Velde, Jenne
AU  - Yew, Connie P
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Linking Transportation Performance and Accountability
PY  - 2010/04
SP  - 95p
AB  - It is becoming essential in the United States for transportation agencies to demonstrate credibility with elected officials and the public. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of how transportation agencies in other countries apply performance management programs. The scan team found that the nations it studied (Australia, Great Britain, New Zealand and Sweden) articulate a limited number of national transportation policy goals; negotiate intergovernmental agreements on how state, regional, and local agencies will achieve the goals; and evaluate performance by tracking the measures and reporting them in clear language appropriate to the audience. The team developed an implementation plan that includes outreach efforts to disseminate scan findings and put international best practices into use in the United States and research efforts to translate some aspects of the best practices into useful American context.
KW  - Accountability
KW  - Australia
KW  - Best practices
KW  - New Zealand
KW  - Performance management systems
KW  - Performance measurement
KW  - Study tours
KW  - Sweden
KW  - Transportation departments
KW  - Transportation programs
KW  - United Kingdom
UR  - http://international.fhwa.dot.gov/pubs/pl10011/pl10011.pdf
UR  - https://trid.trb.org/view/919951
ER  - 

TY  - RPRT
AN  - 01159405
AU  - Hughes, Warren
AU  - Jagannathan, Ramanujan
AU  - Sengupta, Dibyendu
AU  - Hummer, Joseph E
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Alternative Intersections/Interchanges: Informational Report (AIIR)
PY  - 2010/04//Technical Report
SP  - 344p
AB  - Today’s transportation professionals are challenged to meet the mobility needs of an increasing population with limited resources. At many highway junctions, congestion continues to worsen. Drivers, pedestrians, and bicyclists experience longer delays and greater exposure to risk. Today’s traffic and safety problems are more complex and complicated. Conventional intersection/interchange designs are sometimes found to be insufficient to mitigate transportation problems. Consequently, many engineers are investigating and implementing innovative treatments in an attempt to think outside the box. This report covers four intersection designs and two interchange designs that may offer additional benefits compared to conventional at-grade intersections and grade-separated diamond interchanges. The six alternative treatments covered in this report are displaced left-turn (DLT) intersections, restricted crossing U-turn (RCUT) intersections, median U-turn (MUT) intersections, quadrant roadway (QR) intersections, double crossover diamond (DCD) interchanges, and DLT interchanges. The information presented in this report provides knowledge of each of the six alternative treatments including salient geometric design features, operational and safety issues, access management issues, costs, and construction sequencing and applicability.
KW  - Access control (Transportation)
KW  - Construction
KW  - Costs
KW  - Displaced left turn interchanges
KW  - Displaced left turn intersections
KW  - Double crossover diamond interchanges
KW  - Geometric design
KW  - Highway safety
KW  - Interchanges and intersections
KW  - Median U-turn intersections
KW  - Quadrant roadway intersections
KW  - Restricted crossing U-turn intersections
UR  - http://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55764/FHWA-HRT-09-060.PDF
UR  - https://trid.trb.org/view/919971
ER  - 

TY  - RPRT
AN  - 01159284
AU  - Battaglia, Irene K
AU  - Bischoff, Debra L
AU  - Ryan, Judie
AU  - Reichelt, Signe
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of a Hot Mix Asphalt Perpetual Pavement
PY  - 2010/04//Final Report
SP  - 83p
AB  - In 2003, the Wisconsin Department of Transportation (WisDOT) constructed two perpetual pavement test sections on the entrance ramp to I-94 from the Kenosha Safety and Weigh Station Facility in Southeastern Wisconsin. Test section 1 (TS1) hot mix asphalt (HMA) layers were constructed as follows: 2-in. surface layer (PG 76-28, 6% air voids); 4.5-in. middle layer (PG 70-22, 6% air voids); 4.5-in. lower layer (PG 64-22, 4% air voids). Test section 2 HMA layers were constructed as follows: 2-in. surface layer (PG 70-28, 6% air voids); 4.5-in. middle layer (PG 70-22, 6% air voids); 4.5-in. lower layer (PG 64-22, 6% air voids). The test sections were subjected to nearly 100% truck traffic with a projected 75 million equivalent single axle loads (ESALs) over 20 years. After seven years in service, premature longitudinal and alligator cracking was present in the wheel paths of both test sections, with TS1 displaying a slightly higher level of distress. No rutting was observed in either test section. Forensic coring showed that the cracking was top-down. The early distresses were likely due to segregation and over-compaction that occurred during construction. Strain induced by trucks with known loads was measured using strain gages installed during construction. Strain at the bottom of the HMA pavement was typically lower than 70 x 10 to the -6 power, the currently-accepted HMA fatigue endurance limit. Strains up to 100 x 10 to the -6 power were measured with high axle loads (47 kips), slow travel speeds (32 mph) and high pavement temperatures (90-103°F). The perpetual pavement performance was acceptable overall. Distresses were limited to the surface HMA layer, which can be milled and replaced without affecting the lower layers. Strains were low at the bottom of the HMA pavement, indicating that the pavement system adequately resisted fatigue damage. Mechanistic analysis showed that low air voids (4 to 5%) in the lower layer provided the longest fatigue life. Low air voids are therefore recommended in the bottom layer to achieve maximum service life.
KW  - Air voids
KW  - Alligator cracking
KW  - Asphalt pavements
KW  - Compaction
KW  - Hot mix asphalt
KW  - Longitudinal cracking
KW  - Pavement distress
KW  - Pavement performance
KW  - Perpetual pavements
KW  - Segregation (Aggregates)
KW  - Service life
KW  - Strain (Mechanics)
KW  - Test sections
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/fep-01-10hmaperppave.pdf
UR  - https://trid.trb.org/view/919870
ER  - 

TY  - RPRT
AN  - 01158805
AU  - Connelly, John P
AU  - Hoel, Lester A
AU  - Miller, John S
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Access Management Performance Measures for Virginia: A Practical Approach for Public Accountability
PY  - 2010/04//Final Report
SP  - 70p
AB  - In order to develop performance measures to communicate the effect of Virginia’s access management program, five tasks were performed: (1) the appropriate literature was reviewed, (2) a catalog of potential performance measures was developed, (3) potential users of the performance measures were surveyed, (4) promising measures were tested, and (5) measures were recommended. The literature review yielded a catalog of 42 potential performance measures. These measures are based on five goals and nine objectives related to the desired outcomes of the access management program. The five goals are reduce congestion, enhance safety, support economic development, reduce the need for new highways, and preserve the public investment in highways. Seven objectives are design elements: reduce conflict points, provide adequate distance between signals, provide adequate distance between unsignalized access points, add medians and two way left turn lanes, add dedicated turn lanes, restrict median openings, and use frontage roads and supporting streets. Two objectives are administrative elements: to enhance cooperation between agencies, and to plan for future development. Professionals engaged in access management provided their views regarding aspects of performance measures. Performance measures that reflected improved safety, measures related to goals, and measures related to design elements were favored. The literature review and comments from Virginia Department of Transportation (VDOT) staff and other professionals yielded 23 candidate measures that were tested for ease of data collection and computation. The results showed substantial variation in the time required to estimate each measure. Five criteria were used to determine performance measures for implementation: (1) Does VDOT control the measure? (2) Is improvement likely? (3) Is the measure an outcome, output, or input? (4) Does the survey support the measure? and (5) How much data collection effort is required? Each of the 23 measures was evaluated against the five criteria, and 7 measures were selected for review and refinement by the steering committee. Five performance measures were recommended for implementation: crashes per million vehicle miles traveled, percentage of signals with spacing at or above standard distance, percentage of commercial entrance permits issued that meet access management standards, percentage of median openings with left turn lanes, and percentage of localities with a corridor access management plan. Appendix A describes how each of the five measures may be computed.
KW  - Access control (Transportation)
KW  - Highway design
KW  - Highway traffic control
KW  - Literature reviews
KW  - Measures of effectiveness
KW  - Performance measurement
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r2.pdf
UR  - https://trid.trb.org/view/919386
ER  - 

TY  - RPRT
AN  - 01158420
AU  - Charara, Hassan A
AU  - Chaudhary, Nadeem A
AU  - Sunkari, Srinivasa R
AU  - Longmire, Ryan R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - PIA Installation and User Guide: 2009 Update
PY  - 2010/04
SP  - 60p
AB  - A significant number of Texas Department of Transportation's signalized intersections operate under isolated control. At many of these signals, it is not uncommon for an approaching platoon of vehicles to face a red signal when it arrives at the stopbar. Often, these platoons are forced to stop because of a single vehicle on one of the side-street approaches. This condition results in driver aggravation, excessive stops, higher delay and fuel consumption, and excessive pavement wear and tear. The objective of enhanced platoon identification and accommodation (PIA) system developed and field-tested by the Texas Transportation Institute in this research project is to remedy this situation without unnecessarily taxing traffic on minor approaches. This document describes the PIA system and presents guidelines for installing and operating this system.
KW  - Computer program documentation
KW  - Guidelines
KW  - Highway operations
KW  - Installation
KW  - Isolated intersections
KW  - Platoon identification and accommodation
KW  - Texas
KW  - Traffic platooning
UR  - http://tti.tamu.edu/documents/5-5507-01-P3.pdf
UR  - https://trid.trb.org/view/919064
ER  - 

TY  - RPRT
AN  - 01158416
AU  - Middleton, Dan
AU  - Longmire, Ryan
AU  - Charara, Hassan
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Video Library for Video Imaging Detection at Intersection Stop Lines
PY  - 2010/04
SP  - 24p
AB  - The objective of this activity was to record video that could be used for controlled evaluation of video image vehicle detection system (VIVDS) products and software upgrades to existing products based on a list of conditions that might be difficult to find in a timely manner. This library allows the user to present a wide range of weather, roadway, and lighting conditions to a VIVDS product in real time. The idea involves capturing the video and playing the recorded video through a VIVDS processor to determine the accuracy or change in accuracy to compare against a test protocol and/or verify claims of manufacturers. The test conditions include situations that are not easily obtainable and that might be particularly challenging for current detectors. This research task anticipates that the Texas Department of Transportation (TxDOT) will encounter situations fairly often in which the desired conditions for full-scale field testing of VIVDS are not available or where quick turnaround tests are needed. There may be a need for a quick decision on a firmware upgrade or on a new product to establish at least an initial and preliminary basis for forming a decision on success or failure. There will probably be occasions where these initial results using the video library need to be verified by field testing if the desired conditions become available or if time and other resources allow such testing. TxDOT might want to establish a formal policy for the use of the library and conditions in which field testing might be desirable.
KW  - Field tests
KW  - Intersections
KW  - Lighting
KW  - Software
KW  - Traffic counts
KW  - Video imaging detectors
KW  - Video libraries
KW  - Weather conditions
UR  - http://tti.tamu.edu/documents/0-6030-P1.pdf
UR  - https://trid.trb.org/view/919062
ER  - 

TY  - RPRT
AN  - 01158410
AU  - Bochner, Brian
AU  - Higgins, Laura
AU  - Frawley, William
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Handbook: Guidelines for Successful Location and Accommodation of Major Distribution Centers on Texas Highways
PY  - 2010/04
SP  - 82p
AB  - Distribution centers (DC) have become more common in Texas over the past decade. As major generators of large truck traffic, DCs can increase design and maintenance requirements of Texas highway facilities. This handbook contains guidelines for use by Texas Department of Transportation (TxDOT) staff and others to help to successfully locate major DCs without adversely affecting Texas highways. This handbook describes characteristics that are important to DC owners and developers. It contains guidelines on how TxDOT can assist DC owners, developers, or their agents in finding acceptable sites while avoiding the need for extensive improvements to state highways site selection. Also included are additional guidelines on related topics associated with DC location, design, and operation along state highways including geometric design of roadways, pavement selection, traffic impact studies, and site plan reviews.
KW  - Distribution centers
KW  - Freight transportation
KW  - Guidelines
KW  - Handbooks
KW  - Location
KW  - Texas
KW  - Trucking
UR  - http://tti.tamu.edu/documents/0-5335-P1.pdf
UR  - https://trid.trb.org/view/919063
ER  - 

TY  - RPRT
AN  - 01158409
AU  - Aldrete-Sanchez, Rafael
AU  - Shelton, Jeffrey
AU  - Cheu, Ruey Long
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Integrating the Transportation System with a University Campus Transportation Master Plan: A Case Study
PY  - 2010/04//Technical Report
SP  - 138p
AB  - University campuses are considered major trip attractors. This intense level of activity generates significant congestion levels within the campuses and in their vicinity, particularly in urban campus settings. With university enrollment trends expected to increase substantially in the next decade, this problem can only be expected to become worse. In addition, university campus settings are multi-modal and complex in nature, incorporating vehicular traffic, transit, and pedestrians into one transportation system. This creates a significant challenge for university campus planners when trying to incorporate their campus master plan into the overall regional or metropolitan transportation system. Systematic approaches to planning for the interaction of the various transport modes (including auto, transit, bicycle, and pedestrians) within the university campus system, and for the integration of these different modes with the larger transportation system, have not been documented. The mix of concentrated levels of pedestrian and bicycle traffic with vehicular congestion in a campus setting creates a number of significant conflict areas that range from pedestrian and cyclist safety to traffic and transit operations. These conflicts are exacerbated by the multijurisdictional nature of these interactions, which involve authorities at the campus, city, and state level. The objective of this research is to document a systematic approach to analyze the problems associated with the interaction and integration between university campus transportation systems and the larger metropolitan transportation system, in order to develop solutions to these problems.
KW  - Bicycle safety
KW  - Bicycles
KW  - Campus transportation
KW  - Cyclists
KW  - Highway traffic
KW  - Integrated transportation systems
KW  - Master plans
KW  - Metropolitan areas
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - Pedestrians
KW  - Public transit
KW  - Traffic congestion
KW  - Traffic safety
KW  - Transportation planning
UR  - http://tti.tamu.edu/documents/0-6608-2.pdf
UR  - https://trid.trb.org/view/919065
ER  - 

TY  - RPRT
AN  - 01156630
AU  - Bennert, Thomas
AU  - Center for Advanced Infrastructure and Transportation
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Gravel Aggregates in Superpave Mixes with 100/95 Angularity
PY  - 2010/04//Final Report
SP  - 141p
AB  - The research conducted in this study evaluated the asphalt mixture performance of various gravel and crushed stone sources consisting of different levels of crushed face counts, as determined by ASTM D5821.  Along with ASTM D5821, two additional aggregate angularity tests were conducted to evaluate the angularity and texture of the coarse aggregates:  1) AASHTO T326, Uncompacted Void Content of Coarse Aggregates; and 2) Aggregate Imaging System (AIMS).  Each of the asphalt mixtures designed and tested during the study used three different asphalt binders:  1) Neat PG64-22; 2) Polymer Modified PG64-22 meeting New York State Department of Transportation (NYSDOT) Elastic Recovery specifications (called PG64-22 ER); and 3) Polymer Modified PG76-22.  The permanent deformation properties of the different asphalt mixtures were measured using the Asphalt Pavement Analyzer, APA (AASHTO TP63) and the Asphalt Mixture Performance Tester, AMPT (AASHTO TP79) with confining pressure applied to the specimens.  The aggregate testing concluded that ASTM D5821 correlated poorly to both AASHTO T326 and the AIMS system.  There were also situations when aggregates had identical crushed counts but different levels of uncompacted voids contents.  Meanwhile, the asphalt mixture testing demonstrated that the AMPT using confining pressure correlated well to the uncompacted void content results of AASHTO T326.  Unfortunately, stresses applied in the APA did not mobilize the asphalt mixtures enough to differentiate the differences in aggregate angularity.  Both asphalt tests were sensitive to asphalt binder high temperature stiffness, as determined by AASHTO TP70, Multiple Stress Creep Recovery Test.  The final statistical analysis of the data resulted in a table that would allow NYSDOT to interchangeably "swap" aggregate angularity, as determined by AASHTO T326, and the non-recoverable creep compliance (J sub nr), as determined by AASHTO TP70 to ensure gravel aggregate hot mix asphalt (HMA) mixes perform as well as crushed stone aggregate HMA mixes.
KW  - AASHTO T 326
KW  - AASHTO TP70
KW  - Aggregate imaging system
KW  - Air voids
KW  - Angularity
KW  - Asphalt Mixture Performance Tester
KW  - Asphalt mixtures
KW  - Asphalt Pavement Analyzer
KW  - ASTM D5821
KW  - Bituminous binders
KW  - Coarse aggregates
KW  - Creep compliance
KW  - Crushed rock
KW  - Gravel
KW  - Hot mix asphalt
KW  - Rutting
KW  - Superpave
KW  - Texture
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-20
UR  - http://www.utrc2.org/research/assets/144/C-06-20-Final1.pdf
UR  - https://trid.trb.org/view/917545
ER  - 

TY  - RPRT
AN  - 01156596
AU  - Henault, John W
AU  - Connecticut Department of Transportation
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Nonnuclear Density Gauge for Quality Control of Hot-Mix Asphalt
PY  - 2010/04//Final Report
SP  - 53p
AB  - This report presents the results of a study to evaluate a nonnuclear density gauge for quality control of hot-mix asphalt.  The nonnuclear gauge evaluated was a Pavement Quality Indicator (PQI) Model 300 that was updated by TransTech in May 2009.  It was concluded that the PQI tracked pavement density reasonably well, with some limitations.  For instances where the H20 Number displayed on the PQI was below 5, a relatively strong correspondence was found between PQI density and core density.  For instances where the H20 Number was between 5 and 10, a relatively strong correspondence was found between PQI density and nuclear gauge density.  Finally, for instances where the H20 Number was greater than 15, a poor correspondence was found between PQI density and core density.  Based upon these conclusions above, the updated PQI Model 300 was deemed to be adequate for contractor quality control for instances where the H20 Number indicated on the gauge is less than 10.  To ensure the most accurate density measurements, it was recommended that manufacturer calibration procedures by followed.  The author suggested that the sensitivity of the PQI density readings be increased, since the slope of the trend lines tended to be flat relative to core densities.  For agency acceptance, it was recommended that cores be taken in the field and tested in a laboratory.
KW  - Accuracy
KW  - Calibration
KW  - Cores (Specimens)
KW  - Density
KW  - Hot mix asphalt
KW  - Nonnuclear density gages
KW  - Pavement Quality Indicator
KW  - Paving
KW  - Quality control
UR  - http://docs.trb.org/01156596.pdf
UR  - https://trid.trb.org/view/917312
ER  - 

TY  - ABST
AN  - 01464177
TI  - Evaluating Methodologies for Visual Impact Assessments
AB  - The objectives of this research are to (1) evaluate state department of transportation (DOT) visual impact assessment (VIA) procedures, methods, and practices that satisfy or exceed National Environmental Protection Act (NEPA) and other requirements; (2) document the use of the Federal Highway Administration (FHWA) methodology, methodologies from other agencies, and other approaches used by DOTs; (3)  describe decisionmaking frameworks used at state DOTs to undertake specific VIA techniques for a given project; (4) document proven successful methods; (5) describe best practices illustrated by model case studies; and (6) document promising new developments and lessons learned.
KW  - Environmental impacts
KW  - Environmental protection
KW  - Guidelines
KW  - Highway design
KW  - Highway improvement projects
KW  - Impact assessment
KW  - Visual assessment study
KW  - Visualization
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2738
UR  - https://trid.trb.org/view/1232405
ER  - 

TY  - ABST
AN  - 01463885
TI  - Research for AASHTO Standing Committee on Highways. Task 290. Highway Safety Training Synthesis/Roadmap
AB  - New tools are being developed to assist state and local agencies in reducing crashes on the nation's roadways. There is a need to identify the available training materials, identify gaps in the training and develop a "roadmap" or sequence of courses that safety practitioners should take to become proficient in applying these new tools. 
KW  - Education and training
KW  - Highway safety
KW  - Safety
KW  - Traffic safety education
KW  - Training
KW  - Training courses
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2866
UR  - https://trid.trb.org/view/1232113
ER  - 

TY  - RPRT
AN  - 01220464
AU  - Hsu, Shih A
AU  - Blanchard, Brian W
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Application of Satellite Imagery for Surface Rain Rate Estimation
PY  - 2010/03/31/Final Report
SP  - 106p
AB  - As clouds grow through the troposphere, their upper surfaces cool with increasing altitude. An infrared sensor on board an orbiting satellite can detect these cloud top temperatures. Colder temperatures imply higher cloud tops, and these thicker clouds imply greater rain capacity. This simple relationship is the basis for estimating surface rainfall from satellite-derived cloud top temperatures. There are several computational methods in use and under development for generating these estimates. This study tests one basic rain-rate algorithm under various weather conditions in Louisiana. Hourly rain values calculated directly from the algorithm without atmospheric corrections were compared to near simultaneous surface rain gage measurements. Satellite data typically identify moderate to heavy rain events; however, calculated estimates can vary significantly from measured totals. Since many areas have no official rain gage measurement, or lie outside of reliable radar coverage, the satellite estimates as obtained here are still valuable as a first approximation.
KW  - Artificial satellites
KW  - Estimating
KW  - Imagery
KW  - Louisiana
KW  - Rain
KW  - Rain gages
KW  - Rainfall
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_464.pdf
UR  - https://trid.trb.org/view/981317
ER  - 

TY  - RPRT
AN  - 01159751
AU  - Richard, Christian M
AU  - Campbell, John L
AU  - Lichty, Monica G
AU  - Cluett, Chris
AU  - Osborne, Leon
AU  - Balke, Kevin
AU  - Battelle Seattle Research Center
AU  - Research and Innovative Technology Administration
TI  - Human Factors Analysis of Road Weather Advisory and Control Information: Final Report
PY  - 2010/03/31/Final Report
SP  - 301p
AB  - The amount of available weather information and the methods by which this information can be disseminated to travelers have grown considerably in recent years. This growth includes weather gathering devices (sensors, satellites), models and forecasting tools for predicting weather conditions, and electronic devices used by drivers (Internet, in-vehicle devices, roadway signage). This project was initiated in order to best-align available weather information content and presentation to travelers’ information needs and wants, as well as being communicated in ways that travelers will use. The specific objectives of this project were to: 1. Identify the weather information requirements of travelers across a representative number of travel scenarios. 2. Evaluate the current state of the practice in weather-responsive traffic advisory and control strategies in terms of meeting those information requirements. 3. Recommend ways to improve those practices including the development of communication and messaging standards. A set of improvements and guidelines have been recommended to support Transportation officials in communicating both pre-trip and en route road weather information effectively, consistently and timely to meet the needs of drivers and travelers for different weather conditions and travel scenarios.
KW  - Advanced traveler information systems
KW  - Human factors
KW  - Information dissemination
KW  - Needs assessment
KW  - Road weather information systems
UR  - http://ntl.bts.gov/lib/33000/33000/33047/index.htm
UR  - http://ntl.bts.gov/lib/33000/33000/33047/rev_final_hf_analysis_road_weather.pdf
UR  - https://trid.trb.org/view/920265
ER  - 

TY  - RPRT
AN  - 01164217
AU  - Berryman, Charles W
AU  - Jensen, Wayne
AU  - Hensley, Tim
AU  - Nebraska Department of Roads
AU  - University of Nebraska, Lincoln
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Computer Aided Modeling of Soil Mix Designs to Predict Characteristics and Properties of Stabilized Road Bases
PY  - 2010/03/28/Final Report
SP  - 129p
AB  - The purpose of this research was to develop a computerized model to predict soil properties stabilized using additives such as lime, cement kiln dust, and flyash.  Properties were based on specified soils using the Nebraska Group Index (NGI).  The model is able to predict the maximum laboratory density and optimum moisture content for native soils.  It will also predict the soil properties of NGI soils stabilized with pozzolan additives, including maximum laboratory density, optimum moisture content, unconfined compressive strength, and modified plasticity index.  A review of the literature demonstrated that it is very possible to create a soil prediction model through specialized software applications like artificial neural networks.  The research team and the Nebraska Department of Roads (NDOR) elected to use Microsoft Excel 2007 to create the model due to ease of use and the commonality of the program within NDOR staff.
KW  - Additives
KW  - Base course (Pavements)
KW  - Computer models
KW  - Mix design
KW  - Soil stabilization
KW  - Soils by properties
UR  - http://nlc1.nlc.state.ne.us/epubs/R6000/B319-2010.pdf
UR  - https://trid.trb.org/view/921316
ER  - 

TY  - RPRT
AN  - 01613809
AU  - Federal Highway Administration
TI  - Updating a Strategic Highway Safety Plan: Learning from the Idaho Transportation Department (ITD)
PY  - 2010/03/24
SP  - 13p
AB  - On November 4, 2009, Idaho Transportation Department's (ITD's) Office of Highway Operations and Safety partnered with the Federal Highway Administration (FHWA) Office of Safety to host a one-day peer exchange in Boise, Idaho. This event focused on the update of Idaho’s Strategic Highway Safety Plan (SHSP), entitled “Toward Zero Deaths, Every Life Counts”; the State’s revised SHSP is targeted for completion in June 2010. The peer exchange provided an opportunity for Idaho safety stakeholders to collaboratively initiate a data-driven, comprehensive plan and establish statewide goals, objectives, strategies, and action plans. More than 100 professionals representing engineering, education, enforcement, and emergency response (EMS) agencies participated in the event. ITD’s goals and objectives in holding the peer exchange included: (1) Discussing highway safety issues and current programs in Idaho; (2) Learning about peer States’ practices; (3) Explaining the value and purpose of a SHSP to stakeholders; (4) Initiating the process for Idaho’s SHSP update; (5) Creating ongoing dialogue about highway safety among Idaho’s SHSP stakeholders; and (6) Establishing and motivating emphasis area teams to reduce traffic fatalities caused by specific highway safety issues. The peer exchange featured a morning session with ITD presentations on current trends, safety programs, and practices; peer presentations; and an afternoon session with breakout groups charged with developing strategies and action plans related to 11 emphasis areas. Participants included: Missouri Department of Transportation (MoDOT), Washington Traffic Safety Commission (WTSC), and Washington State Department of Transportation (WSDOT).
KW  - Highway safety
KW  - Idaho Transportation Department
KW  - Missouri Department of Transportation
KW  - Peer exchange
KW  - Stakeholders
KW  - State departments of transportation
KW  - State of the practice
KW  - Strategic Highway Safety Plan
KW  - Strategic planning
KW  - Washington State Department of Transportation
UR  - http://ntl.bts.gov/lib/59000/59800/59836/peer_report_ID_Nov2009.pdf
UR  - https://trid.trb.org/view/1425526
ER  - 

TY  - ABST
AN  - 01464020
TI  - Research for AASHTO Standing Committee on Highways. Task 285. Recalibaration of the LRFR Load Factors in the AASHTO Manual for Bridge Evaluation
AB  - For single and multiple-trip special permits that are allowed to mix with traffic (no restrictions on other traffic), the LRFR live load factors were explicitly derived to provide a higher level of reliability consistent with AASHTO inventory ratings and LRFD-design level reliability. The higher target reliability was prescribed considering the increased risk of structural damage and associated benefit/cost considerations for very heavy special permit vehicles than for other classes of trucks. This higher level reliability index though justifiably based on structural safety has caused operational difficulties for bridge owners whose past permitting practices have allowed permits to operate at a lower level reliability. The target reliability level for routine permit crossings is currently established at either beta index of 2.5 or 3.5. This reliability index needs to be verified by comparing with reliability indices used in current routine permit practices and adjustments need to be made as appropriate for meeting operational needs. The live load distribution for Special permits is based on the tabulated LRFD one-lane distribution factors with the built-in multiple presence factor (such as a value of 1.2) divided out. The live load distribution analysis for routine permits is done using LRFD two-lane distribution factors which assume the simultaneous side-by-side presence of non-permit heavy trucks on the bridge. Thus, the load factors are higher for spans with higher ADTTs and lower for heavier permits. The current LRFR permit load factor calibration for Routine and Special permits is tied to the LRFD distribution analysis method and does not provide guidance to States that want to use refined methods of analysis for heavy permits and for permits with non-standard gage widths. Live load factors and analysis guidance that are appropriate for analysis methods other than the use of LRFD distribution formulas need to be derived.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Benefit cost analysis
KW  - Bridge design
KW  - Heavy vehicles
KW  - Live loads
KW  - Load factor
KW  - Overload permits (Bridge passage)
KW  - Permits
KW  - Research projects
KW  - Structural analysis
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2863
UR  - https://trid.trb.org/view/1232248
ER  - 

TY  - ABST
AN  - 01461310
TI  - Gulf Coast Study, Phase II, Interagency Agreement Between Research & Innovative Technology Administration and Federal Highway Administration
AB  - The Gulf Coast Study, Phase 1, completed in 2008, studied how changes in climate over the next 50 to 100 years could affect transportation systems in the U.S. central Gulf Coast region and discussed how to account for potential impacts in transportation planning. Phase 2 will build on the information developed in Phase 1 to develop more definitive information about impacts at the local level in a particular Metropolitan Planning Organization (MPO) or smaller region and will focus analysis on the key transportation links, for day to day systems operations and emergency management. The study will develop more precise tools and guides for State departments of transportation (DOTs) and MPO planners to use in deciding how to adapt to potential climate impacts and determine vulnerability for key links for each mode. Phase 2 will also develop a risk assessment tool to allow decision makers to understand vulnerability to climate change and develop a process to implement transportation facility improvements in a systematic manner.
KW  - Climate change
KW  - Decision making
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Environmental impacts
KW  - Gulf Coast (United States)
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Risk assessment
KW  - Technological innovations
KW  - Transportation planning
UR  - https://trid.trb.org/view/1229529
ER  - 

TY  - ABST
AN  - 01464190
TI  - Recommended Bicycle Lane Widths for Various Roadway Characteristics
AB  - U.S. practitioners have minimal nationally recognized guidance regarding the roadway characteristics under which bicycle lanes should be provided or, at least, considered. The current (1999) edition of the <em>AASHTO Guide for the Development of Bicycle Facilities</em> describes design of bicycle lanes, but presents virtually no guidance about roadway conditions under which they should be provided, considered, or omitted. On busier urban roadways with operating speeds above 40 mph, usage of bicycle lanes often is observed to be modest; the <em>Guide</em> simply observes that "additional widths (more than 5 ft.) are desirable" where speeds exceed 50 mph or truck volume is heavy. It is sometimes suggested that, at some threshold, designation of nearby bike routes should be considered in lieu of bicycle lanes or perhaps on thoroughfares with relatively low speeds or truck volumes, or where on-street parking is allowed, wide curb lanes or shared roadway treatments may be as or more effective than a bicycle lane. Some state departments of transportation (DOTs) have adopted policies of (generally) routine provision of bicycle lanes in urban projects, some consider whether the road is included in the local bicycle plan, and some consult criteria tables in a 1994 study published by the Federal Highway Administration (FHWA), "Selecting Roadway Design Treatments to Accommodate Bicycles." Selection factors proposed in this report are traffic volume, average traffic operating speed, "traffic mix" (presence of heavy vehicles), on-street parking, sight distance, and intersection spacing. For a given combination, tables identify a "desirable" treatment (wide curb lane, shared lane, paved shoulder, or bike lane) of recommended minimum width (at least as great as AASHTO's). The authors described their recommendations as "preliminary" and anticipated that the tables would be refined as the state of the practice evolved, but no revision has ever been developed. The objective is to develop design criteria for bicycle lanes based on roadway characteristics including, but not limited to, classification, speed, ADT, number of trucks, the grade of the roadway, and parking. The design criteria will help determine if bicycle lanes should be installed and if so, what would be the recommended width of the bicycle lane, the adjacent travel lane, and, if applicable, parking.<div></div>
KW  - Bicycle facilities
KW  - Bicycle lanes
KW  - Design criteria
KW  - Nonmotorized transportation
KW  - On street parking
KW  - Operating speed
KW  - Research projects
KW  - Traffic volume
KW  - Truck traffic
KW  - Vehicle mix
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2723
UR  - https://trid.trb.org/view/1232418
ER  - 

TY  - RPRT
AN  - 01359713
AU  - Volpe National Transportation Systems Center
AU  - Federal Aviation Administration
TI  - Point-to-Point Commercial Space Transportation in National Aviation System
PY  - 2010/03/10/Final Report
SP  - 33p
AB  - The advent of suborbital transport brings promise of point-to-point (PTP) long distance transportation as a revolutionary mode of air transportation. In 2008, the International Space University (ISU) of Strasbourg, France, published a report documenting its appraisal of PTP transportation technology. This report describes the conditions that should be put in place to foster and sustain the growth of this industry from the technical, market, financial, infrastructure, safety, and legal perspectives. The ISU study calculates that transatlantic flight times for suborbital vehicles from London to New York would take less than 1¼ hours, less than one-third the travel time required by the supersonic aircraft Concorde and a fraction of that required by conventional commercial aircraft. This potential for the rapid global transport of passengers and the fast distribution of goods and services make PTP transportation an attractive space technology concept worth exploiting. Based on ISU findings, the Federal Aviation Administration (FAA) Office of the Associate Administrator for Commercial Space Transportation (AST) recognized a need to identify issues and approaches for integrating PTP systems into the National Airspace (NAS) and International Air Space (IAS). The goal of this study is to provide FAA AST with technical support in formulating effective policies and regulations that address issues associated with the air traffic management (ATM) of commercially-operated, suborbital PTP transportation focused on the long distance delivery of both humans and cargo. The Volpe Center examined the issues associated with integrating PTP Systems into the NAS and international airspace by:
KW  - Air traffic control
KW  - Air transportation
KW  - Long distance travel
KW  - National Airspace System
KW  - Point-to-point services
KW  - Suborbital launches
KW  - Technological innovations
UR  - http://ntl.bts.gov/lib/42000/42700/42779/point_to_point.pdf
UR  - https://trid.trb.org/view/1125694
ER  - 

TY  - RPRT
AN  - 01369915
AU  - Boyce, David
AU  - Nie, Yu (
AU  - Bar-Gera, Hillel
AU  - Liu, Yang
AU  - Hu, Yucong
AU  - Northwestern University, Evanston
AU  - Federal Highway Administration
TI  - Field Test of a Method for Finding Consistent Route Flows and Multiple-Class Link Flows in Road Traffic Assignments
PY  - 2010/03/08
SP  - 104p
AB  - Road traffic assignment, or forecasting route and link flows corresponding to fixed matrices of origin-destination (OD) flows by vehicle class on a road network for a given time period, is commonly applied by transportation planning practitioners. The standard user-equilibrium traffic assignment method uniquely determines the total flow on each network link, subject to convergence errors. Multiple-class link flows and route flows, however, are indeterminate. To ensure that route and multiple-class link flows are uniquely determined, or consistent, an additional assumption is required. One option is that proportions of flow over alternative route segments with equal costs are the same for all drivers, regardless of origin or destination. Analyses based on the assigned link and route flows by vehicle class, such as select link, select zone and emissions analyses, are often performed without considering this issue. Although such analyses have become important in practice, no commercial software system currently considers the indeterminacy of these flows. Traffic Assignment by Paired Alternative Segments (TAPAS) is a new algorithm offering the first practical way to address this issue. In this project six practitioners analyzed how route flows and/or multiple-class link flows generated by TAPAS compared with those found by the commercial software systems. A specialized tool VPAS was developed to compare the outputs of TAPAS and the practitioner software. The project team also undertook its own case study of the Chicago region with tools offered by four commercial software systems, which may be classified into two groups: link-based and quick-precision. Link-based tools applied in the project were CUBE, EMME, and TransCAD; quick precision tools applied were VISUM’s route-based method and TransCAD’s origin user-equilibrium (OUE) method. Findings of these applications may be summarized as follows: (1.) Select link results for link-based tools were approximately similar to those found by TAPAS; differences in flows through a selected link by OD pair were relatively small. However, small flows were observed in link-based solutions on non-equilibrium routes not found in the more precise TAPAS solutions. As a result, the number of OD pairs using a select link was often much larger for link-based tools than for TAPAS. Analyses of flows on pairs of equal-cost segments showed that link-based solutions tended to satisfy approximately the proportionality condition. Slow convergence, however, is a costly limitation of link-based tools. Even so, the findings suggest that link-based tools do provide approximately proportional solutions, which was not realized before this project. (2.) Select link results for quick-precision tools were very different from those produced by TAPAS. In particular, where TAPAS predicted positive flows, quick-precision tools often gave zero flow from an OD pair through a selected link. Analyses of flows on pairs of equal-cost segments showed that quick-precision tools produced solutions that violate the proportionality condition. In two-class assignments for pairs of alternative segments, the proportions of flow found by quick-precision solutions were also different by class.
KW  - Algorithms
KW  - Case studies
KW  - Chicago Metropolitan Area
KW  - Links (Networks)
KW  - Road networks
KW  - Traffic assignment
KW  - Traffic equilibrium
KW  - Traffic flow
KW  - Traffic forecasting
KW  - Traffic simulation
KW  - Vehicle classification
UR  - http://www.transportation.northwestern.edu/docs/research/Boyce_FieldTestConsistentRouteFlows.pdf
UR  - https://trid.trb.org/view/1138403
ER  - 

TY  - ABST
AN  - 01576002
TI  - Nanoscale Sensors for Structural Health

AB  - This project will investigate self-powered, very large-area wireless sensors for the real-time monitoring of potentially dangerous cracks in steel bridges. The sensing elements are made by inkjet printing nanoparticles onto flexible organic substrates. Carbon nanotube-based materials will be explored for scavenging solar and vibrational energy to power the sensor nodes. Multiscale wireless communication approaches are proposed for convenient access to the sensor data over the Internet.

KW  - Cracking
KW  - Detection and identification systems
KW  - Monitoring
KW  - Nanostructured materials
KW  - Real time information
KW  - Sensors
KW  - Steel bridges
KW  - Wireless communication systems
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0014
UR  - https://trid.trb.org/view/1369402
ER  - 

TY  - ABST
AN  - 01557207
TI  - Research for the AASHTO Standing Committee on Planning. Task 97B. Towards Quantitative Safety Planning: Implementation Support
AB  - NCHRP Project 08-44 produced a guidebook for metropolitan planning organizations (MPOs) and state departments of transportation (DOTs) to assist them in integrating safety into the transportation planning process. NCHRP 08-44(02) developed a suite of software programs, known as PLANSAFE, to enable safety forecasting for use during the planning process. Implementation of PLANSAFE in a pilot test in central Florida is occurring through NCHRP 08-36, Task 97A. Dr. Simon Washington of the University of California at Berkeley has been selected to conduct the pilot test. This project will provide on site personnel in central Florida to ensure smooth and focused implementation of the software tools and to assist in implementing the project in the other 22 Florida MPOs with support from the MPOs themselves and/or the Florida Department of Transportation.  The research team will assist the local participants in learning how to appropriately implement the software; and the team plan a series of briefings with the other Florida MPOs at their quarterly meetings. This will lay the groundwork for continued application of the software tools.
KW  - Florida
KW  - Implementation
KW  - Metropolitan planning organizations
KW  - Safety
KW  - Software packages
KW  - State departments of transportation
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2822
UR  - https://trid.trb.org/view/1346867
ER  - 

TY  - ABST
AN  - 01576001
TI  - Development and Evaluation of Technological Innovations in Transportation for People with Disabilities

AB  - Explore and build on Intelligent Transportation Systems (ITS) and other technologies to provide a set of new methods and devices that would help a person with vision impairment navigate a path, help a person with mobility impairment cross an intersection or a roundabout, and increase the personal mobility of a person with a cognitive or learning impairment.

KW  - Cognition
KW  - Intelligent transportation systems
KW  - Intersections
KW  - Mobility
KW  - Roundabouts
KW  - Technological innovations
KW  - Vision disorders
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0012
UR  - https://trid.trb.org/view/1369401
ER  - 

TY  - ABST
AN  - 01573777
TI  - Full-Scale Aggregate Base Design and Construction

AB  - This activity is aligned with the International Center for Aggregates Research and National Stone, Sand, and Gravel Association research priority list. The activity addresses the issue of using higher modulus, more dense bases construction for thinner asphalt concrete layers, thereby saving agencies money. This activity began to explore methods, which advance the state of the practice in granular base construction, material selection/specification, recycling and blending, and performance modeling. It has evolved with many attributes. Three main aspects are:  Alternative construction techniques; Pavement design structural configuration; and Improved materials characterization and modeling.  Validation of the International Center for Aggregate Research cross-anisotropic resilient modulus material model for use in design and contributions to performance prediction is key.

KW  - Aggregates
KW  - Asphalt concrete
KW  - Pavement design
KW  - Pavement layers
KW  - Road construction
KW  - State of the practice
KW  - Structural analysis
KW  - Subbase (Pavements)
UR  - https://trid.trb.org/view/1366874
ER  - 

TY  - ABST
AN  - 01563877
TI  - Structural Health Monitoring System
AB  - In the past decade, Los Alamos National Laboratories has evaluated six non-destructive damage detection algorithms in terms of their ability to detect and locate damage on bridges. While significant at the time, the state of the art has evolved such that damage cannot only be detected and located, it can also be quantified. Although numerous damage detection algorithms exist to detect a change in the structure, that information by itself is of little value to a state bridge engineer. What is needed is a structural health monitoring (SHM) system capable of evaluating the structural capacity and remaining service life of a bridge. The ultimate objective of this project is to integrate a damage detection algorithm capable of evaluating a bridge's structural capacity and estimating remaining service life into a structural health monitoring system.
KW  - Bearing capacity
KW  - Bridge engineering
KW  - Bridges
KW  - Damage detection
KW  - Service life
KW  - State of the art
KW  - Structural capacity
KW  - Structural health monitoring
UR  - http://www.pooledfund.org/Details/Study/447
UR  - https://trid.trb.org/view/1354983
ER  - 

TY  - ABST
AN  - 01466624
TI  - Performance of Lightweight Foam Concrete Fill and Post-Grouted Drilled Shafts in Broadway Viaduct Replacement
AB  - Due to quality control issues or soft toe conditions, the end bearing capacity of drilled shafts is often not mobilized before service load displacement limits are realized. Shaft capacity is therefore limited as it is developed primarily through mobilization of side-frictional resistance at relatively small displacements. It has been estimated that the end bearing component in-cohesionless soils can be as great as 20 times the resistance available due to side friction. To take advantage of such potential high end bearing capacities in soft-toe conditions, post-grouting of shaft tips is increasing in popularity. In the existing Broadway viaduct replacement project, initial load-testing has been completed on post-grouted drilled shafts that were constructed using the tube-sleeve (tube-a-manchette) approach. However, the increase in shaft capacity did not meet expectations, and questions remain as to the size and integrity of the grout bulb, and therefore the size of the contact area that should be used in analysis and design. It is our understanding that it has been suggested that the tube-a-manchette grouting technique be replaced with a flat-jacking approach, for which the distribution and contact area of the grout will be known. To date, there remain questions regarding the effectiveness of this technique. Current plans for replacing the Broadway viaduct also involve the replacement of the existing cellular abutments with slabs on LFCF material contained within mechanically stabilized earth (MSE) walls. Because this is the first such use of LFCF in a bridge project in Iowa, it will be highly beneficial to assess and document the performance and interaction of the fill with the surrounding walls and underlying foundation soils. The performance of the LFCF-MSE wall system will be studied by instrumenting the wall facade with tilt meters and the straps with strain gages. At each abutment, two soil settlement plates will be used to monitor the soil response at the base of the fill material and two will be installed immediately outside the MSE walls, for a total of eight settlement plates (to be installed by the DOT). Additionally, the pressure under the foamed concrete fill will be monitored using two soil pressure cells. The LFCF offers potential savings over the use of select fills, while post grouting of drilled shaft tips will likely provide savings in construction costs by decreasing the required shaft lengths for a given design load. Documentation and evaluation of the construction and performance of these materials and techniques will benefit future projects in which these technologies may be used.
KW  - Bearing capacity
KW  - Bridge foundations
KW  - Bridge replacement
KW  - Concrete filled structures
KW  - Drilled shafts
KW  - Granular soils
KW  - Load tests
KW  - Mechanically stabilized earth
KW  - Soft soils
UR  - https://trid.trb.org/view/1234859
ER  - 

TY  - ABST
AN  - 01463932
TI  - Research for AASHTO Standing Committee on Highways. Task 287. Roadmap for Winter Maintenance Research
AB  - The objective of this project is develop a roadmap of strategic/business needs for snow and ice control.  The roadmap can then provide a basis for identifying near, medium, and long-term research needs.  The research will involve a workshop of the different groups involved in snow and ice control.  Work has just begun on identifying candidate participants in consultation with the AASHTO Highway Subcommittee on Maintenance; the workshop is expected to be held in June or July 2010, with project completion expected by the end of October 2010. 
KW  - Highway maintenance
KW  - Long range planning
KW  - Maintenance
KW  - National Cooperative Highway Research Program
KW  - Research
KW  - Strategic planning
KW  - Winter maintenance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2865
UR  - https://trid.trb.org/view/1232160
ER  - 

TY  - RPRT
AN  - 01208071
AU  - Schmidt, Jennifer D
AU  - Faller, Ronald K
AU  - Lechtenberg, Karla A
AU  - Sicking, Dean L
AU  - Halloway, James C
AU  - University of Nebraska, Lincoln
AU  - Mid-America Transportation Center
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
AU  - Department of Transportation
TI  - Safety Investigation and Guidance for Work-Zone Devices in Freight Transportation Systems Subjected to Passenger Car and Truck Impacts with New Crash Standards
PY  - 2010/03/01
SP  - 394p
AB  - Crashworthy, work-zone, portable sign support systems accepted under NCHRP Report No. 350 were analyzed to predict their safety performance according to the TL-3 MASH evaluation criteria. An analysis was conducted to determine which hardware parameters of sign support systems would likely contribute to the safety performance with MASH. The accuracy of the method was evaluated through full-scale crash testing. Four full-scale crash tests were conducted with a pickup truck. Two tall-mounted, sign support systems with aluminum sign panels failed the MASH criteria due to windshield penetration. One low-mounted system with a vinyl, roll-up sign panel failed the MASH criteria due to windshield and floorboard penetration. Another low-mounted system with an aluminum sign panel successfully met the MASH criteria. Four full-scale crash tests were conducted with a small passenger car. The low-mounted tripod system with an aluminum sign panel failed the MASH criteria due to windshield penetration. One low-mounted system with aluminum sign panel failed the MASH criteria due to excessive windshield deformation, and another similar system passed the MASH criteria. The low-mounted system with a vinyl, roll-up sign panel successfully met the MASH criteria. Hardware parameters of work-zone sign support systems that were determined to be important for failure with MASH include sign panel material, the height to the top of the mast, the presence of flags, sign-locking mechanism, base layout and system orientation. Flowcharts were provided to assist manufacturers when designing new sign support systems.
KW  - Compliance
KW  - Crashworthiness
KW  - Human factors in crashes
KW  - Impact tests
KW  - Sign supports
KW  - Standards
KW  - Traffic control devices
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://matc.unl.edu/research/research_projects.php?id=19
UR  - https://trid.trb.org/view/968921
ER  - 

TY  - RPRT
AN  - 01488373
AU  - Burkheimer, Dennis
AU  - Iowa Department of Transportation
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Portable Weather Station
PY  - 2010/03//Final Report
SP  - 6p
AB  - This station was required to have air temperature, relative humidity, wind speed and direction, and pavement temperature sensors of similar quality to the traditional Road Weather Information System (RWIS) sensors, have an integrated solar powered battery system, and be trailer‐mounted for ease of transport. The station was tested by the Iowa Department of Transportation (DOT) for basic reliability and sensor performance for a month and a half in Ames, Iowa before being moved to near Osceola, Iowa in early February 2010 for further field testing and evaluation. DOT field maintenance staff was able to successfully set up the station with minimal instruction and found the station to be relatively intuitive in its installation. Air temperature, wind speed, and wind direction observations from the station were compared to a nearby RWIS station and had good agreement. Pavement temperature readings were compared to sites within 40 miles of the station, and the readings correlated. The station has had good reliability.
KW  - Field tests
KW  - Iowa
KW  - Portable equipment
KW  - Reliability
KW  - Road weather information systems
KW  - Solar power generation
UR  - http://www.iowadot.gov/research/reports/Year/2010/fullreports/Portable%20Weather%20Station.pdf
UR  - https://trid.trb.org/view/1257078
ER  - 

TY  - RPRT
AN  - 01457509
AU  - Lyn, Dennis
AU  - Cooper, Thomas
AU  - Das, Ranadeep
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - A Truck-Mounted Scour Inspection System for INDOT
PY  - 2010/03//Final Report
SP  - 67p
AB  - Scour monitoring may be a useful tool for the Indiana Department of Transportation (INDOT)  in dealing with local scour problems at bridge sites, and a truck-mounted scour-monitoring system is an attractive option offering flexibility in deployment and cost-effectiveness. This report deals with two aspects related to the further development of such a system: i) a web application that combines the latest available information regarding streamflow with relevant information regarding bridges considered susceptible to bridge scour, thereby assisting in truck-deployment decisions, and ii) development of an acoustic positioning system as a replacement of the original mechanical positioning in order to improve the ease of use.The web application, written in Macromedia (now Adobe) Flash 7, provides a graphical (map) display of stream gaging sites and bridges, and the relevant information. The report discusses briefly its use and the software implementation.The acoustic positioning system is based on acoustically measuring distances from transmitters attached to the scour sonar housing to an array of receivers of known fixed positions, and is intended for use in determining reproducibly the position being probed by a scour sonar. Laboratory tests were performed with the system in isolation, and results were compared with locations determined from a Total station. It was found that, under relatively ideal laboratory conditions, the system could locate the transmitters within 1-ft in the horizontal and 1-ft in the vertical. For the more demanding location of a probed point on a hypothetical streambed, the system errors often exceeded this specification. Field tests, undertaken for both stationary-truck and moving-truck applications, but with the positions of transmitters nominally fixed with respect to the receivers, showed that the results were noisier, but appropriate pre-screening and post-processing yielded useful data.
KW  - Bridges
KW  - Indiana Department of Transportation
KW  - Inspection equipment
KW  - Positioning
KW  - Scour
KW  - Structural health monitoring
UR  - http://dx.doi.org/10.5703/1288284314285
UR  - https://trid.trb.org/view/1218751
ER  - 

TY  - RPRT
AN  - 01457326
AU  - Bhargava, Abhishek
AU  - Labi, Samuel
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Framework for Ex Post Facto Evaluation of Highway Project Costs in Indiana
PY  - 2010/03//Final Report
SP  - 274p
AB  - Researchers and engineers continue to ponder over the reliability of construction cost forecasts made at the early stages of project development. After a project has been incorporated in the statewide transportation improvement program, increasingly detailed estimates of its cost are prepared at the remaining stages of project development, namely, design estimate, engineer’s estimate, and bid estimate. The accuracy of such estimates has critical consequences on contract administration and asset management in general. Most agencies do not have a methodological framework to identify projects where final cost is likely to exceed the cost estimate, or where the cost estimate is likely to exceed the final cost. This study presents such a methodology for identifying contracts that are likely to experience cost overrun at different stages of the project development process. Also, the study analyzes escalation patterns of cost estimates across the stages of project development. The application of the methodology is demonstrated using data from Indiana. Monte Carlo simulations were conducted to analyze the variability in probabilities of escalation patterns and cost overruns. To facilitate implementation of the study results, a software tool was developed using the developed models to identify contracts that are more likely to experience cost overrun in Indiana. The methodology can, however, be used by other highway agencies. For the case study, the results showed that for expansion (capacity addition) and bridge contracts, the probability of cost overrun increased with increase in contract size. For pavement projects, large contracts (exceeding $5 million) were found to be more likely to experience a cost underrun compared to small contracts. Pavement contracts in urban areas were found to be more likely to experience cost overrun compared to their rural counterparts. For expansion and bridge contract cost overrun, no significant difference in cost overrun likelihood was found between urban and rural areas. Expansion and pavement contracts on Non-NHS highways were found to be more likely to experience cost overrun, compared to such contracts on NHS highways. Bridge contracts on Interstates were more likely to experience cost overrun compared to Non-Interstates. Furthermore, it was found that as the time duration between project proposal and design completion increased, the tendency of a contract to experience cost overrun increased. Longer time spans between project proposal and letting were also found to increase the probability of cost overrun. In addition, the risk of occurrence of a particular escalation pattern was found to influence the probability of cost overrun.
KW  - Construction projects
KW  - Cost estimating
KW  - Cost overruns
KW  - Costs
KW  - Indiana
KW  - Road construction
UR  - http://dx.doi.org/10.5703/1288284314274
UR  - https://trid.trb.org/view/1218740
ER  - 

TY  - RPRT
AN  - 01454322
AU  - Frosch, Robert J
AU  - Ramirez, Julio A
AU  - Price, Stephen
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Innovative Bridge Construction Program: Implementation of Full-Depth Bridge Deck Panels in Indiana
PY  - 2010/03
SP  - 270p
AB  - This research evaluates the use of precast, prestressed bridge deck panels on new and existing precast, prestressed concrete girders. The evaluation focuses on the ease of construction and the ability of the system to develop composite action with the concrete girders. A system developed by the Connecticut Department of Transportation (CDOT) and Precast/Prestressed Concrete Institute New England Region (PCINER) was chosen for testing from available systems because it is representative of the current geometry of precast bridge deck panels. The CDOT system was evaluated in a series of large scale tests in which the panels were placed on a 40 ft prestressed concrete girder and subjected to three point loading. The CDOT system is compared to a new system developed as part of the research program. The new system addresses durability and ease of construction issues that are problematic with current joint details. The strength and geometry of both the current and new joint details are evaluated and compared in a series of direct shear tests. A final, large scale specimen was designed, constructed, and loaded to evaluate the new system. It was concluded that the behavior of the new system is comparable to that of the CDOT system. In addition, the new system is easy to construct and minimizes deck penetrations, thereby enhancing durability. This research has the potential to impact the way in which the aging highway system is rehabilitated and replaced by reducing the associated time and costs of construction while decreasing disruption to the traveling public.
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge design
KW  - Girders
KW  - Indiana
KW  - Panels
KW  - Precast concrete
KW  - Prestressed concrete
UR  - http://dx.doi.org/10.5703/1288284314273
UR  - https://trid.trb.org/view/1218739
ER  - 

TY  - RPRT
AN  - 01453676
AU  - Corson, Lynn A
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Identification and Implementation of Best Management Practices for Erosion and Sediment Control That Conform to Indiana Storm Water Quality Regulations and Guidance
PY  - 2010/03//Final Report
SP  - 86p
AB  - The study identifies the best management practices (BMPs) for erosion and sediment control that conform to Indiana storm water quality regulations and the Indiana Storm Water Quality Manual. Recommendations are made for modification of the Indiana Department of Transportation (INDOT) Standard Specifications and other documents, consistent with the proposed BMPs.  The INDOT NPDES storm water permit application, originally prepared in September 2003 and submitted to the Indiana Department of Environmental Management, was to have been revised and resubmitted during this study period, but was not. The study, instead, focuses on INDOT storm water quality issues attendant to the revision and makes recommendations for addressing these issues. Recommendations are made for the organization and content of an erosion and sediment control certification and training program for INDOT and contractor personnel.  The Kentucky Erosion Prevention and Sediment Control Field Guide was modified, with the approval of the Kentucky authors/publishers, for use as an Indiana field guide.
KW  - Best practices
KW  - Drainage
KW  - Erosion control
KW  - Indiana
KW  - Recommendations
KW  - Runoff
KW  - Sediment discharge
UR  - http://dx.doi.org/10.5703/1288284314269
UR  - https://trid.trb.org/view/1218735
ER  - 

TY  - RPRT
AN  - 01368818
AU  - Fernando, H  J S
AU  - Ovenden, N C
AU  - Shaffer, S R
AU  - Arizona State University, Tempe
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Investigations of Environmental Effects on Freeway Acoustics
PY  - 2010/03//Final Report
SP  - 52p
AB  - The study reported here was designed to examine the impact of background meteorological conditions on the propagation of noise from urban freeways in the Phoenix area. The aim was to understand and predict how sound waves emanating from highways respond to the vertical profiles of atmospheric temperature gradients and velocity shear, so that sound measurements can be interpreted with regard to the environmental variability. Over the course of four days in late 2006 and two days in early 2007, field experiments were carried out at two freeway sites, where meteorological data and sound levels were measured and recorded from early morning until the middle of the day. Such periods span the stable, morning transitional and convective periods of the atmosphere. From the data collected, three test cases of varying atmospheric density stratification and wind shear are presented and discussed. These cases represent all measurement periods and were analyzed in detail. A parabolic equation model coupled to a Green’s function model close to the source field was developed and used to compute the refracted sound field for experimental cases up to half a mile from the freeway, permitting computations of noise exposure of residential areas nearby. The model demonstrates that atmospheric effects are able to raise sound levels by 10dB–20dB at significant distances from the highway, which at times led to exceeding acceptable limits imposed by Federal Highway Administration for residential areas. Mitigation strategies such as barriers and asphalt rubber friction course (ARFC) are also briefly discussed.
KW  - Acoustic emission
KW  - Field studies
KW  - Freeways
KW  - Meteorological phenomena
KW  - Noise
KW  - Phoenix (Arizona)
KW  - Sound level
UR  - http://ntl.bts.gov/lib/44000/44300/44359/AZ605-1.pdf
UR  - https://trid.trb.org/view/1137304
ER  - 

TY  - RPRT
AN  - 01365488
AU  - Giuffre, William L
AU  - Cambridge Systematics, Inc.
AU  - Federal Highway Administration
TI  - Evaluation of Highway Performance Measures for a Multi-State Corridor - A Pilot Study
PY  - 2010/03//Final Report
SP  - 72p
AB  - Determining an appropriate set of performance measures to use for managing the nation's highway network is a vital component of the work to preserve our existing transportation infrastructure. Recent research, such as National Cooperative Research Program (NCHRP) Project 20-74 describing an asset management framework for the Interstate Highway System (IHS), has highlighted the importance of establishing a consistent set of performance measures for communicating physical conditions of our roads, bridges, and other highway assets. The Federal Highway Administration (FHWA) Office of Asset Management developed this project to analyze bridge and pavement data across a multi-state corridor, evaluate the quality of existing performance measures, and recommend additional measures as well as further avenues of research in this area. A key deliverable involved using the Integrated Corridor Analysis Tool (ICAT), previously developed by the I-95 Corridor Coalition, as a platform to display bridge and pavement performance data. ICAT provides a map-based application, accessible via the Internet, that allows users to view, analyze, and compare performance data along an entire corridor or at a specific location. This project provides a statistical analysis of bridge and pavement data received from Virginia, Maryland, and Delaware. This analysis included looking at individual values as well as comparing values both within a state and across states.
KW  - Bridges
KW  - Condition surveys
KW  - Interstate 95
KW  - Pavement performance
KW  - Performance measurement
KW  - Statistical analysis
UR  - http://www.fhwa.dot.gov/asset/hif10015/hif10015.pdf
UR  - https://trid.trb.org/view/1132960
ER  - 

TY  - RPRT
AN  - 01365349
AU  - Abdel-Rahim, Ahmed
AU  - Khanal, Mandar
AU  - Cooley, Howard
AU  - Gould, Samantha
AU  - National Institute for Advanced Transportation Technology
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - Synthesis of Research on Work Zone Delays and Simplified Application of QuickZone Analysis Tool
PY  - 2010/03//Final Report
SP  - 52p
AB  - The objectives of this project were to synthesize the latest information on work zone safety and management and identify case studies in which Federal Highway Administration's (FHWA’s) decision support tool QuickZone or other appropriate analysis tools could be applied. The results of the analysis showed that QuickZone was an efficient tool to macroscopically analyze traffic operations at work zones. It provides reliable planning-level estimates of delay and queue length that are comparable to that reported by microscopic simulation models. It can be used to analyze work zones in urban freeways, rural freeways, four-lane divided urban arterials and corridors, and two-lane rural highways. QuickZone, provides department of transportation (DOT) staff with the opportunity to effectively analyze work zone projects and fully assess their impacts. It also provides DOT staff with a tool that can be used to reliably estimate work zone user cost, in the form of vehicular delay, for different project scheduling, phasing, delivery methods, and other traffic management alternatives. QuickZone, a Microsoft Excel application, is a fairly simple-to-use analysis tool. However, it requires extensive data input to fully represent the traffic flow profile throughout the work zone. QuickZone delay and queue length output are highly sensitive to calibration parameters such as saturation flow headway and lane capacity. Using site specific parameters will improve the model output. Average saturation flow headway and the corresponding lane capacity values for different road types in Idaho are provided in Table 4 in this report. These values are based on field measurements of saturation flow headway at different sites throughout Idaho. Realistic capacity estimates can be obtained using these values as base capacity values with adjustments following the Highway Capacity Manual 2000 procedures. Adjustments to the base value include: duration and intensity of work activity, effect of heavy vehicles, and presence of ramps in close proximity to the work zone.
KW  - Queuing
KW  - QuickZone (Computer program)
KW  - Saturation flow
KW  - Simulation
KW  - Traffic delays
KW  - Traffic flow
KW  - Work zones
UR  - http://www.itd.idaho.gov/highways/research/archived/reports/RP%20179_Final.pdf
UR  - http://ntl.bts.gov/lib/44000/44200/44248/RP_179_Final.pdf
UR  - https://trid.trb.org/view/1133959
ER  - 

TY  - RPRT
AN  - 01365329
AU  - Abdel-Rahim, Ahmed
AU  - Wall, Richard
AU  - Ahmed, Sk Monsur
AU  - Browne, Cody
AU  - National Institute for Advanced Transportation Technology
AU  - Idaho Transportation Department
AU  - Federal Highway Administration
TI  - An Automated Testing Tool for Traffic Signal Controller Functionalities
PY  - 2010/03//Final Report
SP  - 31p
AB  - The purpose of this project was to develop an automated tool that facilitates testing of traffic controller functionality using controller interface device (CID) technology. Benefits of such automated testers to traffic engineers include reduced testing time, enhanced repeatability and consistency of testing, reduced testing costs, and improved testing quality and productivity. The automated tester can be operated in a static mode using the graphical user interface. The timing of input changes is strictly controlled by the person operating the testing system. It uses XML script files to specify which inputs are activated, the timing of those activations and verifying the controller response(s). The software provided is for a limited set of National Electrical Manufacturers Association (NEMA) TS1 controllers running a specific firmware version as specified by the Idaho Transportation Department. Other traffic controllers can be tested provided that the testing program has been modified to communicate with that specific controller. Software modifications to the testing software are required because there is no standard communications protocol used by various traffic controller manufacturers that allow the traffic controller settings to be read from the controller. A version of the automated tester has been developed and tested that interfaces with NEMA TS2 type 1 and type 2 controllers. This version uses the National Transportation Communications for ITS Protocol (NTCIP) via either the asynchronous RS232 serial port or the Ethernet port. However, our investigation has shown that various vendors have significant differences in the interpretation of the NTCIP standard, and the automated testing software must still be verified with specific traffic devices running specific firmware versions. The automated tester also includes a CID-based suitcase tester emulator that can replace or supplement manual testing.
KW  - Automatic test equipment
KW  - Fuzzy logic
KW  - National Transportation Communications for Intelligent Transportation Systems Protocol
KW  - Traffic signal controllers
KW  - Traffic signal timing
KW  - User interfaces (Computer science)
UR  - http://www.itd.idaho.gov/highways/research/archived/reports/RP%20180_Final.pdf
UR  - http://ntl.bts.gov/lib/44000/44200/44249/RP_180_Final.pdf
UR  - https://trid.trb.org/view/1133935
ER  - 

TY  - RPRT
AN  - 01359681
AU  - Hopwood, Theodore
AU  - Palle, Sudhir
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Nondestructive Testing of Defective ASTM A 514 Steel on the I-275 Combs-Hehl Twin Bridges Over the Ohio River in Campbell County, Kentucky
PY  - 2010/03//Final Report
SP  - 82p
AB  - Three defective ASTM A 514 steel splice plates were discovered on the I-275 Combs-Hehl twin bridges over the Ohio River. A follow-up in-depth field inspection of 1,356 A 514 steel plates on the bridges revealed 14 additional defective gusset and splice plates. The A 514 steel was improperly heat-treated resulting in a brittle crack-prone microstructure. Ultrasonic and impact hardness tests were used to identify the defective steel. Subsequently, the defective steel plates were either removed or lapped with additional steel plates.
KW  - Bridge members
KW  - Campbell County (Kentucky)
KW  - Cantilever bridges
KW  - Gusset plates
KW  - Hardness tests
KW  - Nondestructive tests
KW  - Splice plates
KW  - Steel plates
KW  - Stress cracking
KW  - Ultrasonic tests
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_11_KH_60_07_1F.pdf
UR  - https://trid.trb.org/view/1125641
ER  - 

TY  - RPRT
AN  - 01354139
AU  - Tyagi, Avdhesh K
AU  - Al-Madhhachi, Abdul-Sahib
AU  - Brown, James
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Degradation in Rush, Wildhorse, and Salt Creeks of Washita River in Oklahoma for Transportation Planning
PY  - 2010/03//Final Report
SP  - 136p
AB  - The purpose of this research is to analyze the flow line data and relate it to the degradation of the Rush, Wildhorse and Salt Creeks at bridge location in the Washita River tributaries. This information may then be used to replace or rehabilitate those bridges that experienced severe degradation. This report evaluates channel degradation in three tributaries of the Washita River in Oklahoma. The three creeks include Rush Creek at 29.18 miles of the Washita River and Wildhorse Creek at 54.82 miles of the Washita River and Salt Creek at 14.62 miles in Wildhorse Creek watershed. In Rush Creek, the maximum degradation is computed 0.46 feet per year over 15 years. Salt Creek has a maximum degradation of 0.63 feet per year over 8 years. The maximum degradation for Wildhorse Creek is determined 0.43 feet per year over 35 years. Washita River degradation rates ranged from 0.1 to 0.3 feet per year as determined in a previous study, while the degradation of Rush, Wildhorse and Salt Creeks ranged from 0.22 to 0.46, 0.072 to 0.43 and 0.02 to 0.63 feet per year, respectively. After detailed hydraulic and geotechnical analysis the following bridges were recommended for further evaluation and possibly rehabilitation; b17568, b17569, b17590, and b17591. The foundation of piers is determined to be very close to the current flow line.
KW  - Bridges
KW  - Channel flow
KW  - Channels (Waterways)
KW  - Degradation (Hydrology)
KW  - Geotechnical engineering
KW  - Hydraulics
KW  - Oklahoma
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/42000/42400/42423/FY09_2194_Tyagi_FinalReport.pdf
UR  - https://trid.trb.org/view/1117065
ER  - 

TY  - RPRT
AN  - 01339100
AU  - Wen, Haifang
AU  - Li, Xiaojun
AU  - Martono, Wilfung
AU  - Washington State University, Pullman
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Assessment of Wisconsin’s Whitetopping and Ultra-thin Whitetopping Projects
PY  - 2010/03//Final Report
SP  - 133p
AB  - Whitetopping (WT) overlay is a concrete overlay on the prepared existing hot mix asphalt (HMA) pavement to improve both the structural and functional capability. It’s a relatively new rehabilitation technology for deteriorated HMA. If the slab thickness is less or equal to 4 in., it is referred to as ultra-thin whitetopping (UTW). The primary objectives of this study are to catalog the WT and UTW projects in Wisconsin, document pertinent design and construction elements, assess performance and estimate a service life of these projects. A comprehensive literature review was performed. A database of the WT and UTW projects was established covering 18 projects built from 1995 to 2007 in Wisconsin. The performance of these WT and UTW projects was assessed, by means of shear strength tests on field cores, falling weight deflectometer (FWD) tests on selected projects, and field distress survey on in-service projects. FWD backcalculation methods for WT and UTW pavements were studied and a Critical Distance Method was proposed and utilized for UTW pavement. Fatigue life was analyzed using 18kip, 22kip and 26kip single axle load level. Performance assessment was conducted using both Pavement Condition Index (PCI) and Pavement Distress Index (PDI). The performance of WT projects in Wisconsin was found comparable to that in other states. WT overlay thickness, joint spacing and pavement age were found to have significant effects on pavement performance.
KW  - Asphalt pavements
KW  - Concrete overlays
KW  - Condition surveys
KW  - Falling weight deflectometers
KW  - Fatigue tests
KW  - Joint spacing
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Shear strength
KW  - Thickness
KW  - Ultra-thin whitetopping
KW  - Ultrathin concrete overlays
KW  - Whitetopping
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53296/08-10%2520%2520FINAL%2520report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-10_FINAL_report.pdf
UR  - https://trid.trb.org/view/1101712
ER  - 

TY  - RPRT
AN  - 01337321
AU  - Miller, John S
AU  - Garber, Nicholas J
AU  - Kamatu, Josephine N
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Incorporating Safety into the Regional Planning Process in Virginia: Volume II: A Resource Guide
PY  - 2010/03//Final Report
SP  - 97p
AB  - Motor vehicle crashes have an annual societal cost of $230 billion, and one way to reduce this cost is to incorporate safety directly into the long-range transportation planning process. This resource guide presents some ways through which safety and planning may be integrated and is targeted toward Virginia Department of Transportation (VDOT) district planners, metropolitan planning organizations, and planning district commissions. The guide does not constitute a VDOT policy or regulation; rather, it is a set of best practices designed to accompany, rather than duplicate, the regional transportation planning process. The guide describes eight independent steps for integrating safety into the regional transportation planning process and provides one or more Virginia-specific examples for each step. The steps are as follows: 1. Develop a vision statement, goals, and objectives that directly incorporate safety. 2. Use diverse stakeholders to identify alternatives and evaluate their utility. 3. Use safety-related performance measures to assess deficiencies. 4. Acquire data within the time constraints faced by the planner. 5. Analyze data with available resources and thus select higher impact projects. 6. Prioritize projects to determine the largest expected crash avoidance given limited funds. 7. Identify alternative funding sources for safety-related projects. 8. Monitor the safety impacts of implemented projects. This guide constitutes Volume II of the two-volume report Incorporating Safety Into the Regional Planning Process in Virginia. Volume I describes how the guide was developed.
KW  - Best practices
KW  - Highway safety
KW  - Regional planning
KW  - Safety programs
KW  - Strategic planning
KW  - Transportation planning
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r15.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56145/VA10-R15.PDF
UR  - https://trid.trb.org/view/1097802
ER  - 

TY  - RPRT
AN  - 01226644
AU  - Kading, Kelly W
AU  - Bender, Kathryn E
AU  - Chowdhury, Faisal
AU  - HDR Engineering, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Hazardous Materials Transportation in Arizona
PY  - 2010/03//Final Report
SP  - 39p
AB  - The purpose of this report is to summarize the data that have been collected, provide references to other researched material that supports the findings of this study, and provide a set of viable recommendations for moving forward with the preparation of a hazardous materials transportation plan (HMTP) for ADOT. Overviews of other states’ programs are documented and describe which plans or portions of the plans may be adapted for use by ADOT. This report includes an overview of the computer modeling software available, and discusses the evaluations of the models. State and federal regulations and guidance with regard to transportation of hazardous materials and incidents involving hazardous materials are discussed. Strengths and weaknesses of some of the available data are identified. It is concluded that ADOT should consider the Texas approach for preparing an HMTP. The following are actionable recommendations to begin the process for the HMTP preparation: (1) Use the Texas Administrative Codes as a basis for Arizona to develop and pass similar statutes. (2) Support a statute to require all trucks transporting hazardous materials to stop at ports of entry. (3) Develop a Web site with GIS-based maps for designated routes and other suitable information. (4) Create an alliance with AZSERC for using the commodity flow studies and prioritize corridors for completion of coverage of the state. (5) Form an interagency task force consisting of representatives from ADOT, AZSERC, ADPS, EMD, FHWA, FMCSA, metro Phoenix and Tucson municipalities, and others. (6) Fill in data gaps with air, rail, borders, and intrastate transport of hazardous materials. (7) Participate in a peer-to-peer program with Texas DOT for experience and technical transfer related to the HMTP preparation and utilization.
KW  - Arizona
KW  - Computer models
KW  - Data quality
KW  - Freight transportation
KW  - Hazardous materials
KW  - Incident management
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/34000/34500/34507/AZ624.pdf
UR  - https://trid.trb.org/view/982014
ER  - 

TY  - RPRT
AN  - 01225587
AU  - Hossain, M Shabbir
AU  - Apeagyei, Alex K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Lightweight Deflectometer for In-Situ Determination of Pavement Layer Moduli
PY  - 2010/03//Final Report
SP  - 40p
AB  - The quality of base and subgrade construction has conventionally been evaluated using specifications based on density and moisture content. Such specifications for highway base and subgrade require the use of a nuclear density and/or moisture gauge that poses potential health hazards to the operator and requires expensive certification and monitoring. Moreover, density and moisture do not relate to pavement design input parameters or performance. The fundamental material properties such as elastic and resilient moduli that are key inputs in the new mechanistic empirical-based design cannot be obtained from density and moisture content measurements. The primary objective of this study was to investigate the suitability of the lightweight deflectometer (LWD) to measure in-situ pavement layer moduli. The LWD, along with two other devices, the GeoGauge and dynamic cone penetrometer (DCP), were used to measure and monitor subgrade and base layer moduli during construction. Three existing gravel roads were also tested. A high spatial variability was found for the stiffness modulus values measured by all three devices. There were no significant correlations among the results with the devices. Although no unique relationship between mean LWD moduli and either GeoGauge or DCP moduli was found, a good correlation was found when the 85th percentile stiffness values were compared. The effect of dry density was not evident, but moisture content showed a significant influence on the measured stiffness with all three devices, especially the LWD. A limited laboratory investigation indicated that the high modulus value for the LWD may be attributable to soil suction or a pore pressure development from transient loading of the LWD on a fine-grained soil. The LWD is not recommended for use for construction quality control until further research has been conducted to determine the causes of the high spatial variability and the effect of moisture on the LWD-measured modulus. The study further recommends that additional well-controlled laboratory testing be performed to evaluate the effect of moisture on LWD-modulus measurements and that field studies be conducted to verify the findings. The advantage of the LWD is the lower operating cost and lower health risk compared to the conventional nuclear density and moisture content devices. In addition, the LWD can directly measure the modulus properties that are the basis for the new Mechanistic Empirical Pavement Design Guide (MEPDG) pavement design.
KW  - Base course (Pavements)
KW  - Cone penetrometers
KW  - Deflectometers
KW  - Field tests
KW  - GeoGauge
KW  - Lightweight deflectometers
KW  - Modulus of elasticity
KW  - Modulus of resilience
KW  - Moisture content
KW  - Road construction
KW  - Stiffness
KW  - Subgrade (Pavements)
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r6.pdf
UR  - https://trid.trb.org/view/986709
ER  - 

TY  - RPRT
AN  - 01219908
AU  - Barnes, Craig
AU  - thembcgroup
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Developing and Evaluating Safe Winter Driving Messages
PY  - 2010/03//Final Report
SP  - 28p
AB  - The objectives of this project were: Poll Clear Roads member states for crash data; Conduct an online survey instrument to better identify target demographics, geographics and psychographics;  Develop a messaging platform that includes a 30-, 15- and 7-second spot to be used for TV or Internet pre-roll videos and 2 Internet Banner Flash Ads; and Create a Final Report that includes a summary of project with detailed information on how to deploy campaign materials.  The project accomplishments are reported in this final report.
KW  - Advertising
KW  - Crash data
KW  - Digital video
KW  - Driving
KW  - Highway safety
KW  - Internet
KW  - Messages (Communications)
KW  - Safety campaigns
KW  - Surveys
KW  - Television
KW  - Winter
KW  - Winter maintenance
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/09-21winterdrivingmessages-f.pdf
UR  - http://www.clearroads.org/downloads/09-21winterdrivingmessages-final-report.pdf
UR  - https://trid.trb.org/view/978343
ER  - 

TY  - RPRT
AN  - 01219903
AU  - Akin, Michelle
AU  - Shi, Xianming
AU  - Western Transportation Institute
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Standardized Test Procedures for Evaluating Deicing Chemicals
PY  - 2010/03//Final Report
SP  - 97p
AB  - This project aims to develop and/or identify a series of standard laboratory testing procedures and ranges that can be used to evaluate the performance of deicing chemicals, additives and mixtures used on roadways and other transportation facilities. A literature review and survey were conducted to provide the scope and direction for laboratory tests. The results of the survey indicate relatively modest implementation of the deicer performance tests developed under the Strategic Highway Research Program (SHRP) and ASTM freezing point test. As such, several test methods were experimented for the purpose of refining or developing a promising test protocol, including: Differential Scanning Calorimetry (DSC) thermogram test for liquid deicers, Modified SHRP Ice Melting Test for solid and liquid deicers, Modified SHRP Ice Penetration Test for solid and liquid deicers, and a modified ice undercutting test developed by Minnesota DOT for solid and liquid deicers. These tests shed light on the complexity and challenges in evaluating various deicers, especially the poor reliability inherent in conventional test methods. The DSC-based method was demonstrated to be very reproducible for each deicer at a given dilution rate and heating rate, and thus may serve as a “fingerprint” tool for quality assurance of deicers. The DSC data also showed strong correlation with the Modified SHRP Ice Melting Test data, which hold the promise of establishing the DSC-based method for evaluating the performance of liquid deicers (both in terms of characteristic temperature and ice melting capacity). The Modified SHRP Ice Melting Test incorporates a control substance and some checks to determine acceptability of the data. While not essential, a round robin test involving multiple laboratories is recommended to assess the between-laboratory variability of these improved or newly developed tests for deicing chemicals.
KW  - American Society for Testing and Materials
KW  - Deicing chemicals
KW  - Differential scanning calorimetry
KW  - Laboratory tests
KW  - Literature reviews
KW  - Performance measurement
KW  - Quality assurance
KW  - Standardization
KW  - Strategic Highway Research Program
KW  - Surveys
KW  - Test procedures
KW  - Testing protocol
KW  - Winter maintenance
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-32deicinglabtest-f.pdf
UR  - http://www.clearroads.org/research-projects/downloads/08-32deicinglabtest-final-report.pdf
UR  - http://www.westerntransportationinstitute.org/documents/reports/4W1906_Final_Report.pdf
UR  - https://trid.trb.org/view/970589
ER  - 

TY  - RPRT
AN  - 01207876
AU  - Fuhs, Chuck
AU  - Parsons Brinckerhoff
AU  - Federal Highway Administration
TI  - Synthesis of Active Traffic Management Experiences in Europe and the United States
PY  - 2010/03//Final Report
SP  - 35p
AB  - This synthesis report describes both US and European techniques in Active Traffic Management (ATM). The primary focus of this synthesis is on European experience, which in some cases dates back a number of years. This report provides a compilation of lessons learned, experiences, operational results, and benefits associated with active traffic management applications. The applications included for discussion are primarily those that include variable speed management (also called speed harmonization or lane control in Europe), shoulder or line management, junction control, and directional routing. The report concludes with a discussion of the potential benefits and challenges of a system-wide application of techniques to actively manage traffic and a listing of initial implementations of European strategies in the US.
KW  - Europe
KW  - Highway traffic control
KW  - Intersections
KW  - Managed lanes
KW  - Ramps (Interchanges)
KW  - Road shoulders
KW  - United States
KW  - Variable speed control
KW  - Variable speed limits
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10031/fhwahop10031.pdf
UR  - http://ntl.bts.gov/lib/35000/35400/35434/fhwahop10031.pdf
UR  - https://trid.trb.org/view/967958
ER  - 

TY  - RPRT
AN  - 01207435
AU  - Covalt, Margaret
AU  - Fisher, Monika
AU  - Hoerner, Todd
AU  - Raczkowski, Laura
AU  - Applied Pavement Technology, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Commonwealth of Pennsylvania Bureau of Aviation Pavement Evaluation Report
PY  - 2010/03//Final Report
SP  - 202p
AB  - As part of the Pennsylvania Department of Transportation’s (PennDOT's) airport pavement management efforts, the Bureau of Aviation (BOA) retained Applied Pavement Technology, Inc. (APTech), assisted by DY Consultants, to evaluate the condition of the pavements at 95 public-use airports and heliports and to update their existing airport pavement management system (APMS) originally implemented in 2001. The results of this project are presented in this report and can be used by the BOA and the Federal Aviation Administration (FAA) to identify, prioritize, and schedule pavement maintenance and rehabilitation actions at these airports. During this project, the conditions of the pavements were assessed using the FAA pavement condition index (PCI) methodology – the industry standard in aviation for visually assessing the condition of pavements. During a PCI evaluation, inspectors walk over the pavement and identify visible signs of deterioration. Pavement defects are characterized in terms of type of distress, severity level of distress, and amount of distress. This information is then used to develop a composite index (PCI number) that represents the overall condition of the pavement in numerical terms, ranging from 0 (failed) to 100 (excellent). The PCI number provides an overall measure of condition and an indication of the level of maintenance or rehabilitation work that will be required to maintain or repair a pavement. The individual distress information (such as cracking, rutting, and so on) provides insight into what is causing the pavement to deteriorate, which in turn can be used to select the appropriate maintenance or rehabilitation action to correct the problem. PCI data also serve as the basis for an APMS – a computerized tool used to track pavement condition, identify pavement repair needs, and develop prioritized maintenance and rehabilitation programs with associated schedules and budgets.
KW  - Airport runways
KW  - Condition surveys
KW  - Deterioration
KW  - Pavement Condition Index
KW  - Pavement cracking
KW  - Pavement distress
KW  - Pavement management systems
KW  - Rutting
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Airport%20Pavement%20Management%20System.pdf
UR  - http://ntl.bts.gov/lib/34000/34200/34208/Airport_Pavement_Management_System.pdf
UR  - https://trid.trb.org/view/968389
ER  - 

TY  - RPRT
AN  - 01173864
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
AU  - Research and Innovative Technology Administration
TI  - Current Uses of Web 2.0 Applications in Transportation: Case Studies of Select State Departments of Transportation
PY  - 2010/03
SP  - 50p
AB  - “Web 2.0” is an umbrella term for websites or online applications that are user-driven and emphasize collaboration and user interactivity. The trend away from static web pages to a more user-driven Internet model has also occurred in the public sector, where these dynamic web pages are known as “government 2.0” applications. The goals of government 2.0 applications are to promote transparent governance and citizen involvement in decision-making, often through sharing government data online through web-based applications. Overall, web applications termed 2.0 are distinguished from earlier generation online resources because they emphasize: (1) Users’ participation in content creation, editing, or distribution. (2) The ability to provide customized information to users that is tailored to their specific interests, preferences, or requests. In this report, the term “2.0” is used to refer to both web 2.0 and government 2.0 applications, since both types of initiatives share similar functionalities, albeit government 2.0 websites focus specifically on user participation in a government context. This report presents and synthesizes the findings from seven case studies that assess how select state Departments of Transportation (DOTs) are applying 2.0 tools to meet various business objectives. The report identifies best practices, benefits, challenges, and lessons learned in the use of these technologies. It also describes the participating transportation agencies’ decision-making processes regarding the implementation and management of 2.0 applications. Observations made in the case studies are expected to support transportation officials in their efforts to consider the pros and cons of 2.0 use, as well as to determine how 2.0 tools might be best utilized. The project team case prepared case studies for DOTs in Massachusetts (MassDOT), Mississippi (MDOT), Missouri (MoDOT), North Carolina (NCDOT), Rhode Island (RIDOT), Texas (TxDOT), and Washington (WSDOT).
KW  - Benefits
KW  - Best practices
KW  - Challenges
KW  - Information systems
KW  - Interactive computer systems
KW  - Lessons learned
KW  - State departments of transportation
KW  - Web 2.0
KW  - Web applications
KW  - Websites (Information retrieval)
UR  - http://www.gis.fhwa.dot.gov/documents/web20report/web20report.pdf
UR  - http://ntl.bts.gov/lib/35000/35700/35779/web20report.pdf
UR  - https://trid.trb.org/view/927797
ER  - 

TY  - RPRT
AN  - 01167131
AU  - Opiela, Ken
AU  - Samaha, Randa Radwan
AU  - Scullion, Paul
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - California Motorcycle Crashes: Roadway and Rider Contributing Factors
PY  - 2010/03//Technical Summary
SP  - 3p
AB  - The number of motorcycle fatalities in the United States (US) has followed a consistently increasing trend from 1997 to 2007. The state of California has been the largest single contributor to the US fatalities total over that period. This paper provides an overview of the crash conditions and injury severity in both single motorcycle crashes and two-vehicle crashes involving motorcycles with a focus on roadway and rider factors.
KW  - California
KW  - Fatalities
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Human factors in crashes
KW  - Injury severity
KW  - Motorcycle crashes
KW  - Motorcyclists
KW  - Multiple vehicle crashes
KW  - Single vehicle crashes
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926089
ER  - 

TY  - RPRT
AN  - 01167116
AU  - Marzougui, Dhafer
AU  - Story, Christopher
AU  - Nix, Lilly
AU  - Kan, Cing Dao
AU  - Powers, Richard D
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - Development of an Energy Absorbing End-Terminal for the Steel Backed Timber Guardrail Phase IIB: Test Level 2 Crash Testing Results
PY  - 2010/03
SP  - 154p
AB  - This report documents a series of five full-scale crash tests that were conducted at the Federal Highway Administration (FHWA) Federal Outdoor Impact Laboratory (FOIL). The purpose of the tests was to evaluate a new energy absorbing end-terminal design for steel backed timber (SBT) guardrails used by the National Park Service. The end-terminal was assessed in accordance to the NCHRP Report 350 at test level 2 (TL-2) impact conditions. Two end terminals were designed through computer simulations in an earlier phase of this study. The one selected for these tests was an energy absorbing, gating design. All five tests showed that end-terminal meets all recommendations of NCHRP Report 350 TL-2.
KW  - Energy absorbing materials
KW  - Guardrail terminals
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Timber
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926066
ER  - 

TY  - RPRT
AN  - 01167105
AU  - Opiela, Ken
AU  - Samaha, Randa Radwan
AU  - Scullion, Paul
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - US Single Motorcycle Crashes: An Overview of Roadside Hazards
PY  - 2010/03//Technical Summary
SP  - 3p
AB  - In the United States (US), motorcycle crash casualties have increased steadily since the mid 1990s, with motorcyclist fatalities more than doubling from a low in 1997. In 2008, 5,290 motorcyclists were killed in traffic, accounting for 14% of all crash fatalities (NHTSA 2009). Earlier research showed roadway departure crashes are disproportionately deadly; these crashes make up 19% of motorcycle crashes but result in 38% of fatalities, and have increased in numbers and become more severe in recent years (Samaha et al. 2007). The purpose of this study was to provide an overview of roadway hazards that contribute to the severity of single motorcycle crashes (SMC) in the US.
KW  - Fatalities
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Motorcycle crashes
KW  - Motorcyclists
KW  - Ran off road crashes
KW  - Roadside hazards
KW  - Single vehicle crashes
KW  - United States
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926088
ER  - 

TY  - RPRT
AN  - 01167088
AU  - Marzougui, Dhafer
AU  - Story, Christopher
AU  - Nix, Lilly
AU  - Kan, Cing Dao
AU  - Powers, Richard D
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - Development of an Energy Absorbing End-Terminal for the Steel Backed Timber Guardrail Phase IIA: Design of TL 2 SBT End Treatment
PY  - 2010/03
SP  - 49p
AB  - A new design for an end-treatment to the Steel Backed Timber Guardrail was developed using computer simulations. Detailed computer models of the test vehicles and varied end-terminal designs were used to assess the barrier performance under different test conditions. Several previous full-scale and components tests were used to validate the models. The end-terminal developed in this study is an energy-absorbing gating design meeting the NCHRP Report 350 Test Level 2 (TL2) impact conditions. Simulations of the seven recommended conditions for this type of barrier were carried out to ensure that the barrier meets all performance criteria before conducting the full-scale crash tests. The simulations showed that the end-terminal design meets all NCHRP report 350 safety performance recommendations. In addition to the NCHRP Report 350 cases, three simulations using the Manual for Assessing Safety Hardware (MASH) 2270P vehicle were conducted to evaluate the barrier performance with this heavier vehicle. The three simulations showed that the end-terminal meets the criteria for the TL2 impact conditions.
KW  - Energy absorbing materials
KW  - Guardrail terminals
KW  - Guardrails
KW  - Highway safety
KW  - Simulation
KW  - Timber
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926065
ER  - 

TY  - RPRT
AN  - 01164856
AU  - Bennert, Thomas
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Forensic Testing of Stone Matrix Asphalt Rubber Material
PY  - 2010/03//Final Report
SP  - 27p
AB  - The project encompassed forensic testing on extracted cores of the stone matrix asphalt rubber (SMAR) material placed on I295. Cores were provided to the Rutgers Asphalt/Pavement Laboratory (RAPL) via Advanced Infrastructure and Design (AID). Performance testing on cores determined the following volumetric and mechanical properties:  bulk specific gravity and air voids, permeability, fatigue cracking, rutting resistance and moisture sensitivity.
KW  - Air voids
KW  - Asphalt rubber
KW  - Cores (Specimens)
KW  - Fatigue cracking
KW  - Moisture sensitivity
KW  - Performance tests
KW  - Permeability
KW  - Rutting
KW  - Specific gravity
KW  - Stone matrix asphalt
UR  - http://cait.rutgers.edu/files/SMAR-RU0473_0.pdf
UR  - http://ntl.bts.gov/lib/33000/33500/33579/SMAR-RU0473_0.pdf
UR  - https://trid.trb.org/view/925816
ER  - 

TY  - SER
AN  - 01164237
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Peng, Fan
AU  - Ouyang, Yanfeng
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Pavement Program Planning based on Multi-Year Cost-Effectiveness Analysis
PY  - 2010/03//Research Report
SP  - 33p
AB  - Many traditional planning procedures tend to postpone maintenance, repair, and rehabilitation (MR&R) work until the pavement facility becomes significantly deteriorated. Any repair and rehabilitation work carried out after significant deterioration of the pavement turns out to be time consuming and not cost effective. The Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) have been actively promoting preventive maintenance policies to state DOTs. Such proactive policies prescribe less-costly treatments for pavement facilities in order to prevent severe deterioration from occurring. This research project aims to develop such a cost effective planning procedure for the State of Illinois. The objective of this study is to develop an advanced pavement program planning procedure based on multi-year cost-effectiveness analysis. As a part of this project, a study on existing successful pavement management programs was conducted to understand the state of practice. Effective (yet simple) mathematical models have been developed to support pavement program planning practices. The developed models incorporate the concept of cost effective ranking for pavement program planning and would help in making decisions that focus on preventive maintenance. A spreadsheet-based software has been developed to serve as a decision-making support tool that facilitates the planning process. This software will help IDOT officials to easily incorporate the developed mathematical ranking models into their routine pavement maintenance planning process. The outcomes of this project (planning models and decision-support software) will help IDOT staff (i) make better decisions on the cost-effectiveness of MR&R activities and (ii) facilitate cost effective highway preservation and improvement in Illinois.
KW  - Cost effectiveness
KW  - Decision making
KW  - Illinois
KW  - Mathematical models
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Preventive maintenance
KW  - Programming (Planning)
KW  - Software
UR  - http://hdl.handle.net/2142/45953
UR  - https://trid.trb.org/view/923688
ER  - 

TY  - SER
AN  - 01164204
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Tegge, Robert A
AU  - Jo, Jang-Hyeon
AU  - Ouyang, Yanfeng
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Application of Safety Performance Functions for Illinois
PY  - 2010/03//Research Report
SP  - 181p
AB  - This report explains the procedure involved in developing Safety Performance Functions (SPF) for the road segments and intersections in the state of Illinois, under the jurisdiction of the Illinois Department of Transportation. SPFs predict the relationship among traffic, geometric conditions of the road and crash density, crash severity, and crash type. The SPFs are developed in such a way that they can be easily incorporated into the SafetyAnalyst tool that is being developed by FHWA to analyze and improve the safety of road elements. The SPFs are used to calculate a given site’s Potential for Safety Improvement (PSI) and thus help in identifying the locations that have the highest potential for improvement. A literature review was conducted as a part of the study to identify the methodology that would be needed. The literature review included studies on identifying the statistical techniques best suited for the requirement and identifying road element variables that have to be considered while developing SPFs. This report also includes the background and rationale behind the use of techniques such as Empirical Bayesian method, Sliding Window technique, and other such procedures that have been used in the analysis. As part of the study, road segments and intersections were classified into peer groups such that members of a peer group would have homogenous characteristics. Network Screening was conducted for all state-maintained (marked and unmarked) routes to identify high-crash locations, which directly supports the development of the 2008 Illinois Five Percent Report to FHWA. This project also develops a VBA (Visual Basic for Applications) software tool that can be directly used by Illinois Department of Transportation (IDOT) officials to update SPFs and PSI screening in the future. This tool incorporates the statistical and computation models in an easy-to-use Excel spreadsheet environment. The software also automates the decision support process for identifying high crash sites in the Illinois roadway network. The system requirements and the procedure involved in using the software are explained in this report.
KW  - Countermeasures
KW  - Crash characteristics
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Illinois
KW  - Safety performance functions
KW  - Software
KW  - Traffic crashes
UR  - http://hdl.handle.net/2142/45952
UR  - https://trid.trb.org/view/923682
ER  - 

TY  - RPRT
AN  - 01163227
AU  - Dbindsa, Albinder
AU  - Spiller, Neil C
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Traffic Analysis Toolbox Volume X: Localized Bottleneck Congestion Analysis: Focusing on What Analysis Tools Are Available, Necessary, and Productive for Localized Congestion Remediation
PY  - 2010/03
SP  - 30p
AB  - In the past, much, or all, of recurring congestion was felt to be a systemic problem ("not enough lanes") but much of the root cause of recurring congestion is in fact subordinate locations within a facility; i.e., "bottlenecks" and chokepoints. Elsewhere on the same facility and during the same hours, the facility runs free. This document is meant to discuss when, where and how to study small, localized sections of a facility (e.g., on/off ramps, merges, lane drops, intersections, weaves, etc.) in cost-effective means. Some chokepoints are (or seem) obvious in their solution; add a turn lane, widen a stretch of highway, retime a signal, or separate a movement by ramp. However, the solution can often lead to hidden or supplementary problems; hidden bottlenecks, disruptions upstream, or undue influence on abutting accesses, etc. Analyzing localized sections of highway is different from analyzing entire corridors or regions. Microsimulation analysis products vary in their target applications and purported results. This document will provide guidance that specifies the choice of analysis tools and inputs necessary to analyze localized problem areas. It also provides some guidance as to when analysis it warranted, and what data inputs are required.
KW  - Bottlenecks
KW  - Microsimulation
KW  - Traffic analysis tools
KW  - Traffic congestion
KW  - Traffic mitigation
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop09042/fhwahop09042.pdf
UR  - https://trid.trb.org/view/923860
ER  - 

TY  - RPRT
AN  - 01163226
AU  - Wiegand, Paul D
AU  - Cable, James K
AU  - Cackler, Tom
AU  - Harrington, Dale
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Concrete Overlay Construction
PY  - 2010/03//Final Report
SP  - 189p
AB  - Several road construction projects involving concrete overlays at the state and county levels in Iowa in 2009 were studied for construction techniques and methods. The projects that were evaluated consisted of sites in four Iowa counties: Osceola, Worth, Poweshiek, and Johnson counties. The construction techniques and methods that were studied included concrete overlays and material usage. By evaluating these methods, highway agencies can explore different ways of making road construction less costly and can minimize the amount of time that the traveling public is exposed to road construction. Research conclusions are offered in the following areas:  Longitudinal joint formation; Global Positioning System mapping of pavement surfaces for concrete surface profile and quantity calculations; Milling; Slipform paver machine control; Stringless paving; Geotextile bond breakers; Concrete opening strength requirement for local traffic use; Traffic control for one- and two-lane overlay construction; Overlay construction operation timing; and Falling weight deflectometer testing.
KW  - Concrete overlays
KW  - Construction management
KW  - Construction projects
KW  - Falling weight deflectometers
KW  - Geotextiles
KW  - Global Positioning System
KW  - Iowa
KW  - Longitudinal joints
KW  - Milling
KW  - Road construction
KW  - Slip form paving
KW  - Stringless paving
KW  - Work zone traffic control
UR  - http://publications.iowa.gov/id/eprint/20076
UR  - http://www.intrans.iastate.edu/reports/TR-600_report.pdf
UR  - https://trid.trb.org/view/923853
ER  - 

TY  - RPRT
AN  - 01163059
AU  - Justus, Henry G
AU  - Chesner, Warren H
AU  - Chesner Engineering, P.C.
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Best Practices for Architectural Pavement Treatments
PY  - 2010/03//Final Report
SP  - 74p
AB  - Architectural Pavement Treatments are special treatments applied to pavements to enhance the aesthetic character of the pavement and the surrounding environs in which they are applied. They achieve this objective by imparting special colors and/or patterns to the roadway, typically applied at crosswalk locations, traffic circles to highlight and delineate the selected areas. This report presents the findings and conclusions of an evaluation of the design and construction procedures and the performance of Architectural Pavement Treatments on New York State roadways. Three categories of treatments were considered in the evaluation. They include Textured Thermoplastic Inlays, Textured Hot Applied Polymer Surface and Epoxy/Polymer Binder. The evaluation was undertaken through surveys of vendors/suppliers of the treatments, surveys of State and local government agencies that previously used these treatments, surveys of selected New York State sites, where the treatments have been employed, and a review of existing specifications. Based on the results of the investigation a Best Practice Guideline was prepared and is included as an Appendix to this report.
KW  - Aesthetics
KW  - Best practices
KW  - Color
KW  - Crosswalks
KW  - Epoxy resins
KW  - Local government agencies
KW  - New York (State)
KW  - Pattern design
KW  - Pavement design
KW  - Polymer modified binders
KW  - Polymers
KW  - Specifications
KW  - State government agencies
KW  - Surveys
KW  - Thermoplastic inlays
KW  - Traffic circles
KW  - Vendors
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-18%20Final%20Report
UR  - https://trid.trb.org/view/923608
ER  - 

TY  - RPRT
AN  - 01162221
AU  - Federal Highway Administration
TI  - Elgin O'Hare-West Bypass Project, tier one : environmental impact statement
PY  - 2010/03//Volumes held: Draft(2v), Final(2v)
KW  - Environmental impact statements
KW  - Illinois
UR  - https://trid.trb.org/view/923207
ER  - 

TY  - RPRT
AN  - 01162165
AU  - Federal Highway Administration
TI  - SR 502 corridor widening project : environmental impact statement
PY  - 2010/03//Volumes held: Draft, Draft Appendix, Final, Final Appendix
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/923151
ER  - 

TY  - RPRT
AN  - 01162049
AU  - Federal Highway Administration
TI  - US-127/SR-28 improvements from I-40 at Crossville to SR-62 at Clarkrange, Cumberland and Fentress counties : environmental impact statement
PY  - 2010/03//Volumes held: Draft, Draft AppendixF-R, Final
KW  - Environmental impact statements
KW  - Tennessee
UR  - https://trid.trb.org/view/923033
ER  - 

TY  - RPRT
AN  - 01162043
AU  - Federal Highway Administration
TI  - US 290 corridor from FM 2920 to IH 610 : environmental impact statement
PY  - 2010/03//Volumes held: Draft(2v), Final(3v)
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/923027
ER  - 

TY  - RPRT
AN  - 01162035
AU  - Federal Highway Administration
TI  - US-95 Garwood to Sagle, Kootenai and Bonner counties : environmental impact statement
PY  - 2010/03//Volumes held: D,Dsum,F,Fapp,B1 Biological assessment, B2 Wetland delineation report, B3 Archaeological and historical survey report addenda, B4 Technical noise report and technical report addenda, B5 Cultural resources assessment(4v)
KW  - Environmental impact statements
KW  - Idaho
UR  - https://trid.trb.org/view/923019
ER  - 

TY  - RPRT
AN  - 01162027
AU  - Federal Highway Administration
TI  - NC 24, Cumberland, Sampson, and Duplin counties : environmental impact statement
PY  - 2010/03//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - North Carolina
UR  - https://trid.trb.org/view/923011
ER  - 

TY  - RPRT
AN  - 01160583
AU  - Glitman, Karen
AU  - University of Vermont, Burlington
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - Research and Innovative Technology Administration
TI  - Transportation Workforce Development at Community Colleges
PY  - 2010/03
SP  - 35p
AB  - Community college participation and endorsement will be integral to the success of a National Transportation Workforce Development Strategy. The University of Vermont Transportation Research Center (TRC) analyzed the results of a survey conducted with the American Association of Community Colleges (AACC) that sought to quantify existing community colleges’ programs, infrastructure and partnerships preparing students for careers in transportation. Building upon data from this survey, the TRC has analyzed what transportation training exists at community colleges today and how that curriculum is supported by both investments in specialized equipment and through strategic partnerships. As detailed in this report:  1) The majority of schools reported having programs that develop skills relevant to the transportation sector, especially general skills (finance, technologies, operations and maintenance) that are transferrable to non-transportation industries; 2) Where schools are planning to expand or initiate transportation curriculum, it is primarily in technical areas, such as engineering, where the skills may extend to sectors other than transportation; 3) Similarly, where schools indicated having specialized equipment, most of the investment was for tools that could be leveraged beyond transportation studies, and few schools reported owning or having access to transportation-specific equipment, such as training ships, rail cars, or airplane fuselages; and 4) The majority of schools reported having strategic partnerships with other schools; federal, state, and municipal government entities; and private companies – supporting their transportation-related efforts. Collectively, these data suggest that there is a solid foundation within community colleges to deliver transportation-related training, but that additional investment and coordination likely will be necessary to support future workforce needs. To that end, this report lays out both best practices for community colleges looking to increase their transportation programs and recommendations for how the U.S. Department of Transportation can best stimulate and support the evolution of community colleges as a key pillar in the transportation workforce development infrastructure.
KW  - Best practices
KW  - Community colleges
KW  - Curricula
KW  - Education and training
KW  - Equipment
KW  - Partnerships
KW  - Recommendations
KW  - Surveys
KW  - Transportation careers
KW  - Universities and colleges
KW  - Workforce development
UR  - http://www.uvm.edu/~transctr/trc_reports/UVM-TRC-10-002.pdf
UR  - https://trid.trb.org/view/921471
ER  - 

TY  - RPRT
AN  - 01160559
AU  - Lane, D Stephen
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Effect of Wet Curing Duration on Durability Parameters of Hydraulic Cement Concretes
PY  - 2010/03//Final Report
SP  - 46p
AB  - Hydraulic cement concrete slabs were cast and stored outdoors in Charlottesville, Virginia, to study the impact of wet curing duration on durability parameters. Concrete mixtures were produced using portland cement, portland cement with slag cement, and portland cement with Class F fly ash concretes with water–cementitious materials ratios (w/cm) of 0.45 and 0.35. These concretes were subjected to immediate liquid membrane-forming curing (LMFC) or 1, 3, 7, or 14 days wet curing. Two slabs were cast for each of the wet curing durations. Following the curing period, one slab was allowed to dry naturally, and LMFC compound was applied to the other. Three additional concretes containing saturated lightweight fine aggregate were produced to study the potential impact of internal curing on the durability parameters. These concretes contained portland cement with fly ash, silica fume, and both, at 0.35 w/cm. Three slabs were cast from each mixture and subjected to LMFC, 1 or 3 days wet curing. The slabs were instrumented with humidity probes at two depths below the surface. Specimens were removed from two depths and tested for tensile strength, electrical conductivity, and sorptivity at 3 and 12 months of age. The success rate of the humidity measurements within the slabs was low because of water condensation. However, water condensation qualitatively indicates that the slabs did not dry out to an extent that would adversely impact concrete property development. Neither the strength, electrical conductivity, nor sorptivity results were impacted appreciably by the duration of moist curing. At most, 1 to 3 days wet curing was sufficient. Reducing w/cm had a positive impact on reducing permeability parameters, and previous work by others has shown the duration of curing needed to achieve discontinuity in the capillary pore system decreases with decreasing w/cm. No added benefit was observed by application of LMFC following the wet curing. The prevailing weather conditions in the months during and following placement were humid, which would obviate any benefit from post wet-curing applications of LMFC compound to slow drying. Prevailing weather conditions and the w/cm of the concrete mixture are important factors in determining adequate curing procedures and duration and should be considered by the project management team at the time of construction to establish appropriate procedures. A direct cost savings could be realized by removing the requirement for wet curing and using LMFC only in situations where it is likely to benefit the curing process. Alternatively, there may be long-term benefits that could be realized by applying these cost savings to the application of penetrating sealers, particularly for concretes that will be subjected early in their life to aggressive anti-icing and deicing programs.
KW  - Concrete
KW  - Concrete curing
KW  - Concrete sorptivity
KW  - Cost effectiveness
KW  - Electrical conductivity
KW  - Fly ash
KW  - Hydraulic cement
KW  - Liquid membranes
KW  - Moist curing
KW  - Portland cement concrete
KW  - Slag cement
KW  - Tensile strength
KW  - Water cement ratio
KW  - Weather conditions
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r11.pdf
UR  - https://trid.trb.org/view/921286
ER  - 

TY  - RPRT
AN  - 01160554
AU  - Miller, John S
AU  - Garber, Nicholas J
AU  - Kamatu, Josephine N
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Incorporating Safety into the Regional Planning Process in Virginia: Volume I: Development of a Resource Guide
PY  - 2010/03//Final Report
SP  - 60p
AB  - The Federal Highway Administration argues that one way to reduce substantially the annual $230 billion national societal cost of motor vehicle crashes is to incorporate safety directly into the long-range transportation planning process. Because much of this planning in Virginia is conducted by metropolitan planning organizations (MPOs) and planning district commissions (PDCs), it is appropriate to determine ways in which the Virginia Department of Transportation (VDOT) (which generally is responsible for roadway safety) may work with these organizations to integrate safety and planning. A survey of Virginia MPOs/PDCs conducted in this study revealed a healthy interest in such integration: 83% of respondents included safety in their planning goals and objectives, 61% involved citizens in safety planning, and 86% (of those answering the particular question) indicated safety is a factor (or in the case of one respondent, the only factor) used to prioritize projects in the long-range plan. The survey also identified several barriers to such integration. Although respondents cited a lack of dedicated safety funding as the largest obstacle, other barriers cited included the difficulty of obtaining of crash data and a lack of adequate training for staff in areas such as geometric design, crash data acquisition, and human factors. Further, 44% of respondents [who answered the particular question] noted that before/after studies are not conducted to determine the efficacy of safety-related projects. Accordingly, this study developed a Virginia-specific resource guide that VDOT district planning staff, MPOs, and PDCs can use to enhance the integration of safety into the planning process. This report (Volume I) describes the process used to develop the guide; the guide itself is provided in Volume II. The guide promotes the incorporation of safety into the planning process by providing numerous, specific examples rather than by exhorting agencies to perform such coordination. Virginia is a diverse state composed of urban, suburban, and rural regions with varying degrees of reliance on local and state crash data systems. As a consequence, the opportunities to integrate safety and planning are themselves diverse, as reflected in the guide. Many solutions presented in the guide are feasible in some situations but not in others. For example, widening substandard high-speed travel lanes may be productive in a rural area, whereas an urban location might benefit from a reduction in the number of vehicle lanes and the addition of a bicycle path. Further, the guide identifies 16 funding sources for safety-related projects given that no funding source has universal applicability. By necessity, therefore, of the diverse examples provided in the guide, only some may be suitable for a given region.
KW  - Financial sources
KW  - Highway safety
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Planning commissions
KW  - Resource guides
KW  - Surveys
KW  - Transportation planning
KW  - Virginia
KW  - Virginia Department of Transportation
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r14.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56144/VA10-R14.PDF
UR  - https://trid.trb.org/view/921312
ER  - 

TY  - SER
AN  - 01159568
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Van Dam, Thomas J
TI  - Geopolymer Concrete
PY  - 2010/03
SP  - 4p
AB  - Geopolymer concrete—an innovative material that is characterized by long chains or networks of inorganic molecules—is a potential alternative to conventional portland cement concrete for use in transportation infrastructure construction. It relies on minimally processed natural materials or industrial byproducts to significantly reduce its carbon footprint, while also being very resistant to many of the durability issues that can plague conventional concrete. However, the development of this material is still in its infancy, and a number of advancements are still needed. This TechBrief briefly describes geopolymer concrete materials and explores some of their strengths, weaknesses, and potential applications.
KW  - Geopolymer concrete
KW  - Properties of materials
KW  - Technological innovations
KW  - Transportation infrastructure
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif10014/hif10014.pdf
UR  - https://trid.trb.org/view/920076
ER  - 

TY  - RPRT
AN  - 01159487
AU  - Nassif, Hani
AU  - Suksawang, Nakin
AU  - Lewis, Rod
AU  - Najm, Husam
AU  - Rutgers University, Piscataway
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Bridge Deck Cracking and Composite Action Analyses
PY  - 2010/03//Final Report
SP  - 54p
AB  - According to the American Society of Civil Engineers Report Card (ASCE, 2005), United States infrastructure received a grade point average of "D" (i.e., poor rating) in 2005. Moreover, the National Bridge Inventory (Federal Highway Administration, 2004) revealed that of more than 594,470 bridges in the US, about 150,981 (25.4%) are considered structurally deficient or functionally obsolete. Hence, major decisions must be made to allocate the limited funds available for repair, rehabilitation, and replacement. The vast majority of deficient bridges will require at least partial or full concrete deck replacement. Accordingly, many state departments of transportation expend significant effort and resources on the construction of durable reinforced concrete bridge decks. Previous research indicates that the development of transverse cracking in newly constructed concrete bridge decks continues to be a nationwide problem. In this study, three potential causes of cracking are investigated: 1) excessive restraint of the placed concrete, 2) design for deflection, and 3) high-strength gain of the concrete. Various bridge types were considered and modeled using the finite element (FE) computer program, ABAQUS. The FE model included the effect of shear studs, concrete strength, live load on the placement of concrete in existing bridges, and deflection limits. Existing data and results from this research indicate that the shear studs, concrete strength, and rebar locations have very little effect on bridge deck cracking. Depending on concrete pouring sequence, construction scenarios, and truck weight spectra, loading from adjacent truck traffic may lead to bridge deck cracking. To control bridge deck flexibility that causes an increase in concrete tensile stresses, new bridges with high-strength steel in excess of 70 ksi need to be designed with New Jersey Department of Transportation deflection limits.
KW  - ABAQUS (Computer program)
KW  - Bridge decks
KW  - Composite action
KW  - Cracking
KW  - Finite element method
KW  - High strength steel
KW  - Reinforced concrete
KW  - Tensile stresses
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2008-010.pdf
UR  - https://trid.trb.org/view/920026
ER  - 

TY  - RPRT
AN  - 01159482
AU  - Chatman, Daniel G
AU  - DiPetrillo, Stephanie E
AU  - Alan M. Voorhees Transportation Center
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Eliminating Barriers to Transit-Oriented Development
PY  - 2010/03//Final Report
SP  - 81p
AB  - Transit-oriented development refers to dense, mixed-use development near transit facilities, particularly denser housing development. Achieving such density is a politically difficult goal. In New Jersey, the main barriers are community concerns about the potential of new development to cause parking problems, increased traffic, and negative fiscal impacts because of increased school enrollments. This report provides evidence comparing the auto use, auto ownership, parking use, and school enrollment of residents of new housing near rail stations with those of households living in older housing near rail stations as well as households living farther away in both old and new housing. Data collection consisted of structured interviews; a field audit of parking supply and occupancy; and, a survey of households. Residents of new housing constructed close to a rail station have fewer children than households residing in new housing more than a half mile from stations, or households in older housing regardless of location. Auto ownership and auto commuting are correlated much more strongly with housing type and tenure, with on-street parking availability, and with the larger geographical context than with rail station access.
KW  - Access
KW  - Automobile ownership
KW  - Automobile travel
KW  - Children
KW  - Data collection
KW  - Development density
KW  - Households
KW  - Housing
KW  - Interviewing
KW  - New Jersey
KW  - Parking
KW  - Public transit
KW  - Residential density
KW  - Surveys
KW  - Transit oriented development
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2010-002.pdf
UR  - https://trid.trb.org/view/920038
ER  - 

TY  - RPRT
AN  - 01159366
AU  - Kanneganti, Sri
AU  - Desai, Tushar
AU  - Bentley Systems, Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Electronic Automation of LRFD Design Programs
PY  - 2010/03//Final Report
SP  - 24p
AB  - The study provided electronic programs to the Wisconsin Department of Transportation (WisDOT) for designing prestressed girders and piers using the Load and Resistance Factor Design (LRFD) methodology. The software provided is intended to ease the transition to LRFD for WisDOT design engineers. In addition to the software program, staff training was provided via Webinar and a User Manual was delivered.
KW  - Bridge design
KW  - Bridge piers
KW  - Computer program documentation
KW  - Girders
KW  - Load and resistance factor design
KW  - Prestressed concrete
KW  - Software
KW  - Training
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53034/Final%2520Report%252005-03.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/05-03lrfddesignsoftware-f1.pdf
UR  - https://trid.trb.org/view/919905
ER  - 

TY  - RPRT
AN  - 01159362
AU  - Wen, Haifang
AU  - Li, Xiaojun
AU  - Martono, Wilfung
AU  - Washington State University, Pullman
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Assessment of Wisconsin’s Whitetopping and Ultra-thin Whitetopping Projects
PY  - 2010/03//Final Report
SP  - 133p
AB  - Whitetopping overlay is a concrete overlay on the prepared existing hot mix asphalt (HMA) pavement to improve both the structural and functional capability. It’s a relatively new rehabilitation technology for deteriorated HMA. If the slab thickness is less or equal to 4 in., it is referred to as ultra-thin whitetopping (UTW). “WT” is used to refer to concrete overlay thicker than 4 in. In this research, the term “whitetopping” is used to refer to both WT and UTW in general. The primary objectives of this study are to catalog the WT and UTW projects in Wisconsin, document pertinent design and construction elements, assess performance and estimate a service life of these projects. A comprehensive literature review was performed. A database of the WT and UTW projects was established covering 18 projects built from 1995 to 2007 in Wisconsin. The performance of these WT and UWT projects was assessed by mean of shear strength tests on field cores, falling weight deflectometer (FWD) tests on selected projects, and field distress survey on in-service projects. FWD backcalculation methods for WT and UTW pavements were studied and a Critical Distance Method was proposed and utilized for UTW pavement. Fatigue life was analyzed using 18kip, 22kip and 26kip single axle load level. Performance assessment was conducted using both Pavement Condition Index (PCI) and Pavement Distress Index (PDI). The performance of whitetopping projects in Wisconsin was found comparable to that in other states. Whitetopping overlay thickness, joint spacing and pavement age were found to have significant effects on pavement performance.
KW  - Asphalt pavements
KW  - Condition surveys
KW  - Falling weight deflectometers
KW  - Literature reviews
KW  - Load tests
KW  - Overlays (Pavements)
KW  - Pavement Condition Index
KW  - Pavement Distress Index
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Shear strength
KW  - Thickness
KW  - Ultra-thin whitetopping
KW  - Whitetopping
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53296/08-10%2520%2520FINAL%2520report.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-10_FINAL_report.pdf
UR  - https://trid.trb.org/view/919902
ER  - 

TY  - RPRT
AN  - 01159194
AU  - Fudala, Nicholas J
AU  - Fontaine, Michael D
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Work Zone Variable Speed Limit Systems: Effectiveness and System Design Issues
PY  - 2010/03//Final Report
SP  - 47p
AB  - Variable speed limit (VSL) systems have been used in a number of countries, particularly in Europe, as a method to improve flow and increase safety. VSLs use detectors to collect data on current traffic and/or weather conditions. Posted speed limits are then dynamically updated to reflect the conditions that motorists are actually experiencing. Presenting drivers with speed limits that are appropriate for current conditions may reduce speed variance, a concept sometimes called speed harmonization. If properly designed, VSL systems have been shown to reduce crash occurrence and can also reduce system travel time through increased uniformity in traffic speeds. High-volume urban work zones tend to be prone to congestion and safety problems, and VSLs may be one way to ameliorate these issues. VSLs were recently installed at a high-volume, congested urban work zone located on I-495 (the Capital Beltway) between the Springfield Interchange in Springfield, Virginia, and the Virginia-Maryland state line on the Woodrow Wilson Memorial Bridge. VSL signs were activated in late July 2008, but initial evaluations of the system showed inconclusive effects. Changing site conditions made a direct before-and-after evaluation of the system deployed in the field problematic, and some problems with the control algorithm were also noted. Given the difficulties in evaluating the system deployed in the field, a calibrated simulation of the site was constructed to assess the effects of the VSL system on traffic operations and safety surrogate measures. The simulation platform also provided an opportunity to examine a number of system configurations to assess how changes in system design and driver behavior might affect a variety of measures. The results indicated that the VSL could create substantial improvements in traffic operations provided the demand did not exceed capacity by too large a margin. The location of the VSL signs played an important role in operational performance. The study recommends that the Virginia Department of Transportation continue to pursue this technology but carefully scrutinize algorithm design and VSL sign placement. Further, a cost/benefit analysis indicated that VSLs may be most appropriate for long-term applications.
KW  - Algorithms
KW  - Benefit cost analysis
KW  - Highway operations
KW  - Location
KW  - Simulation
KW  - Speed signs
KW  - Traffic congestion
KW  - Traffic safety
KW  - Urban areas
KW  - Variable speed limits
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r20.pdf
UR  - https://trid.trb.org/view/919785
ER  - 

TY  - RPRT
AN  - 01158413
AU  - Ullman, Brooke R
AU  - Finley, Melisa D
AU  - Chrysler, Susan T
AU  - Trout, Nada D
AU  - Nelson, Alicia A
AU  - Young, Sarah
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for the Use of Pavement Marking Symbols at Freeway Interchanges: Final Report
PY  - 2010/03//Technical Report
SP  - 116p
AB  - Pavement marking technology has advanced to allow for the use of large multi-color symbols to be placed on the pavement as a means of providing drivers with another source of information from which they can make good driving decisions. This project focused on the use of such in-lane pavement markings to provide the driver with lane guidance and warning information near freeway interchanges. More specifically, researchers evaluated the design and application issues that are associated with the use of pavement marking symbols. The information gathered during this project was used to create a set of guidelines for the use of pavement marking symbols at freeway interchanges.
KW  - Guidelines
KW  - Interchanges
KW  - Road markings
KW  - Symbols
UR  - http://tti.tamu.edu/documents/0-5890-1.pdf
UR  - https://trid.trb.org/view/919066
ER  - 

TY  - RPRT
AN  - 01158152
AU  - McFalls, Jett
AU  - Rogers, William
AU  - Robinson, Clay
AU  - Storey, Beverly
AU  - Stewart, B A
AU  - Li, Ming-Han
AU  - Schutt, James
AU  - Saxena, Vipul
AU  - Wang, Li Chi
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Water Retention Techniques for Vegetation Establishment in TxDOT West Texas Districts
PY  - 2010/03//Technical Report
SP  - 86p
AB  - Water harvesting is the collection of runoff for its productive use and may aid in the germination and establishment of vegetation seeded in the roadside. This project is a synthesis study on the feasibility and implications of adapting water harvesting techniques to Texas roadsides in arid environments. The project uses a case-study approach via specific Texas Department of Transportation (TxDOT) roadway sites to investigate the potential application and impacts of adapting these techniques to roadside vegetation establishment and maintenance in a range of climate and soil conditions. The research seeks to develop alternative water harvesting techniques specifically adapted to the demanding environmental and safety requirements of the roadside. Recommendations for adoption are included along with guidelines, standard construction detail sheets, and specifications. A cost-benefit analysis for the various techniques and a recommendation for implementation of studies to field-verify the synthesis study is included in this report.
KW  - Arid land
KW  - Benefit cost analysis
KW  - Case studies
KW  - Detention basins
KW  - Feasibility analysis
KW  - Guidelines
KW  - Landscape maintenance
KW  - Roadside
KW  - Roadside flora
KW  - Runoff
KW  - Specifications
KW  - Texas
KW  - Vegetation establishment
UR  - http://tti.tamu.edu/documents/0-5748-1.pdf
UR  - https://trid.trb.org/view/918603
ER  - 

TY  - RPRT
AN  - 01158149
AU  - Walubita, Lubinda F
AU  - Umashankar, Vivekram
AU  - Hu, Xiaodi
AU  - Jamison, Brandon
AU  - Zhou, Fujie
AU  - Scullion, Tom
AU  - Martin, Amy Epps
AU  - Dessouky, Samer H
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - New Generation Mix-Designs: Laboratory Testing and Construction of the APT Test Sections
PY  - 2010/03//Technical Report
SP  - 180p
AB  - Recent changes to the Texas hot mix asphalt (HMA) mix-design procedures such as adaption of the higher PG asphalt-binder grades and the Hamburg test have ensured that the mixes routinely used on the Texas highways are not prone to rutting. However, performance concerns have been raised about these mixes, which are now “drier”, more difficult to compact, and more susceptible to cracking. This is particularly problematic with the dense-graded Type C and D mixes that are widely used throughout the State of Texas. Consequently, several new ideas are under consideration to either modify the existing mix-design criteria (target densities, VMA requirements, etc.) and/or to include new and simpler cracking test procedures. Of primary focus in this research project is the comparative evaluation of the following three mix-design procedures and making recommendations thereof: (1) the modified volumetric mix-design procedure; (2) the Hamburg (rutting) and Overlay (cracking) test based balanced mix-design procedure; and (3) a simplified balanced mix-design procedure with a simpler alternative cracking test. The research methodology and scope of work incorporates extensive literature review of the existing mix-design procedures, laboratory testing, and field validation including accelerated pavement testing (APT) and performance monitoring. This interim report provides a preliminary overview of the mix-designs and laboratory test evaluations of three commonly used Texas mixes (namely Type B, Type C, and Type D) based on the Texas gyratory, volumetric, and balanced mix-design procedures. As well as conducting round-robin tests in six different Texas laboratories to quantify the Overlay test variability and repeatability, the laboratory tests also included comparative evaluation of various cracking tests such as the indirect tension, direct uniaxial tension, and semi-circular bending. HMA mix workability and compactability tests for quantifying the constructability aspects of the mixes were also conducted and are discussed in this report. Construction details of the APT test sections are also discussed in this interim report.
KW  - Accelerated tests
KW  - Compactibility
KW  - Dense graded asphalt mixtures
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Literature reviews
KW  - Mix design
KW  - Pavement cracking
KW  - Rutting
KW  - Test sections
KW  - Texas
KW  - Voids in mineral aggregate
KW  - Volumetric mix design
KW  - Workability
UR  - http://tti.tamu.edu/documents/0-6132-1.pdf
UR  - https://trid.trb.org/view/918616
ER  - 

TY  - RPRT
AN  - 01158148
AU  - Fitzpatrick, Kay
AU  - Porter, Richard J
AU  - Pesti, Geza
AU  - Chu, Chi-Leung
AU  - Park, Eun Sug
AU  - Le, Thanh
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Spacing Between Freeway Ramps
PY  - 2010/03//Technical Report
SP  - 118p
AB  - Existing geometric design guidance related to interchange ramp spacing in the Texas "Roadway Design Manual" and the AASHTO’s "A Policy on Geometric Design of Highways and Streets" (Green Book) is not speed-dependent even though intuition indicates spacing and speed are related. Understanding the relationship between interchange ramp spacing, speed, and freeway operations is important, especially in developing potential design values for higher speeds (e.g., 85 to 100 mph). The objectives of this project were to: (a) investigate relationships between weaving length, speed, and overall vehicle operations on Texas freeways and (b) propose updates to current Texas Department of Transportation guidance on recommended distances between ramps. Within the research tasks several methods were utilized to assist in developing guidance on ramp spacing lengths. The methods or resources used to generate potential lengths included: guidance provided in "Design Manual for Roads and Bridges" published by the Highways Agency in England, minimum deceleration and acceleration length for freeway conditions, decision sight distance, sign spacing needs, NCHRP project 3-75 findings, findings from field studies at seven study sites, findings from simulation conducted as part of this research, and safety relationships identified in the literature. Suggested ramp spacings were developed for the entrance ramp to exit ramp and exit ramp to exit ramp conditions.
KW  - AASHTO Green Book
KW  - Freeway operations
KW  - Geometric design
KW  - Guidelines
KW  - Off ramps
KW  - On ramps
KW  - Ramps (Interchanges)
KW  - Spacing
KW  - Texas
KW  - Traffic speed
KW  - Weaving traffic
UR  - http://tti.tamu.edu/documents/0-5860-1.pdf
UR  - https://trid.trb.org/view/918624
ER  - 

TY  - RPRT
AN  - 01158145
AU  - McFalls, Jett
AU  - Li, Ming-Han
AU  - Desai, Aditya B Raut
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Roadside Sediment Control Device Evaluation Program: Technical Report
PY  - 2010/03//Technical Report
SP  - 110p
AB  - One of the problems facing designers/engineers in maintaining regulatory compliance with the Environmental Protection Agency (EPA) and the Texas Commission on Environmental Quality (TCEQ) is the lack of quantifiable data to assist in selecting effective sediment control best management practices (BMPs). Although the two principles of erosion and sediment control are often used interchangeably, they are two separate issues and require different BMPs for mitigation. Erosion control is any practice that protects the soil surface and minimizes soil particle detachment by water or wind. Sediment control is any practice that traps the soil particles after detachment and transport. Typically, effective sediment control is more difficult and expensive than erosion control. While erosion can never be completely controlled, combining erosion and sediment control practices can significantly reduce sediment loss. To help ensure compliance, the Texas Department of Transportation (TxDOT) successfully evaluates the performance of erosion control materials and maintains an Approved Product List (APL). This project developed the formal protocol for a performance-based, sediment retention device testing program that will assist the designer/engineer in the selection of the most effective sediment control BMP. This project studied five temporary sediment control devices: geosynthetic dikes, wattles without coagulant, wattles with coagulant, silt fences, and rock check dams (riprap).
KW  - Best practices
KW  - Compliance
KW  - Detention basins
KW  - Environmental protection
KW  - Erosion control
KW  - Fiber wattle check dams
KW  - Geosynthetics
KW  - Riprap
KW  - Roadside
KW  - Sediment control
KW  - Silt fence
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5948-1.pdf
UR  - https://trid.trb.org/view/918607
ER  - 

TY  - RPRT
AN  - 01158144
AU  - Chaudhary, Nadeem A
AU  - Charara, Hassan A
AU  - Longmire, Ryan R
AU  - Johnson, Jeremy
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Platoon Identification and Accommodation System Implementation in Brownwood and Caldwell, Texas
PY  - 2010/03//Technical Report
SP  - 22p
AB  - In Texas Department of Transportation (TxDOT) Project 0-5507, Texas Transportation Institute (TTI) researchers developed and field-tested an enhanced version of a platoon identification and accommodation (PIA) system developed in an earlier research project. A key feature of the PIA-2 system developed in Project 0-5507 was its ability to detect and progress platoons in both arterial directions. The objective of this implementation project was to install the PIA-2 system at two additional locations in Texas. This report documents the work performed in this implementation project.
KW  - Arterial highways
KW  - Brownwood (Texas)
KW  - Caldwell (Texas)
KW  - Field tests
KW  - Implementation
KW  - Platoon identification and accommodation
KW  - Traffic platooning
UR  - http://tti.tamu.edu/documents/5-5507-01-1.pdf
UR  - https://trid.trb.org/view/918620
ER  - 

TY  - RPRT
AN  - 01158141
AU  - Oh, Jeong Ho
AU  - Wimsatt, Andrew J
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Seal Coat Damage Evaluation Due to Superheavy Load Moves Based on a Mechanistic-Empirical Approach
PY  - 2010/03//Technical Report
SP  - 120p
AB  - The number of superheavy load (SHL) moves has increased drastically within the past 5 years in Texas. Along with the increasing SHL moves, the Texas Department of Transportation (TxDOT) has become increasingly aware of the rising concerns associated with fresh seal coat damage caused from SHL moves. Concerned about the effects of SHL moves on seal coat placed routes, TxDOT sponsored a research project with the Texas Transportation Institute to characterize critical factors related to the failure mechanism of seal coat, propose a mechanistic approach to evaluate failure potential, and develop a guideline for regulating SHL moves to mitigate further seal coat damages. This report describes research efforts and findings to propose a mechanistic approach to evaluate seal coat damage potential via charactering material properties playing a vital role in controlling seal coat behavior subject to SHL moves and validating the proposed mechanistic approach based on pilot field tests conducted in the Bryan and San Antonio Districts taking into account different levels of critical factors identified from this study. Moreover, the efforts were extended to establish a database on SHL routing information gathered from the TxDOT Construction Division from the pavement reviews conducted over the past 5 years in order to review the current guideline for SHLs. The project offered the first opportunity to provide a guideline for regulating SHL moves in order to preserve routes with fresh seal coats by delivering a tool that can be used to evaluate the route in a timely fashion before SHL moves occur.
KW  - Bryan (Texas)
KW  - Field tests
KW  - Guidelines
KW  - Mechanistic-empirical pavement design
KW  - Overweight loads
KW  - Pavement damage
KW  - Permits
KW  - Properties of materials
KW  - Routing
KW  - San Antonio (Texas)
KW  - Seal coats
KW  - Superheavy load
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5270-1.pdf
UR  - https://trid.trb.org/view/918602
ER  - 

TY  - JOUR
AN  - 01156752
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scriba, Tracy
TI  - A Decade of Safety Success
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 49-55
AB  - National Work Zone Awareness Week began as a small event in a single state district, but has grown into a national program. As National Work Zone Awareness Week enters its second decade, this article describes how the campaign took root, what strategies have proven effective at improving safety, and what work remains to be done.  The first Work Zone Awareness Week occurred in April 1997 in the Virginia Department of Transportation's (VDOT) Bristol District. The district's employee involvement team decided to spend a week focusing on work zone safety to raise employees' awareness before they went to work on the roads for the year. VDOT decided to take the campaign statewide in 1998, adding an external awareness component in recognition of the fact that motorists play an important role in reducing work zone crashes, injuries, and fatalities.   Taking the program statewide and partnering with the police helped generate media attention. A VDOT official brought the campaign to the attention of federal officials, and by 1999, the American Traffic Safety Services Association, the Federal Highway Administration and American Association of State Highway and Transportation Officials had signed an agreement to create the national campaign. The list of national partners quickly expanded.  After the first national event, other States quickly joined in the effort by holding their own events, often following the model set by the national executive committee. Today virtually every State DOT holds an annual work zone awareness event. Not only did National Work Zone Awareness Week grow geographically, it grew in the use of symbols, guest speakers, and themes. Many states, including Virginia, have shown a decrease in work zone fatalities and an increase in public awareness since implementing National Work Zone Awareness Week events.
KW  - Construction and maintenance personnel
KW  - History
KW  - National Work Zone Awareness Week
KW  - Safety campaigns
KW  - Special events
KW  - Virginia Department of Transportation
KW  - Work zone safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/08.cfm
UR  - https://trid.trb.org/view/917836
ER  - 

TY  - JOUR
AN  - 01156738
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Copeland, Audrey
AU  - Jones, Cecil
AU  - Bukowski, John
TI  - Reclaiming Roads
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 37-43
AB  - Asphalt producers increasingly are turning to reclaimed asphalt pavement (RAP) as an alternative to virgin materials for use in hot mix asphalt (HMA).  This article discusses the benefits and challenges that exist in increasing RAP use.  RAP is used as a substitute for a portion of the aggregate and asphalt binder in asphalt paving. Historically, state department of transportation (DOT) specifications have set limits on the maximum amount of RAP permitted in HMA and further restrict the material's use in surface layers, certain mixture types, and large or critical projects. The restrictions largely stem from the fact that RAP amounts greater than 15% can require changes in the binder performance grade and additional tests. DOTs also are concerned about the consistency, quality, durability, and performance of high-RAP pavements. The major concerns and obstacles that limit or preclude RAP use concern the blended virgin and RAP binder qualities, and stiffening of the mix with high-RAP quantities.  Recent increases in asphalt costs and diminishing supplies of acceptable quality aggregate have prompted the asphalt paving industry to push for using higher percentages of RAP. The Federal Highway Administration (FHWA), along with its partners, is leading the effort to increase responsible RAP use and provide guidance on overcoming barriers to adoption, especially for mix design and performance. The FHWA is working with Purdue University to improve understanding of HMA mixtures through laboratory testing.   To promote best practices for increased RAP use, FHWA also has initiated a task group to provide technical input. FHWA and industry partners have initiated several demonstration projects that are using high proportions of RAP. The objectives of the field projects are to document mixture design processes; assess procedures for production, construction, and performance testing; and highlight best practices.   The FHWA has also launched its Mobile Asphalt Pavement Mixture Laboratory to provide the mixture design replication and performance testing of RAP and control mixes. The lab has participated in high-RAP field projects in three states. In each case, the State DOT approved higher RAP percentages than its specification previously allowed. FHWA is continuing to document the long-term performance of RAP projects to highlight successful practices and share lessons learned in using higher percentages of the material.
KW  - Asphalt pavements
KW  - Best practices
KW  - Binder content
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Pavement performance
KW  - Reclaimed asphalt pavements
KW  - Specifications
KW  - Waste products
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/06.cfm
UR  - https://trid.trb.org/view/917834
ER  - 

TY  - JOUR
AN  - 01156737
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Surdahl, Roger
AU  - Miller, Donald
AU  - Glenn, Vicki
TI  - Applying Lessons from a Bridge Collapse
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 18-27
AB  - In 1989, a highway bridge under construction in Maryland collapsed.  This paper describes the construction of this bridge, the reasons for the collapse, and the response by highway officials to prevent similar bridge failures.  The bridge was designed as a cast-in-place, posttensioned, concrete box girder structure.  The construction specifications required complete support by shoring until posttensioning could occur.  The bridge collapsed while workers were placing concrete for the deck slab.   After the collapse, the Federal Highway Administration (FHWA), National Park Service, and construction contract officials meticulously combed through the debris to determine the cause of the failure.  After reviewing all findings and the position of the bridge following the collapse, investigators developed a probable failure sequence. An inadequate shoring system could not support the structure while workers were placing the deck slab. Investigations concluded that using improperly sized and poor-quality screw jacks and cross-bracing designed to be loaded at approximately 11 kips in the metal shoring elements — but loaded to approximately 25 kips — probably contributed to the collapse. To prevent future bridge failures, the FHWA, American Association of State Highway and Transportation Officials (AASHTO), American Society of Civil Engineers (ASCE), and others have worked to develop guidelines and standards, improve specifications, and publish a shoring handbook, where previously none existed. Their work is ongoing.  Spurred by another collapse--the 2007 failure of the I-35W bridge in Minneapolis, MN --AASHTO published interim revisions in 2008 to its specifications for temporary bridge works. ASCE plans to publish revisions in 2010 to its guidance, and the National Cooperative Highway Research Program will reevaluate standards for designing, building, and inspecting temporary works, also for release in 2010.
KW  - Case studies
KW  - Collapse
KW  - Construction management
KW  - Crash investigation
KW  - Failure
KW  - Guidelines
KW  - Highway bridges
KW  - Lessons learned
KW  - Maryland
KW  - Shoring
KW  - Specifications
KW  - Standards
KW  - Temporary structures
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/04.cfm
UR  - https://trid.trb.org/view/917832
ER  - 

TY  - JOUR
AN  - 01156730
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Turchetta, Diane
TI  - Taking Stock: Climate Change and Transportation
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 28-36
AB  - According to the U.S. Environmental Protection Agency, transportation activities in 2007 accounted for 28 percent of greenhouse gas (GHG) emissions in the United States. Between 1990 and 2007, emissions from the transportation sector rose by 29%. This paper offers an overview of Federal transportation mitigation activities, technologies for reducing impacts, and State and local strategies for adaptation, plus a sample State inventory of GHG emissions.  The Federal Highway Administration (FHWA) is reaching out to new stakeholders and partners to expand their knowledge on climate change issues.  One important initiative is the creation of a new intra-agency team to help FHWA coordinate its climate change and sustainable transportation efforts.
KW  - Air quality management
KW  - Climate change
KW  - Environmental protection
KW  - Greenhouse gases
KW  - Pollutants
KW  - Sustainable transportation
KW  - Teams
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/05.cfm
UR  - https://trid.trb.org/view/917833
ER  - 

TY  - JOUR
AN  - 01156729
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bobba, Corey
AU  - Clarke, Ann L
AU  - Devine, Stephen
AU  - Davis, Norah
TI  - Small State, Big Vision
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 2-9
AB  - Aided by a number of strong partnerships, the Rhode Island Department of Transportation (RIDOT) and the Rhode Island Airport Corporation are developing an intermodal transportation facility that centralizes transportation access by connecting trains, planes, buses, and rental car operations.  This article describes the development of this facility.  In constructing the $267 million intermodal facility, RIDOT is taking advantage of the contiguous locations of Interstate 95, U.S. Route 1, a medium-size commercial-service airport, and commuter rail.   This complex model of intermodalism has several components: a train platform for commuter rail service, a six-story garage for rental cars and public parking that straddles the train tracks, a three-story building containing services for rental car customers, and an intercity bus stop. In addition, a 1,250-foot (381-meter) elevated and glass-enclosed skywalk with moving walkways will transport travelers between the train platform and the airport terminal, spanning U.S. Route 1.  Nearly 20 years in the making, this historic transportation hub has not been without critics and cost increases. Nevertheless, the facility is on track for completion on schedule by Fall 2010. In addition to major public-private partnerships, the intermodal facility features innovative financing and a number of "green" elements.
KW  - Access
KW  - Airports
KW  - Bus stops
KW  - Case studies
KW  - Financing
KW  - Intermodal facilities
KW  - Parking garages
KW  - Partnerships
KW  - Railroad stations
KW  - Rental cars
KW  - Rhode Island
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/01.cfm
UR  - https://trid.trb.org/view/917829
ER  - 

TY  - JOUR
AN  - 01156725
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Hanson, Susan
AU  - Murakami, Elaine
TI  - Women in Transportation
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 10-15
AB  - Despite their increasing presence in the workforce in general, women remain underrepresented in engineering and the transportation industry. In 2008, only 10.4% of all civil engineers in the United States were women. In the category of transportation and material-moving occupations, the percentage of full-time employed female workers totaled only 13% in 2008.  Gender wage disparities also are evident in many transportation-related occupations.  Statistics like these are troubling for two main reasons. At the individual level, they might reflect a lack of equality between women and men in access to employment opportunities. At the industry level, they indicate unnecessary limitations on the talent pool tapped by transportation firms and agencies. Not only does this gender imbalance limit women's opportunities for interesting and well-remunerated work, it deprives the transportation field of a vital source of talent. Eight female leaders in transportation were interviewed for this article and asked for suggestions on how to attract and retain women in the field. Their recommendations target both the industry and women themselves: (1) connect with children and young people through schools, existing programs to attract women and minorities to science and engineering, and social media; (2) build relationships through networking; (3) participate in industry organizations and take leadership positions in those organizations;  (4) be mentors; and (5) recognize that workers have lives outside their jobs by ensuring flexibility in the workplace, creating part-time positions, facilitating telework, and avoiding the equation of long work hours with productivity. The women interviewed also suggested ways to improve opportunities for women-owned transportation businesses.
KW  - Civil engineers
KW  - Females
KW  - Personnel retention
KW  - Recommendations
KW  - Recruiting
KW  - Transportation careers
KW  - Wages
KW  - Women owned business enterprises
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/02.cfm
UR  - https://trid.trb.org/view/917830
ER  - 

TY  - JOUR
AN  - 01156707
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Wagner, Essie
TI  - Watching Out for Senior Walkers
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 44-48
AB  - Compared with other age groups, older pedestrians are at greater risk of being killed in traffic accidents. This article discusses a pedestrian safety workshop developed by the National Highway Traffic Safety Administration (NHTSA) and the University of North Carolina's Highway Safety Research Center (UNC/HSRC). The half-day workshop aims to foster interaction between older pedestrians, local department of transportation engineers, law enforcement personnel, traffic safety education professionals, and influential decision makers. In developing the pedestrian safety workshop, NHTSA and UNC/HSRC wanted to make it easy for any interested person regardless of age or transportation background to obtain the instructional materials and deliver the half-day event. To support that aim, the partners produced a guide that contains scripts and speaker notes for seven modules, including one that can be used as a stand-alone for a general audience to impart practical information related to risky situations and what participants can do to be safer when walking.  The workshop requires participants to take an observational walk around the neighborhood to hear firsthand from older participants about challenging situations and measures that could make walking more appealing and safer.  One key component of the workshop is that participants include professionals from various disciplines who are called on throughout the presentation to clarify or amplify the instructor's points.   In developing the workshop, the team tailored messages and activities to establish a common basis for discussion across disciplines.   The workshops are designed to help foster ongoing collaboration. In addition, NHTSA is conducting a second round of pilot workshops to develop technical support and evaluate the program.
KW  - Aged
KW  - Multidisciplinary teams
KW  - Partnerships
KW  - Pedestrian education
KW  - Pedestrian safety
KW  - Pedestrians
KW  - Safety education
KW  - Workshops
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/07.cfm
UR  - https://trid.trb.org/view/917835
ER  - 

TY  - JOUR
AN  - 01156689
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Shepherd, Carey
TI  - Recruiting Effort is a Sweet Success
PY  - 2010/03
VL  - 73
IS  - 5
SP  - pp 16-17
AB  - The Florida Department of Transportation sponsors an annual event called South Florida Construction Career Days. At this event, volunteers representing more than 50 contractors, consultants, colleges, and government agencies work together to bring high school students a glimpse of the myriad career opportunities in transportation construction and engineering.  Now in its ninth year, Career Days featured dozens of transportation-related activities.  About 1,500 area high school students received hands-on introductions to highway surveying, design, construction equipment, grading, filling, earthmoving, traffic maintenance, signalization, water testing, media relations and intelligent transportation systems. Area colleges and technical schools teamed with industry representatives to provide career counseling and share information about their curricula. The Florida Highway Patrol was on hand to impart traffic safety tips. Although measuring Career Days' success at strengthening the transportation industry with a pool of fresh applicants is an ongoing task, the event remains popular among South Florida teachers, volunteers, students, and construction industry representatives.
KW  - Case studies
KW  - Construction industry
KW  - Florida
KW  - Florida Department of Transportation
KW  - High school students
KW  - Recruiting
KW  - Special events
KW  - Transportation careers
UR  - http://www.fhwa.dot.gov/publications/publicroads/10mar/03.cfm
UR  - https://trid.trb.org/view/917831
ER  - 

TY  - RPRT
AN  - 01156668
AU  - Henault, John W
AU  - Connecticut Department of Transportation
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Historical Overview of Pavement Friction Testing in Connecticut
PY  - 2010/03//Report 1 (Historical)
SP  - 46p
AB  - A historical overview of pavement friction testing in Connecticut is presented.  Photographs of early pavement friction testers are provided, including vintage photos of a skid trailer from a Federal Highway Administration (formerly Bureau of Public Roads) demonstration in 1968.  Early documents that were pivotal in initiating a pavement friction testing program in Connecticut are cited.  It provides insight into a state highway agency's perspective as friction testing services evolved.  It covers the equipment used and explains the interpretation of data output.  The paper documents Connecticut Department of Transportation (ConnDOT) literature pertaining to pavement friction testing, and lists research studies that have been conducted in Connecticut.  ConnDOT policies and procedures are reviewed.  Early pioneers in pavement friction testing services are acknowledged.
KW  - Connecticut
KW  - Friction tests
KW  - History
KW  - Pavement performance
KW  - Photographs
KW  - Policy
KW  - Research
KW  - Skid trailers
KW  - Test procedures
KW  - Testing equipment
UR  - https://trid.trb.org/view/917707
ER  - 

TY  - SER
AN  - 01156663
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Liu, Liang Y
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Texas - AASHTO Retroreflective Sign Sheeting Specifications
PY  - 2010/03//Research Report
IS  - 10-065
SP  - 31p
AB  - The Illinois Department of Transportation (IDOT) was appointed to chair an American Association of State Highway and Transportation Officials (AASHTO) effort to develop a specification that will simplify and improve how sign sheeting materials will be specified for state DOTs. At the same time, the American Society for Testing and Materials (ASTM) began efforts to modify their specifications which over the years have expanded to the point that each type that is specified is unique to a single producer. To address the true differences in the performance of these materials the Texas Department of Transportation (TxDOT) and Texas Transportation Institute (TTI) conducted a sign sheeting research demonstration, "Standard Specification for Retroreflective Sheeting for Traffic Control," held on May 21-22, 2009, in College Station, Texas. The two entities hosted the event in which manufacturers, industry, and end users joined forces to attempt to resolve questions regarding how drivers perceive retroreflective sign materials. This report contains the proceedings of the field trip experience from the May demonstration in Texas and summarizes the discussions leading to a final draft specification (7/25/09) that was distributed to the AASHTO Subcommittee on Materials Tech Section 4d Sign Sheeting Task Force. This effort led to a new AASHTO Standard Specification for Retroreflective Sheeting for Traffic Control (M 268-09).
KW  - AASHTO Standard Specifications for Transportation Materials and Methods of Sampling and Testing
KW  - Highway traffic control
KW  - Retroreflectivity
KW  - Sign sheeting
KW  - Specifications
UR  - http://hdl.handle.net/2142/45951
UR  - https://trid.trb.org/view/917712
ER  - 

TY  - RPRT
AN  - 01156644
AU  - Dixon, Karen K
AU  - Kopper, Neil
AU  - van Schalkwyk, Ida
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating Safety and Operation of High-Speed Intersections
PY  - 2010/03//Final Report
SP  - 146p
AB  - This final report reviews a research effort to evaluate the safety and operations of high-speed intersections in the State of Oregon. In particular, this research effort focuses on four-leg, signalized intersections with speed limits of 45 mph or greater where the intersections are not in the immediate vicinity of other signalized intersections. This report includes a literature review of high-speed intersection safety treatment strategies, a description of the research methodology used in this project, and a summary of final results. The final results include crash conditions at these high-speed intersections, a format for evaluating safety at these and similar intersections, a hierarchy of safety treatment options, and a demonstration of the use of these tools through example analyses of eight Oregon intersections.
KW  - Case studies
KW  - Countermeasures
KW  - Crashes
KW  - High speed intersections
KW  - Highway operations
KW  - Highway safety
KW  - Isolated intersections
KW  - Literature reviews
KW  - Oregon
KW  - Signalized intersections
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Signalized_Intersections.pdf
UR  - https://trid.trb.org/view/917647
ER  - 

TY  - RPRT
AN  - 01156615
AU  - Rister, Brad W
AU  - Graves, R Clark
AU  - Dinger, James
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Pavement Settlement Issues and Hydro-Geochemical Water Testing Results for the Cumberland Gap Tunnel
PY  - 2010/03//Final Report
SP  - 37p
AB  - Both Ground Penetrating Radar (GPR) surveys and Hydro-Geochemical Water Testing (HGWT) have been performed at the Cumberland Gap Tunnel to determine why the reinforced concrete pavement has settled in various areas throughout both tunnels. To date, approximately 7,300 total square feet of pavement surface has voids beneath it that range from 0.05 to 40 in. in depth. Both GPR and HGWT results indicate that approximately 0.75 to 1.5 cu yd of limestone subbase material leaves the tunnel in solution form on a monthly basis. Furthermore, HGWT results indicate that the groundwater beneath the tunnels is calcium deficient, thus allowing the water to dissolve the limestone subbase. Approximately 500,000 to 1 million gal of water flows through the tunnel’s groundwater collection system on a daily basis.  Attempts to fix/shore-up the settled pavement areas were performed in 2002, 2007, and 2008. In 2002, UreTek foam was placed beneath approximately 2000 sq ft of settled pavement for shoring purposes. In 2007, approximately 150 lineal ft of both pavement and backfill were removed and replaced with inert granite backfill material and a new reinforced concrete pavement. In 2008, approximately 51 cu yd of cement grout material was placed beneath approximately 7,400 total sq ft of settled pavement for shoring purposes.  There are several strategies outlined in this report to address both short-term and long-term remediation. However, there are certain strategies that may prevail over others. It is proposed that grout material should be placed beneath the pavement structure, at an estimated cost of $50,000 to $100,000/year, as a short term assurance measure. It is proposed that approximately 2,800 lineal ft of pavement and backfill material be removed in both tunnels and replaced with an inert granite backfill and a new 10 in. reinforced concrete pavement be installed for a long-term remediation (estimated costs $10,000,000).
KW  - Air voids
KW  - Backfilling
KW  - Cement grouts
KW  - Costs
KW  - Cumberland Gap National Historical Park
KW  - Cumberland Gap Tunnel (Kentucky)
KW  - Foamed materials
KW  - Geochemistry
KW  - Granite
KW  - Ground penetrating radar
KW  - Groundwater
KW  - Limestone
KW  - Pavement maintenance
KW  - Reinforced concrete pavements
KW  - Settlement (Structures)
KW  - Shoring
KW  - Subbase (Pavements)
KW  - Tunnels
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_03_KH58_07_1F.pdf
UR  - https://trid.trb.org/view/917391
ER  - 

TY  - RPRT
AN  - 01156602
AU  - Inman, Vaughan
AU  - Federal Highway Administration
TI  - An Evaluation of Signing for Three-Lane Roundabouts
PY  - 2010/03//Summary Report
SP  - 12p
AB  - This study addresses the concern of low comprehension and compliance at three-lane roundabouts.  The objectives of the study were to identify signing and marking strategies that result in higher levels of comprehension and compliance in lane selection on the approach to roundabouts and to examine the effects of these strategies on lane use after an approach lane has been selected.  It was found that overhead advance navigation signage is more favorable for roundabouts with three entering lanes and that navigation signs at least supplement any other overhead lane-restriction signing.  One possible way to keep drivers in their lanes was found to be the turbo roundabout, which has been used in several European countries.  The turbo roundabout uses raised mountable curbs between lanes to discourage lane changes.  This design also encourages drivers to move into the appropriate lane before entering the roundabout.  Another possibility for keeping drivers from changing lanes once they are guided to appropriate lanes includes installing enhanced lane markings and other forms of channeling such as rumble strips.
KW  - Approach lanes
KW  - Compliance
KW  - Comprehension
KW  - Multilane roundabouts
KW  - Overhead traffic signs
KW  - Road markings
KW  - Roundabouts
KW  - Rumble strips
KW  - Traffic channelization
KW  - Traffic signs
KW  - Turbo roundabouts
UR  - https://trid.trb.org/view/917325
ER  - 

TY  - RPRT
AN  - 01156601
AU  - Donaldson, Bridget M
AU  - Schaus, Maynard H
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - An Evaluation of the U.S. Highway 17 Underpass in Chesapeake, Virginia, as a Wildlife Crossing
PY  - 2010/03//Final Report
SP  - 21p
AB  - In November 2005, the Virginia Department of Transportation (VDOT) realigned and widened more than 10 miles of U.S. Highway 17 in Chesapeake, Virginia, to accommodate the growing volume of traffic and increase safety. Through extensive coordination with regulatory and resource agencies, measures were designed to minimize impacts to the area’s natural resources and the neighboring Great Dismal Swamp National Wildlife Refuge (GDSNWR). The primary mitigation included the construction of two parallel bridges, 984 ft long and approximately 8 ft high, that span a wetland within an important riparian corridor along the Paleo-Northwest River. Two berms were constructed on the wetland beneath the bridges to serve as dry areas for wildlife crossings, and nearly 2 miles of 10-ft-high fencing extends from the underpass to help guide wildlife toward the underpass and prevent them from entering the roadway. A 29-month camera monitoring study was conducted to determine whether the structure facilitated wildlife passage. Cameras documented 550 crossings by at least 12 species. Thirteen black bear crossings occurred during the second year following underpass construction, evidence of the structure’s ability to provide safe passage for bears traveling to and from the GDSNWR. Results suggest that the underpass connected important wildlife habitat. In addition, as deer represented 30% of the crossings, the underpass also reduced the risk of deer-vehicle collisions, which is a significant issue for Virginia. The information gained from this project can assist with decisions regarding future investments in similar environmental mitigation projects. It is reasonable to argue that the value of such measures increases over time in terms of ecological significance (i.e., facilitating wildlife movement and conserving important habitat); benefits to drivers from a reduction in the risk of animal-vehicle collisions; and cost savings to VDOT in carcass removal and disposal expenses.
KW  - Animal vehicle collisions
KW  - Black bears
KW  - Cost effectiveness
KW  - Deer
KW  - Fences
KW  - Habitat (Ecology)
KW  - Habitat connectivity
KW  - Highway bridges
KW  - Riparian corridors
KW  - Underpasses
KW  - Wetlands
KW  - Wildlife crossings
KW  - Wildlife mitigation
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r10.pdf
UR  - https://trid.trb.org/view/917313
ER  - 

TY  - RPRT
AN  - 01156598
AU  - Donaldson, Bridget M
AU  - Moruza, Audrey K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - An Assessment of the Animal Carcass Disposal Practices of the Virginia Department of Transportation and Guidance for the Selection of Alternative Carcass Management Options
PY  - 2010/03//Final Report
SP  - 46p
AB  - More than 54,000 deer-vehicle collisions occurred in Virginia from 2007 through 2008, the fifth highest number of all U.S. states, and the number of these incidents is increasing each year. Removing animal carcasses from the road and properly disposing of them is an essential service on Virginia roadways, and the Virginia Department of Transportation (VDOT) spent $4.4 million on carcass removal and disposal work in 2008. Given the magnitude of animal-vehicle collisions in Virginia, some of the carcass disposal methods available to many VDOT maintenance areas are becoming increasingly impractical. On-site burial is becoming a less viable option for many maintenance areas as rural areas become more populated and concern for environmental quality increases. Yet driving the sometimes considerable distances to reach the nearest disposal facility is greatly inefficient in terms of time and labor. Because of such limitations that can increase costs to VDOT, many maintenance areas have an urgent need for viable and cost-effective alternative carcass management strategies. The purpose of this study was to investigate and recommend cost-efficient options that address the growing problem of carcass disposal. Carcass management methods investigated included on-site burial, disposal facilities, contracts for removal and disposal, incineration units, and composting. The results of a survey of VDOT maintenance area staff indicated that 77% use a disposal facility such as a landfill and nearly 50% of disposal facility users travel away from a routine maintenance route to access the facility. Cost models were developed to allow maintenance managers to evaluate costs incurred for various carcass management methods, and a decision tool was developed to guide the selection of the most suitable method. Implementing carcass management at VDOT maintenance areas may be a very effective approach for increasing labor efficiency. Compost windrows, or static-pile composting, is recommended as an easily managed technique that can be performed at the maintenance area. If only the portion of area headquarters that frequently use disposal facilities for carcass disposal were to replace this method with compost windrows, it is estimated that $515,440 per year could be avoided or reallocated within the maintenance areas. When space for compost windrows is unavailable, an automatic compost vessel can also be a practical option.
KW  - Animal vehicle collisions
KW  - Carcasses
KW  - Compost
KW  - Cost effectiveness
KW  - Incinerators
KW  - Landfills
KW  - Maintenance management
KW  - Road kill
KW  - Virginia
KW  - Waste disposal
KW  - Waste disposal facilities
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r7.pdf
UR  - https://trid.trb.org/view/917314
ER  - 

TY  - RPRT
AN  - 01156594
AU  - Strathman, James G
AU  - Simmons, Elizabeth
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
AU  - Oregon Transportation Research and Education Consortium
AU  - Research and Innovative Technology Administration
TI  - Financing Mechanisms for Capital Improvements: Interchanges
PY  - 2010/03//Final Report
SP  - 81p
AB  - This report examines the use of alternative local financing mechanisms for interchange and interchange area infrastructure improvements. The financing mechanisms covered include transportation impact fees, tax increment financing, value capture financing, local improvement districts, transportation corporations, state infrastructure banks, local option transportation taxes, fair share mitigation, and transportation concurrency. The financing alternatives are assessed in the context of Interchange Area Management Plans, which are required by the Oregon Transportation Commission, as well as in the context of the Oregon Department of Transportation’s responsibilities under the state’s Transportation Planning Rule.
KW  - Alternatives analysis
KW  - Corporations
KW  - Fair share
KW  - Financing
KW  - Impact fees
KW  - Improvements
KW  - Interchanges
KW  - Local government
KW  - Oregon
KW  - State infrastructure banks
KW  - Taxes
KW  - Transportation concurrency
KW  - Value capture
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Financing_Mechanisms_for_Capital_Improvements.pdf
UR  - https://trid.trb.org/view/917299
ER  - 

TY  - RPRT
AN  - 01155880
AU  - Chandler, Brian
AU  - Anderson, Rosemarie
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Implementing the High Risk Rural Roads Program
PY  - 2010/03//Final Report
SP  - 52p
AB  - This report documents common challenges, noteworthy practices and lessons learned experienced through the implementation of the High Risk Rural Roads Program. After 4 years of the High Risk Rural Roads Program (HRRRP), the overall obligation rate for the program has remained low. Given the HRRRP potential to improve rural road safety, this has been a major concern to the Federal Highway Administration (FHWA), proponents, and stakeholders of the program. FHWA embarked on a research project to identify the challenges the States faced in implementing their HRRRP as well as any lessons learned and noteworthy practices to share with other States. By documenting and sharing these practices other States will gain insights as to how they can advance their programs. States can use these documented practices to launch their HRRRPs, identify next steps for a program already moving forward, or implement noteworthy practices to improve an established program. Implementing the HRRRP can make a real difference in rural road safety, and the complexity of implementing the program should not inhibit States in their pursuit of improved safety on rural roads.
KW  - Case studies
KW  - High Risk Rural Roads Program
KW  - Highway safety
KW  - Implementation
KW  - Lessons learned
KW  - Rural highways
KW  - States
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa10012/fhwasa10012.pdf
UR  - http://ntl.bts.gov/lib/33000/33400/33448/FHWA-SA-10-012.pdf
UR  - https://trid.trb.org/view/916551
ER  - 

TY  - RPRT
AN  - 01155723
AU  - Sunkari, Srinivasa R
AU  - Songchitruksa, Praprut
AU  - Zeng, Xiaosi
AU  - Balke, Kevin
AU  - Obeng-Boampong, Kwaku
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Signal Operations at Intersections with Wide Medians
PY  - 2010/03//Technical Report
SP  - 62p
AB  - The objective of this project is to evaluate the operations at signalized intersections with wide medians in order to improve safety and efficiency. Intersections with wide medians are characterized by two intersections and operate differently compared to a typical intersection. Space in the wide median between the two intersections can be used to store vehicles. However management of the storage space is critical to avoid queue backing up into the upstream intersection. There are no guidelines specific to operate such intersections. This results in agencies using their discretion to develop strategies to operate such intersections, resulting in inconsistent operations. Texas Transportation Institute researchers used VISSIM simulation model to evaluate numerous strategies that were either in use by Texas Department of Transportation (TxDOT) districts or were developed by the research team. These strategies were evaluated for various widths of medians, the number of lanes for the minor street in the median, and the presence of left-turn bays on the major street. The strategies were also evaluated for low, medium, and high volumes on the major street and on the minor street as well as different percentages of turning traffic. The research project produced recommended strategies for various volume and geometric conditions.
KW  - Guidelines
KW  - Left turn lanes
KW  - Medians
KW  - Signalized intersections
KW  - Traffic lanes
KW  - Traffic queuing
KW  - Traffic safety
KW  - Traffic signal timing
KW  - Traffic volume
KW  - Turning traffic
KW  - VISSIM (Computer model)
KW  - Width
UR  - http://tti.tamu.edu/documents/0-6176-1.pdf
UR  - https://trid.trb.org/view/916331
ER  - 

TY  - RPRT
AN  - 01155718
AU  - Bligh, Roger P
AU  - Sheikh, Nauman M
AU  - Obu-Odeh, Akram Y
AU  - Menges, Wanda L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Barriers for Very High Speed Roadways
PY  - 2010/03//Technical/Test Report
SP  - 152p
AB  - As the Texas Department of Transportation (TxDOT) plans for future expansion of the state’s highway network, interest in higher design speeds has been expressed as a means of promoting faster and more efficient travel and movement of goods within the state. TxDOT funded project 0-6071 as part of a proactive consideration of safety on these high-speed facilities. This project began the process of developing roadside safety hardware suitable for use on high-speed highways. The impact conditions selected for the design, testing, and evaluation of this high-speed hardware include a speed of 85 mi/h and an angle of 25 degrees for barrier impacts. The design vehicles are those specified by the pending AASHTO Manual for Assessing Safety Hardware (MASH) and include a 5000-lb, ½-ton, 4-door pickup truck and a 2425-lb passenger car. After consideration of several barrier systems, two designs were selected for further evaluation through full-scale crash testing. These included an energy absorbing bridge rail concept and a modified wood post thrie beam guardrail. The results of the full-scale crash testing are presented and recommendations for future research are discussed.
KW  - Automobiles
KW  - Barriers (Roads)
KW  - Bridge railings
KW  - Energy absorption
KW  - Guardrails
KW  - High speed roads
KW  - Highway safety
KW  - Impact angle
KW  - Impact tests
KW  - Longitudinal barriers
KW  - Pickup trucks
KW  - Roadside safety hardware
KW  - Texas
KW  - Thrie beams
KW  - Wood posts
UR  - http://tti.tamu.edu/documents/0-6071-2.pdf
UR  - https://trid.trb.org/view/916328
ER  - 

TY  - RPRT
AN  - 01155712
AU  - Hutton, Jessica M
AU  - Bokenkroger, Courtney D
AU  - Meyer, Melanie M
AU  - Midwest Research Institute
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of an Adaptive Traffic Signal System: Route 291 in Lee’s Summit, Missouri
PY  - 2010/03//Final Report
SP  - 86p
AB  - An adaptive traffic signal system was installed on a 12-signal, 2.5-mi arterial in Lee’s Summit, Missouri in the Spring of 2008. An evaluation of travel time, delay, number of stops, fuel consumption, and emissions was conducted, which compared operational measures taken before implementation of the system to the same measures taken 1 month and 5 months after implementation. The evaluation found that travel time through the corridor decreased from 0 percent to 39 percent (as much as 2.5 minutes for some time periods), depending on time of day and direction of travel. In the southbound direction of travel, a statistically significant decrease in travel time was found during each of the study time periods, which included AM peak, morning off-peak, noon peak, PM peak, and night off-peak. In the northbound direction of travel, the AM peak and morning off-peak periods saw no statistically significant change in travel time, while all other periods saw a decrease. Improvements were greater in the southbound direction of travel because the previous timing plan favored travel in the northbound direction, especially during the morning. Decreases in the number of stops, fuel consumption, emissions, and time spent in congested conditions decreased during the time periods when travel time decreased. Minor-approach delay was measured at four intersections along the study corridor that represented a range of minor-street approach volumes. Most changes in minor-street delay ranged from a decrease of 3 seconds to an increase of 12 seconds. The change in minor-street delay did not appear to be related to approach volume, but increases in minor-street delay did correspond to intersections and times of day when mainline delay was most improved. The evaluation results indicate that the adaptive traffic signal system is effective in reducing travel time, delay, number of stops, fuel consumption, and emissions for traffic traveling through the corridor. The increase in delay to minor-street traffic was more than offset by the decrease in major-street delay.
KW  - Adaptive traffic control systems
KW  - Arterial highways
KW  - Before and after studies
KW  - Evaluation and assessment
KW  - Exhaust gases
KW  - Fuel consumption
KW  - Lee's Summit (Missouri)
KW  - Stopping
KW  - Traffic delays
KW  - Traffic signal control systems
KW  - Travel time
UR  - http://library.modot.mo.gov/RDT/reports/Ri08026/or10020.pdf
UR  - https://trid.trb.org/view/916407
ER  - 

TY  - RPRT
AN  - 01154726
AU  - Sunkari, Srinivasa R
AU  - Songchitruksa, Praprut
AU  - Charara, Hassan A
AU  - Zeng, Xiaosi
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improved Intersection Operations During Detector Failures
PY  - 2010/03//Technical Report
SP  - 86p
AB  - The objective of this project was to develop three modules that would improve the efficiency of intersection operations at isolated signalized intersections. The motivation for these modules was to use the existing detectors more efficiently. This would in turn reduce the number of detectors required at the intersection and also improve operations in case of detector failures. The adaptive variable initial module (Module 1) can improve the typical variable initial feature available in most signal controllers by factoring the turning movements at the intersections in real time along with queue distribution, and activity on driveways between the detectors and stop bar. The detector failure module (Module 2) develops a rolling database of phase utilizations of all phases at the intersections. The module uses this database to determine the appropriate phase time when a detector failure is identified. The variable detector module (Module 3) monitors the phase utilizations on the major-street phase and the volume on the right-turn and left-turn detectors to vary the delay programmed on detectors to further improve the intersection operations. Researchers evaluated Module 1 and Module 2 and found them improving the intersection operations. However, initial implementations of Module 3 showed limited benefits and only under very rare conditions. Thus, researchers did not develop Module 3 further. Modules 1 and 2 require data that are easily available within the controller and can be incorporated into the signal controller firmware.
KW  - Failure
KW  - Isolated intersections
KW  - Operational efficiency
KW  - Signalized intersections
KW  - Traffic signal controllers
KW  - Vehicle detectors
UR  - http://tti.tamu.edu/documents/0-6029-1.pdf
UR  - https://trid.trb.org/view/915902
ER  - 

TY  - RPRT
AN  - 01154219
AU  - Pearson, David F
AU  - Hard, Edwin N
AU  - Farnsworth, Stephen P
AU  - Forrest, Timothy L
AU  - Spillane, Debbie L
AU  - Ojah, Mark
AU  - Womack, Katie
AU  - Boxill, Sharon A
AU  - Lewis, Carol A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines and Recommendations for Household and External Travel Surveys
PY  - 2010/03//Product
SP  - 56p
AB  - The Texas Department of Transportation has a comprehensive ongoing travel survey program. Research under RMC 0-5711 examined areas within two select travel surveys concerning quality control issues involved in data collection and sampling error in the data caused by various assumptions, survey methods, and issues such as non-response. Quality control issues, sampling errors, and non-response in external and household travel surveys conducted in Texas were identified, examined, and evaluated. This report presents an assessment of various quality control issues for household and external surveys in Texas. Much of it is based on the research documented in RMC 0-5711-R1. This report extends those findings and includes documentation on the individual data element checks performed on the data from household and external surveys conducted in Texas. A set of guidelines and recommendations are presented to maintain and improve quality control for household and external surveys in Texas.
KW  - Data collection
KW  - Error analysis
KW  - Guidelines
KW  - Households
KW  - Nonresponse (Surveys)
KW  - Quality control
KW  - Recommendations
KW  - Statistical sampling
KW  - Texas
KW  - Travel surveys
UR  - http://tti.tamu.edu/documents/0-5711-P1.pdf
UR  - https://trid.trb.org/view/915844
ER  - 

TY  - ABST
AN  - 01547669
TI  - Research for the AASHTO Standing Committee on Public Transportation. Task 27. Innovative Financing Techniques and Best Practices for Providing Match on Federal Transit Administration Projects
AB  - This report documents and presents innovative financing techniques adopted by state and local agencies that allow them to broaden available sources of funds and provide them greater flexibility with their existing funds. Such techniques maximize the states' ability to leverage available capital from federal, state, and local sources and effectively utilize existing funds. This report documents the results of an internet survey of state departments of transportation (DOTs), a literature review of relevant published work in the area of transit economics and finance, and detailed telephone interviews with selected states that use innovative techniques. This report documents the list of innovative financing techniques used by the states with a description of the method and related background material that will prove beneficial to other states.
KW  - Best practices
KW  - Capital
KW  - Federal government
KW  - Financing
KW  - Innovation
KW  - Local government agencies
KW  - Public transit
KW  - State departments of transportation
KW  - State government agencies
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2837
UR  - https://trid.trb.org/view/1335301
ER  - 

TY  - ABST
AN  - 01486029
TI  - Design Guides/Sustainability (SI-09-41)
AB  - This project will develop a sustainable highway framework that will culminate and be packaged into a Sustainable Highways Sourcebook. The Sustainable Highways Sourcebook will contain the sustainable highways framework as the decision analysis tool and will contain a series of educational and resource materials that will allow for an understanding of what a sustainable highway can be an how to implement a sustainable highway or street through planning development design materials choice and implementation. These products will be aimed at transportation professionals decision makers various stakeholders and the public.
KW  - Decision making
KW  - Education and training methods
KW  - Handbooks
KW  - Highways
KW  - Sustainable development
KW  - Transportation professionals
UR  - https://trid.trb.org/view/1255650
ER  - 

TY  - ABST
AN  - 01461316
TI  - Criteria and Tools for Sustainable Highways
AB  - The purpose of this task order is to identify the characteristics of a sustainable highway and to develop tools, procedures and techniques that can be incorporated into standard practice to make highways more sustainable. This task order will support the work of the Federal Highway Administration (FHWA) Office of Planning, Environment and Realty (HEP) and will be used to inform actions of the Federal Highway Administration, State Departments of Transportation, Metropolitan Planning Organizations, and other transportation stakeholders.
KW  - Design criteria
KW  - Highway design
KW  - Highways
KW  - Planning and design
KW  - Sustainable development
KW  - Technical assistance
KW  - Technological innovations
UR  - https://trid.trb.org/view/1229535
ER  - 

TY  - RPRT
AN  - 01158446
AU  - Wolters, Angela S
AU  - Zimmerman, Kathryn A
AU  - Applied Pavement Technology, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Research of Current Practices in Pavement Performance Modeling
PY  - 2010/02/26/Final Report
SP  - 100p
AB  - In anticipation of developing pavement performance models as part of a proposed pavement management system, the Pennsylvania Department of Transportation (PennDOT) initiated a study in 2009 to investigate performance modeling activities and condition information used by other state highway agencies (SHAs), and to obtain recommendations on how to proceed with their own modeling efforts. A survey of state practice was conducted and the practices of other states were summarized. The findings from the survey were then used to develop three pavement performance modeling options for PennDOT. A final recommendation of how PennDOT should proceed with pavement performance modeling was created and is detailed in this Final Report.
KW  - Mathematical models
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pennsylvania Department of Transportation
KW  - State departments of transportation
KW  - State of the practice
KW  - Surveys
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Research%20of%20Current%20Practices%20in%20Pavement%20Performance%20Modeling.pdf
UR  - https://trid.trb.org/view/919191
ER  - 

TY  - RPRT
AN  - 01472077
AU  - Wiebelhaus, Mitch J
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Bielenberg, Robert W
AU  - Reid, John D
AU  - Rohde, John R
AU  - Dey, Gopi
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Development and Evaluation of the Midwest Guardrail System (MGS) Placed Adjacent to a 2:1 Fill Slope
PY  - 2010/02/24/Final Report
SP  - 186p
AB  - W-beam guardrail is often used to protect motorists from steep roadside slopes adjacent to high-speed roadways. Although previously designed systems have demonstrated acceptable safety performance, the long posts and half-post spacing have proven to be both costly and introduce maintenance challenges. Furthermore, the improved redirective capacity of the Midwest Guardrail System (MGS) provides the opportunity to eliminate the need for half-post spacing and thereby greatly reduces the cost of placing a barrier at the slope break point. A stiffened version of the MGS was developed for use adjacent to steep roadside slopes. The new design incorporates 2,743-mm (9-ft) long posts on a 1,905 mm (75 in.) spacing. With the top of the W-beam mounted at a height of 787 mm (31 in.), this guardrail was successfully crash tested according to the Manual for Assessing Safety Hardware (MASH) safety performance evaluation criteria. Hence, the stiffened MGS guardrail design with full post spacing is acceptable for use on the National Highway System. This new guardrail design will provide a safe and economical alternative for use along highways with steep slopes very close to the travelway.
KW  - AASHTO Manual for Assessing Safety Hardware
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Location
KW  - Midwest Guardrail System
KW  - Slopes
KW  - Stiffness
UR  - https://trid.trb.org/view/1239506
ER  - 

TY  - RPRT
AN  - 01159762
AU  - Kandarpa, Ram
AU  - Sangillo, Jeff
AU  - Burgess, Lisa
AU  - Toppen, Alan
AU  - Booz Allen Hamilton
AU  - Kimley-Horn & Associates, Incorporated
AU  - Research and Innovative Technology Administration
TI  - Real-Time Traveler Information Market Assessment White Paper
PY  - 2010/02/22
SP  - 160p
AB  - This report takes a multi-modal look at the “lay of the land” of the real-time traveler information market in the United States. This includes identification and characterization of the gaps in the domestic industry with respect to data coverage, data quality, data procurement methods, and data usage. Ultimately, the focus is to identify the gaps in real-time information across different modes (i.e., traffic, transit, parking, and intermodal/freight). The analysis also documents the institutional, technical, and cost issues associated with collecting real-time data from these modes; opportunities for closing the gaps; and utility of real-time data for uses beyond traveler information. Although each mode offers a unique set of challenges, an important objective of this study is to identify opportunities to best leverage resources and innovative approaches that span multiple modes.
KW  - Advanced traveler information systems
KW  - Data collection
KW  - Data quality
KW  - Intelligent transportation systems
KW  - Real time information
UR  - http://ntl.bts.gov/lib/32000/32900/32927/index.htm
UR  - http://ntl.bts.gov/lib/32000/32900/32927/rtti_wp.pdf
UR  - https://trid.trb.org/view/920264
ER  - 

TY  - ABST
AN  - 01548807
TI  - Research for the AASHTO Standing Committee on Planning. Task 97A. Towards Quantitative Safety Planning: Implementation of PLANSAFE
AB  - In November 2008, the American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Planning (SCOP) completed a Strategic Plan: 2008-2009 to guide their deliberations and decisions. The mission is to "Provide AASHTO and its members with planning expertise, a forum for collaborative policy development and problem solving; and be the catalyst for innovation and a source of technical excellence. Among other things, the Plan's goals include developing, sharing, and advancing best practices and new frameworks in multimodal, integrated transportation planning and to provide meaningful information to decision makers to respond to changing transportation needs. One method for achieving the goals is to identify, develop, implement, evaluate, and refine a tool to enable the explicit consideration of safety in the planning process. The Intermodal Surface Transportation Efficiency Act (ISTEA) along with the subsequent Transportation Efficiency Act for the 21st Century (TEA-21) broadened the issues that be considered as part of the transportation planning process. ISTEA reinforced this change in focus with the requirement for six management systems, one of which specifically targeted safety. Although mentioned prominently in ISTEA and TEA-21, where safety was introduced as a required planning factor for the first time (safety and security), safety received little serious quantitative attention in transportation planning. SAFETEA-LU further reinforced a prominent role for safety by separating safety and security into separate planning factors, enhancing the importance of both, and requiring the states to develop and implement Statewide Highway Safety Plans. NCHRP project 8-44 resulted in a guidebook for metropolitan planning organizations (MPOs) and departments of transportation (DOTs) on the explicit consideration of safety in the transportation planning process. A follow on project, National Cooperative Highway Research PRogram (NCHRP) 8-44-2, developed a suite of software programs to enable safety forecasting for use during the planning process. The software is robust, incorporates the latest quantitative knowledge in road safety, and is fully functional. Implementation is the next critical step. This project will focus on the implementation of the PLANSAFE software within two MPOs. The specific project objectives are to: (1) Refine and update the analytical routines and algorithms in the software (and corresponding User's Manual); (2) Test and refine the graphical user interface (GUI) based on user feedback; (3) Form an initial practitioner user group, and identify user issues; (4) Identify the longer-term maintenance requirements of the software; and (5) Prepare the software for wide scale adoption and implementation Accomplishment of the project objectives required the following tasks: Task 1: Identify and recruit two MPOs of different size and one Department of Transportation (DOT) for adoption of PLANSAFE software; Task 2: Implement PLANSAFE within the DOT and MPOs (data preparation and software calibration); Task 3: Train MPO and DOT staff on operation of PLANSAFE (familiarize users with functionality); Task 4: Assess functionality of PLANSAFE (through iterative feedback from users); Task 5: Refine PLANSAFE software and update user manuals based on Task 4; and Task 6: Finalize software and User's manual.
KW  - American Association of State Highway and Transportation Officials
KW  - Metropolitan planning organizations
KW  - Policy making
KW  - Safety
KW  - Software
KW  - Strategic planning
KW  - Training
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2821
UR  - https://trid.trb.org/view/1336279
ER  - 

TY  - ABST
AN  - 01572658
TI  - Nanoscale Approaches for Inhibiting Corrosion: Multifunctional Nanomaterials and Processes for Infrastructure Repair and Corrosion Inhibition
AB  - This project seeks to develop technologies for new in situ nanomaterial-based repair methods that can tailor the materials to include multifunctional properties of carbon nanotubes. The proposed effort will create new materials and methods to either repair or retrofit structures located both above and underwater to inhibit corrosion The team will take advantage of the advancement in nanomaterials, in particular, carbon nanotubes and their related versatile physical and mechanical properties, to develop an onsite spray based method to develop a structural capacity enhancement and a barrier layer for corrosion resistance. The technical innovations could lead to profound impacts in advanced multifunctional strengthening and repair technology.
KW  - Corrosion resistant materials
KW  - Infrastructure
KW  - Maintenance
KW  - Nanotubes
KW  - Properties of materials
KW  - Strengthening (Maintenance)
KW  - Technological innovations
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0010
UR  - https://trid.trb.org/view/1364744
ER  - 

TY  - ABST
AN  - 01464001
TI  - Research for AASHTO Standing Committee on Highways. Task 288. National Calibration of MEPDG Rigid Pavement Models Based on Corrected CTE Values
AB  - This research will (1) revise the long-term pavement performance (LTPP) data files used in the national calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG) rigid pavement models to correct for previous errors in the measurement of coefficients of thermal expansion, (2) recalibrate the MEPDG with the new data files, and (3) validate the output of the recalibrated MEPDG for analysis and design of rigid pavements.
KW  - Calibration
KW  - Coefficient of thermal expansion
KW  - Long-Term Pavement Performance Program
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement performance
KW  - Rigid pavements
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2867
UR  - https://trid.trb.org/view/1232229
ER  - 

TY  - ABST
AN  - 01461315
TI  - Outreach to Promote Transportation, Land Use and Preservation and Smart Growth Issues
AB  - This conference will build on the previous successes of the New Partner's for Smart Growth Conference series. This conference will concentrate on Building Safe, Healthy and Livable Communities. Previous conferences shared a focus on smart growth issues, and in general, targeted transportation professionals, developers, builders, local elected officials, key local government staff, planners, architects, landscape architects, urban designers, lending institutions, and bicycle and pedestrian advocates. Through our participation and sponsorship, we will facilitate the inclusion of DOT sponsored transportation initiatives on the conference agenda. The Conference will also include keynote addresses from the Secretaries of Department of Transportation (DOT), Housing and Urban Development (HUD) and Environmental Protection Agency (EPA). This conference will provide more than 1000 individuals an opportunity to hear initiatives moving forward from the Partnership for Sustainable Communities. This conference will bring together a group of leaders in the field to review the experience to date, describe best practices, and explore needed improvements and related research needs. It will also draw on other transportation modes and other sectors of the economy to identify innovative uses of planning techniques and tools to improve decision-making. This task includes a summary report of the meetings and formatting of resource materials including materials developed by presenters. Local Commission will prepare summary meeting proceedings. It is anticipated that will not only develop proceedings along with the supporting documents from the presenters but will also disseminate the materials to interested researchers and practitioners.
KW  - Best practices
KW  - Decision making
KW  - Land use planning
KW  - Livable communities
KW  - Mode choice
KW  - Nonmotorized transportation
KW  - Smart growth
KW  - Sustainable development
KW  - Sustainable transportation
UR  - https://trid.trb.org/view/1229534
ER  - 

TY  - RPRT
AN  - 01158449
AU  - Laman, Jeffrey A
AU  - Guyer, Robert C
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Condition Assessment of Short-line Railroad Bridges in Pennsylvania
PY  - 2010/02/01/Final Report
SP  - 426p
AB  - Current levels of available resources to maintain and preserve the Pennsylvania short-line railroad (SLRR) bridge infrastructure require that important priority decisions be made on an annual basis.  The primary objective of this study was to establish a reliable database of Pennsylvania SLRR bridges and to develop a risk-based bridge prioritization algorithm.  A bridge survey of Pennsylvania SLRR owners and operators was conducted to develop a bridge database that would be as complete and accurate as possible given the available time and resources.  The proposed algorithm provides a tool for the Pennsylvania Department of Transportation (PennDOT) to use in making more effective maintenance and preservation resource allocation decisions for these structures.  This study consisted of a literature review, bridge survey, database update, bridge sample, assessment of the current overall SLRR bridge population, and a risk-based prioritization algorithm.
KW  - Algorithms
KW  - Condition surveys
KW  - Databases
KW  - Decision making
KW  - Literature reviews
KW  - Pennsylvania
KW  - Railroad bridges
KW  - Resource allocation
KW  - Risk based maintenance
KW  - Short line railroads
KW  - Strategic planning
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Condition%20Assessment%20of%20Short-Line%20Railroad%20Bridges.pdf
UR  - https://trid.trb.org/view/919194
ER  - 

TY  - RPRT
AN  - 01598788
AU  - Sharp, Jeremy A
AU  - Johnson, Hunter Neal
AU  - Pevey, Kimberly C
AU  - McAnally, William H
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Bienville
PY  - 2010/02//Final Report
SP  - 75p
AB  - The objective of this report is to present economical, environmentally friendly, and effective alternatives to maintenance dredging for the Port of Bienville and its access channels. The Port of Bienville is located in Hancock County, directly off the Pearl River in the southeastern corner of Mississippi. Access to the Port from the Gulf of Mexico is provided by a channel that passes through Lake Borgne to the Rigolets, then through Little Lake to the Pearl River. When ports such as Bienville experience sediment deposition that will ultimately lead to unacceptable loss of water depth, solutions to maintain navigability include the traditional method of dredging or one of many other alternatives that can be complete (eliminating sediment deposition) or partial (reducing sediment deposition so as to reduce dredging need). Solutions tend to be unique to each port, for a successful design depends on port layout, waterway configuration, flow conditions, and sediment type and supply; however, all solutions can be placed in three categories – methods that keep sediment out of the port, methods that keep sediment that enters the port moving (and prevents net deposition), and methods that remove sediment after it has deposited in the port. The loss of all Port records during Hurricane Katrina required that other estimates of sedimentation volume, location and processes be made. In July 2008 the University of Southern Mississippi Hydrographic Science Program did a navigation chart comparison between their chart completed in July 2008 and the National Oceanographic and Atmospheric Administration's (NOAA’s) navigation chart from 1995, producing a map of depth changes along the Pearl River. Field observations, a numerical hydrodynamic model, and standard sediment analyses were used to estimate sediment deposition in the Port as averaging 10,000 tons per year. Two alternatives are suggested – a sediment trap to capture sediment and prolong the periods between dredging and agitation to prevent sediment from consolidating on the bed. Neither will be cost effective at present sedimentation rates. An alternative that would reduce access dredging requirements and provide easier, faster access is relocation of the navigation channel from Little Lake to the lower Pearl River directly to Lake Borgne. A proposed design for that relocation is provided. It will require some new work dredging and relocation of a railroad bridge, but will provide safer, easier access and reduced channel dredging.
KW  - Agitation dredging
KW  - Bienville (Mississippi)
KW  - Channels (Waterways)
KW  - Design
KW  - Port of Bienville
KW  - Ports
KW  - Relocation (Facilities)
KW  - Sediment resuspension
KW  - Sediment traps
KW  - Sedimentation
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199D%20-%20Sedimentation%20Solutions%20for%20the%20Port%20of%20Bienville.pdf
UR  - https://trid.trb.org/view/1404495
ER  - 

TY  - RPRT
AN  - 01598785
AU  - Davis, Trey E
AU  - McAnally, William H
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Gulfport
PY  - 2010/02//Final Report
SP  - 96p
AB  - The objective of the project is to develop solutions to reduce sediment problems within the Port of Gulfport, MS and to introduce a working simulation model to reinforce the importance of throughput within the Port of Gulfport. Sediment deposition causes and solutions will be studied along with a brief explanation of the hindrance of dredging to vessel throughput within the port. Ports along the Mississippi Gulf Coast experience large amounts of sediment deposition within their ports and ship channels. The primary tool for sediment removal is dredging, which can be very expensive and create downtimes within port operations. Research will study existing deposited material to determine its sources and suggest solutions for reduction of sediment deposition using structures, technologies and/or practices. Instruments used for such studies were clam shell dredges, Niskin tubes, and automatic water samplers to test bed sediment gradation, suspended point sediments and tidal variations in suspended sediments, respectively. Additionally, fluid mud data were retrieved from the U.S. Army Corps of Engineers Engineering Research and Development Center. This combination of data assisted in the development of solutions for the reduction or prevention of sediment deposition within the port. Further, research was performed to compare the estimated allowable throughput without dredging to throughput with dredging. This throughput estimation is shown in a simulated model.
KW  - Current deflecting wall
KW  - Design
KW  - Gulfport (Mississippi)
KW  - Port of Gulfport
KW  - Ports
KW  - Sediment traps
KW  - Sedimentation
KW  - Simulation
KW  - Suspended sediments
KW  - Throughput
KW  - Waterways
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199B%20-%20Sedimentation%20Solutions%20for%20Port%20of%20Gulfport.pdf
UR  - https://trid.trb.org/view/1404493
ER  - 

TY  - RPRT
AN  - 01598783
AU  - Pevey, Kimberly Collins
AU  - McAnally, William H
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Biloxi Ports
PY  - 2010/02//Final Report
SP  - 43p
AB  - The objective of this project is to determine the source of sedimentation in the Ports of Biloxi and provide engineered solutions which will reduce or eliminate the need for dredging within the ports. The Commercial Docking Facility, Small Craft Harbor, and Point Cadet Harbor are all are located on the Biloxi Channel, an East-West channel that runs between the mainland and Deer Island. The Biloxi Channel provides a 12’ x 150’ dredged channel connection from the Intracoastal Waterway on both the east and west side of Deer Island. It is maintained at 10’ x 150’ between the facilities north of Deer Island. The Lighthouse Commercial Docking Facility is located on the Back Bay of Biloxi. Field sampling included water samples and sediment samples taken in and around the ports and in the Biloxi Channel. Samples were collected between January and June 2009, with the exception of storm event samples taken in November 2009. Velocity measurements were taken in the Biloxi Channel and across each harbor entrance. These velocities, along with tidal data, were used to estimate deposition rates. Limited correlation was found between wind, tides, and the Total Suspended Solids (TSS) in the samples. When tides were near low water, a few higher TSS values were observed. Shallow depths during lower tides may have allowed the wind wave energy to reach bottom sediments and cause resuspension. Low TSS concentration during high tide can be attributed to wave action not reaching the bottom and stirring the sediment. A scale model was constructed and used to test a training structure design. The results of the testing show that basic design of the deflecting wall could be effective if it were oriented at the correct angle and at an optimum length. The east side of the entrance would be more effective at deflecting sediment-laden waters if it mirrored the west side of the entrance. The same method could be applied to the Commercial Docking Facility to alter the sharp corners in the current design. It is recommended that the Ports of Biloxi be modified in order to reduce the need for dredging. Changing the bumper design outside of the Small Craft Harbor will reduce sediment by a small amount and is a cost effective solution. Mechanical agitation will also reduce sedimentation, but operation and maintenance costs may be too high. The best solution to reduce dredging in the ports is to reconfigure the entrances to mirror the west side of the entrance to the Small Craft Harbor. Constructing a current deflecting wall in addition to this design will sustain water quality while directing sediment away from the ports. Further design and modeling of the port entrances will need to be conducted before construction.
KW  - Biloxi (Mississippi)
KW  - Channels (Waterways)
KW  - Current deflecting wall
KW  - Design
KW  - Docks
KW  - Harbors
KW  - Ports
KW  - Scale models
KW  - Sedimentation
KW  - Total suspended solids
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199A%20-%20Sediment%20Solutions%20for%20Ports%20of%20Biloxi.pdf
UR  - https://trid.trb.org/view/1404492
ER  - 

TY  - RPRT
AN  - 01598782
AU  - Johnson, Hunter Neal
AU  - McAnally, William H
AU  - Ortega-Achury, Sandra
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Pascagoula
PY  - 2010/02//Final Report
SP  - 83p
AB  - The purpose of this project is to develop proposed solutions to reduce the Port of Pascagoula dredging costs. The Port of Pascagoula is located in Jackson County, Mississippi, in the southeastern portion of the state. It is the largest port in Mississippi and ranks in the top 20 ports for foreign cargo volume in the United States (JCPA 2007). The West Harbor, also known as the Pascagoula River Harbor, is located at the mouth of the Pascagoula River about 13 miles from the deep water shipping lanes. The West Harbor’s channel has a design depth of 38 ft. and contains 5 terminals. The East Harbor, also known as the Bayou Casotte Harbor, is located about 11 miles from the deep water shipping lanes. The harbor has a design depth of 42 ft. and a turning basin that is 940 ft. wide. A large portion of the port access is designated a Federal channel and managed by the United States Army Corps of Engineers. The port authority is responsible only for the maintenance and dredging of the areas that they directly manage. While the focus of this report is the Jackson County Port Authority’s maintenance requirements, both the port and Federal maintenance requirements must ultimately be addressed together since they are contiguous. The local channel in the Bayou Casotte harbor needs to be dredged every 48 to 72 months and the local channel in the Pascagoula River harbor needs to be dredged every 18 months in order to maintain full channel dimensions. The Corps of Engineers Mobile District estimates that 3.06 million cu m of dredged materials from the Federal shipping channels will need to be removed and disposed of every 3 years for the next 40 years. Dredged sediment from the port and access channels is mostly fine, cohesive material, often forming fluid mud – a high concentration fluid-sediment suspension at the bed that can flow downslope. Filed measurements and analyses of hydrographic surveys have shown where sedimentation problems occur first and that fluid mud formation is a primary component of the problem. Recommended solutions include agitation dredging, a fluid mud trap, and the practice of active nautical depth, with active nautical depth, a practice employed in several European ports, offering the greatest potential cost savings. Adopting active nautical depth in partnership with the Corps of Engineers is recommended.
KW  - Active nautical depth
KW  - Channels (Waterways)
KW  - Dredging
KW  - Harbors
KW  - Jackson County Port Authority (Mississippi)
KW  - Maintenance
KW  - Pascagoula (Mississippi)
KW  - Port of Pascagoula
KW  - Ports
KW  - Sediment traps
KW  - Sedimentation
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199C%20-%20Sedimentation%20Solutions%20for%20Port%20of%20Pascagoula.pdf
UR  - https://trid.trb.org/view/1404494
ER  - 

TY  - RPRT
AN  - 01554422
AU  - Dhindsa, Albinder
AU  - Alexiadis, Vassili
AU  - Kumar, Saurabh
AU  - Calandra, Mike
AU  - Vasudevan, Meenakshy
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management I-15 San Diego, California – Model Validation and Calibration Report
PY  - 2010/02//Final Report
SP  - 50p
AB  - The Integrated Corridor Management (ICM) initiative requires the calibration and validation of simulation models used in the Analysis, Modeling, and Simulation of Pioneer Site proposed integrated corridors. This report summarizes the results and process for the calibration of microsimulation network for the I-15 Corridor in San Diego, California. As one of the Pioneer Sites for the ICM project, the I-15 Corridor was simulated in TransModeler microsimulation. Various versions of TransModeler were utilized as additional capabilities became available. The work was conducted by Cambridge Systematics, Inc. (CS), in partnership with San Diego Association of Governments (SANDAG). The eventual model was satisfactorily calibrated according to the guidelines set forth in the Experimental Plan. The report is organized into two major parts. The first part provides the final calibration results, and provides a quick summary of the model calibration criteria and comparison against real data. The second section provides further insights into the calibration process, including details on the software used, challenges faced, and key lessons that can be carried forward in future projects.
KW  - Calibration
KW  - Integrated corridor management
KW  - Microsimulation
KW  - San Diego (California)
KW  - Software
KW  - Transportation corridors
KW  - Validation
UR  - http://ntl.bts.gov/lib/54000/54300/54341/I-15_San_Diego_ICMS_Model_Validation_and_Calibration__FHWA-JPO-10-038_.pdf
UR  - https://trid.trb.org/view/1342148
ER  - 

TY  - RPRT
AN  - 01554203
AU  - Papayannoulis, Vassilis
AU  - Poe, Christopher
AU  - Abdelghany, Khaled
AU  - Le, Minh
AU  - Snyder, Dena
AU  - Wunderlkich, Karl
AU  - Alexiadis, Vassili
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management: U.S. 75 Dallas, Texas – Analysis Plan
PY  - 2010/02//Final Report
SP  - 62p
AB  - This Analysis Modeling and Simulation (AMS) Analysis Plan for the U.S. 75 Pioneer Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools and strategies to the corridor, in support of a benefit-cost assessment of the proposed strategies. The report provides a brief description of the Pioneer Corridor in Dallas, Texas, and the methodology used for the AMS. It lays out ICM strategies that will be tested, and provides a list of the AMS scenarios. This report then defines performance measures that will be utilized in the analysis of the ICM strategies on the Pioneer Corridor and sets out the simulation model validation requirements and the data needs for this calibration. Finally, the last two sections of this report present an overview of the Pioneer Corridor AMS document that will be developed to summarize the results of the AMS effort and provides a schedule and a resource guide for the AMS tasks.
KW  - Analysis
KW  - Calibration
KW  - Dallas (Texas)
KW  - Integrated corridor management
KW  - Performance measurement
KW  - Simulation
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/54000/54300/54353/U.S._75_Dallas_ICMS_Analysis_Plan__FHWA-JPO-10-035_.pdf
UR  - https://trid.trb.org/view/1342223
ER  - 

TY  - RPRT
AN  - 01554171
AU  - Chiu, Yi-Chang
AU  - Bustillos, Brenda I
AU  - Papayannoulis, Vassilis
AU  - Hickman, Mark
AU  - Head, K Larry
AU  - Wang, Shuo
AU  - Alexiadis, Vassili
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management (ICM) Analysis, Modeling, and Simulation (AMS) for Minneapolis Site Model Calibration and Validation Report
PY  - 2010/02//Final Report
SP  - 87p
AB  - This technical report documents the calibration and validation of the baseline (2008) mesoscopic model for the I-394 Minneapolis, Minnesota, Pioneer Site. DynusT was selected as the mesoscopic model for analyzing operating conditions in the I-394 corridor study area, and the report provides details on the network development, traffic flow model calibration, origin-destination (OD) demand calibration, and model validation. In addition, the report provides a modeling methodology for simulation of transit, as well as the results of a sensitivity analysis, utilizing information from a known incident, undertaken to verify the ability of the validated model to replicate operating conditions for incident scenarios. In summary, the DynusT model for the I-394 corridor replicated the 2008 baseline operating conditions well as evidenced by the comparisons of observed and modeled volumes, travel times, and speed contours on I-394. Furthermore, the simulated known incident exhibited consistent traffic diversions, speed reductions, duration, and queue propagation with the actual data.
KW  - Analysis
KW  - Calibration
KW  - Incident management
KW  - Integrated corridor management
KW  - Mesoscopic traffic flow
KW  - Methodology
KW  - Minneapolis (Minnesota)
KW  - Public transit
KW  - Sensitivity analysis
KW  - Simulation
KW  - Transportation corridors
KW  - Validation
UR  - http://ntl.bts.gov/lib/54000/54300/54345/I-394_Minneapolis_ICMS_Model_Validation_and_Cal.__FHWA-JPO-10-036_.pdf
UR  - https://trid.trb.org/view/1342208
ER  - 

TY  - RPRT
AN  - 01554160
AU  - Dhindsa, Albinder
AU  - Alexiadis, Vassili
AU  - Estrella, Alex
AU  - Miller, Mike
AU  - Vasudevan, Meenakshy
AU  - Calandra, Mike
AU  - Allegre, Ellison
AU  - Kumar, Saurabh
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Integrated Corridor Management I-15 San Diego, California – Analysis Plan
PY  - 2010/02//Final Report
SP  - 92p
AB  - This Analysis Modeling Simulation (AMS) Analysis Plan for the I-15 Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools and strategies to this corridor in order to support benefit-cost assessment for the successful implementation of ICM. The report provides a brief description of the I-15 Corridor in San Diego, California, and the methodology used for the AMS. It lays out ICM strategies that will be tested and provides a list of the AMS scenarios. This report then defines performance measures that will be utilized in the analysis of the ICM strategies on the Pioneer Corridor and sets out the simulation model calibration requirements and the data needs for this calibration. Finally, the last two sections present an overview of the Pioneer Corridor AMS document that will be developed to summarize the results of the AMS effort and provides a schedule and a resource guide for the AMS tasks. Appendixes are included that provide detailed lists of prioritized ICM strategies and scenarios for San Diego, provide the Data Collection Plan for the AMS effort, provide the draft methodology memorandum for calculating travel time reliability for the AMS effort, and describe the method employed to estimate transit mode shift.
KW  - Analysis
KW  - Calibration
KW  - Data collection
KW  - Integrated corridor management
KW  - Modal shift
KW  - Performance measurement
KW  - San Diego (California)
KW  - Simulation
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/54000/54300/54340/I-15_San_Diego_ICMS_Analysis_Plan__FHWA-JPO-10-039_.pdf
UR  - https://trid.trb.org/view/1342209
ER  - 

TY  - RPRT
AN  - 01551254
AU  - Samtani, Naresh C
AU  - Nowatzki, Edward A
AU  - Mertz, Dennis R
AU  - NCS GeoResources, LLC
AU  - Federal Highway Administration
TI  - Selection of Spread Footings on Soils to Support Highway Bridge Structures
PY  - 2010/02//Final Report
SP  - 98p
AB  - The Federal Highway Administration (FHWA) believes that spread footings on soils are underutilized because designers encounter one or more of the following obstacles: (a) limited knowledge of American Association of State Highway and Transportation Officials (AASHTO)/FHWA technical references that pertain to spread footings on soils to support bridges; (b) limited knowledge of adequate performance data for spread footings; (c) unrealistic tolerable settlement criteria; (d) overestimation of loads used to calculate settlement; and (e) the use of conservative settlement prediction methods. These obstacles have resulted in institutional biases and overly conservative and excessively costly institutional processes that lead to the unnecessary use of costlier deep foundation systems.  The primary goal of this report is to promote the use of spread footings bearing on competent natural soils, improved soils, and engineered fill materials as a routine alternative to deep foundations for support of bridges by addressing the factors identified above. Documented performance data is used to make this case. The report also presents powerful concepts such as construction-point analysis and angular distortions to demonstrate the efficacy of using spread footings. Implementation of these concepts requires only that conventional computations be taken one step further without any requirement for advanced computational skills. The report presents sources of information that agencies and designers can use as references in their project applications. The report contains comprehensive appendices that treat in detail many of the topics discussed in the report. For example, one such appendix provides an introduction to Load and Resistance Factor Design (LRFD) that permits a rational approach to the consideration of spread footings on soils as a feasible alternative to deep foundations.
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge foundations
KW  - Highway bridges
KW  - Implementation
KW  - Load and resistance factor design
KW  - Settlement (Structures)
KW  - Spread footings
KW  - U.S. Federal Highway Administration
UR  - http://www.dot.state.oh.us/Divisions/Engineering/Structures/Documents/2010-%20Final-spread%20footing%20report.pdf
UR  - https://trid.trb.org/view/1341184
ER  - 

TY  - RPRT
AN  - 01457646
AU  - Iyer, Ananth
AU  - Partridge, Barry
AU  - Pilotte, Mary
AU  - Mast, Pete
AU  - Simms, Gerald
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Understanding the Impact of INDOT Projects on Automotive Industry Cluster Logistics Costs: A Case Study of the Honda Plant
PY  - 2010/02//Final Report
SP  - 190p
AB  - This study focuses on understanding the impact of INDOT projects on the Honda, Greensburg plant’s supply chain. The goal of the study was the following: (a) Identify approaches for INDOT to be an active partner in facilitating supply chain effectiveness; (b) Maximize the economic impact of INDOT projects on the Honda affiliated automotive Cluster in South Central Indiana; (c) Create a framework for INDOT to utilize in the future, when prospective economic partners are in discussions with the state. Detailed data analyses for many of the decisions regarding Honda’s supply chain required identification of possible future evolutions of the supply chain. As part of this study the existing supply chain at Honda’s plants in Ohio and Toyota’s plant in Indiana were mapped out. Approximately 51 managers including Honda officials, competing OEM locations, academic publications, supply chain participants, economic development officials, INDOT personnel and consultants were interviewed to develop a fact base and for research input. The authors obtained data regarding planned “Major Moves” projects already approved and in the region of interest. Finally, the authors developed strategic choices and grouped associated projects into strategic bundles that could be used by INDOT to better understand their link to Honda’s supply chain competitiveness in Indiana. A summary of the results of this study includes possible strategic choices being grouped under three different categories the authors termed “Shared Supply Focus”, “Hoosier Automotive Focus” and “Reclamation Focus”. A summary of the results are as follows: (a) Speed counts - Reprioritizing existing projects can provide the difference between being viewed as an economic development leader, or a support service follower; (b) It’s not too late -INDOT has 12-24 months yet to plan and execute improvements that would benefit economic development; (c) Evaluating projects strategically can have a significant impact on economic development outcomes in the future. The authors believe that the results of this focused study suggest that a strategic approach to projects can enable INDOT to enhance its role as a contributor to industrial supply chain competitiveness in Indiana.
KW  - Automobile industry
KW  - Competition
KW  - Construction projects
KW  - Economic development
KW  - Economic impacts
KW  - Greensburg (Indiana)
KW  - Honda automobile
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Manufacturing
KW  - Ohio
KW  - Production
KW  - Supply chain management
KW  - Toyota automobile
UR  - http://dx.doi.org/10.5703/1288284314309
UR  - https://trid.trb.org/view/1218780
ER  - 

TY  - RPRT
AN  - 01457117
AU  - Perkins, Robert A
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Creosote Treated Timber in the Alaskan Marine Environment Volume II
PY  - 2010/02//Final Report
SP  - 366p
AB  - Alaska Department of Transportation and Public Facilities (ADOT&PF) is responsible for many structures that incorporate wood pilings and other timber in Alaska waters. Most are treated with preservative to inhibit marine borers that will quickly destroy unprotected wood. Creosote is generally the most economical preservative and has been used for over a hundred years. Creosote contains many toxic chemicals and some governments and organizations are limiting its use. This project reviewed current science regarding use of creosoted wood in marine waters and the current regulatory matrix that controls its use, and developed recommendations for its use. Even with best management practices, polycyclic aromatic hydrocarbons from new creosote timber will be transferred to the marine environment. Laboratory tests and field observations show that PAH chemicals slowly diffuse from the wood into the water column. The heavier PAH chemicals sink to the bottom directly, or adsorb to organic or inorganic moieties in the water and then sink, incorporating into the sediment. The lighter PAH chemicals are quickly volatilized and oxidized. Scientific observations of creosote behavior in meso-scale tests verify that the concentrations of PAH from marine piles in the water column are negligible after the first few weeks. The fate of PAH in the sediment depends on the oxygen status of the upper sediment layers. If the sediment is not anoxic, the PAH will be oxidized. With sufficient oxygen in the upper layers of sediment, the PAH concentration will initially rise, then decline. With timber treated according to best management practices, if the sediments are not anoxic and the surrounding waters are not stagnant, and the area is not already contaminated, creosote marine timbers are unlikely to have a significant long-term effect on the environment. Further, meso-scale testing indicated that effects were confined to a region close to the structures themselves.
KW  - Alaska
KW  - Best practices
KW  - Contaminants
KW  - Creosote
KW  - Environmental impacts
KW  - Protective coating
KW  - Wooden bridges
UR  - http://ine.uaf.edu/autc/files/2011/08/Creosote_Vol_II.pdf
UR  - https://trid.trb.org/view/1225097
ER  - 

TY  - RPRT
AN  - 01457106
AU  - Perkins, Robert A
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Creosote Treated Timber in the Alaskan Marine Environment Volume I
PY  - 2010/02//Final Report
SP  - 88p
AB  - Alaska Department of Transportation and Public Facilities (ADOT&PF) is responsible for many structures that incorporate wood pilings and other timber in Alaska waters. Most are treated with preservative to inhibit marine borers that will quickly destroy unprotected wood. Creosote is generally the most economical preservative and has been used for over a hundred years. Creosote contains many toxic chemicals and some governments and organizations are limiting its use. This project reviewed current science regarding use of creosoted wood in marine waters and the current regulatory matrix that controls its use, and developed recommendations for its use. Even with best management practices, polycyclic aromatic hydrocarbons from new creosote timber will be transferred to the marine environment. Laboratory tests and field observations show that PAH chemicals slowly diffuse from the wood into the water column. The heavier PAH chemicals sink to the bottom directly, or adsorb to organic or inorganic moieties in the water and then sink, incorporating into the sediment. The lighter PAH chemicals are quickly volatilized and oxidized. Scientific observations of creosote behavior in meso-scale tests verify that the concentrations of PAH from marine piles in the water column are negligible after the first few weeks. The fate of PAH in the sediment depends on the oxygen status of the upper sediment layers. If the sediment is not anoxic, the PAH will be oxidized. With sufficient oxygen in the upper layers of sediment, the PAH concentration will initially rise, then decline. With timber treated according to best management practices, if the sediments are not anoxic and the surrounding waters are not stagnant, and the area is not already contaminated, creosote marine timbers are unlikely to have a significant long-term effect on the environment. Further, meso-scale testing indicated that effects were confined to a region close to the structures themselves.
KW  - Alaska
KW  - Best practices
KW  - Contaminants
KW  - Creosote
KW  - Environmental impacts
KW  - Protective coating
KW  - Wooden bridges
UR  - http://ine.uaf.edu/autc/files/2012/12/Volume-I-of-Creosote.Perkins-ineautc1120.pdf
UR  - https://trid.trb.org/view/1225095
ER  - 

TY  - RPRT
AN  - 01368594
AU  - McLeroy, Meredith
AU  - Fowler, David
AU  - Won, Moon
AU  - Whitney, David
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Training Manual for Pavement Concrete Proportioning Method
PY  - 2010/02
SP  - 29p
AB  - This manual presents a method to proportion concrete paving mixtures made with manufactured sands and increased microfines percentages in a step-by-step manner. This method was adapted from Koehler’s (2007) proportioning method for self-consolidating concrete. A spreadsheet that performs these calculations was also developed and follows the outline presented in this manual.
KW  - Artificial aggregates
KW  - Concrete
KW  - Manuals
KW  - Manufactured sands
KW  - Microfines
KW  - Mix design
KW  - Proportioning
KW  - Spreadsheets
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_9029_01_P1.pdf
UR  - https://trid.trb.org/view/1137232
ER  - 

TY  - RPRT
AN  - 01354157
AU  - Barnard, Timothy
AU  - Hovell, Catherine G
AU  - Sutton, James P
AU  - Mouras, Joshua M
AU  - Neuman, Bryce J
AU  - Samaras, Vasileios A
AU  - Kim, Janghwan
AU  - Williamson, Eric B
AU  - Frank, Karl H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Modeling the Response of Fracture Critical Steel Box-Girder Bridges
PY  - 2010/02//Technical Report
SP  - 172p
AB  - Bridges that are classified as fracture critical by AASHTO require more frequent inspections than other types of bridges, resulting in greater costs for their maintenance. Several historical events have shown, however, that severe damage can occur to a bridge without necessarily resulting in its collapse. A primary objective of this research project was to characterize the redundancy that exists in twin steel box-girder bridges, which are widely used in Texas and are classified as fracture critical. The main goal of the research was to develop guidelines for modeling a bridge’s behavior in the event that a fracture of a critical tension flange takes place. The research carried out under this project included laboratory testing, experimental evaluation of a full-scale box-girder bridge, and detailed structural analyses. Data gathered from the experimental testing program were used to validate nonlinear finite element models as well as simplified engineering models. Based on the results of this research, engineers now have guidelines for modeling the response of twin steel box-girder bridges following the fracture of one of its girders.
KW  - Box girder bridges
KW  - Bridge design
KW  - Finite element method
KW  - Fracture critical members
KW  - Guidelines
KW  - Redundancy
KW  - Steel bridges
KW  - Structural analysis
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/9_5498_1.pdf
UR  - https://trid.trb.org/view/1116023
ER  - 

TY  - RPRT
AN  - 01353921
AU  - Trejo, David
AU  - Kim, Young Hoon
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Precast Bridge Deck Overhang System: Technical Report
PY  - 2010/02//Technical Report
SP  - 60p
AB  - The implementation of full-depth, precast overhang panel systems has the potential to improve constructability, productivity, and make bridges more economical. Initial testing and analyses reported in the 0-6100-2 report resulted in a design that required a large number of shear pockets in the overhang panels. The general design methodology used in this report was to determine the number of connectors based on the shear capacity of a girder with conventional R-bars (not necessarily based on the required demand). The large number of shear pockets reduced the constructability and economy of the precast overhang system. Report 0-6100-1 (produced after 0-6100-2) used the American Association of State Highway Officials Load and Resistance Factor Design (AASHTO LRFD [2008]) demand requirements to design the number of shear pockets for a precast overhang panel system and reported that the number of pockets per panel could be reduced from the numbers reported in report 0-6100-2. However, this report only included an analysis for one beam type and one span length. In addition, the demand load used did not include all factors typically used by designers. Additional testing was required to assess different connector systems and further analyses were needed for the new Texas Department of Transportation (TxDOT) girders. The testing and analyses documented in this report (0-6100-3) provides a new equation for determining the number of shear pockets required for the various shear connector/coupler systems evaluated in this research. This equation was used to determine the number of shear pockets required for the newer TxDOT girders. Results from this research indicate that the roughened surface provides strong adhesion between the top girder surface and a precast panel. Steel reinforcing hoops placed in the shear pocket and shear reinforcing hoops placed in the overhang panel around the opening of the shear pocket provided limited or no improvement in capacity of the shear connector/coupler system. Hollow structural section (HSS) steel tubes placed around the perimeter of the shear pocket during fabrication did result in samples with higher shear capacities and could result in overhang panels with fewer shear pockets. This system could make constructing bridges with precast overhang systems more constructible, economical, and could reduce the construction time.
KW  - Anchorages
KW  - Anchors (Structural connectors)
KW  - Bearing capacity
KW  - Bridge decks
KW  - Girder bridges
KW  - Girders
KW  - Load and resistance factor design
KW  - Overhang
KW  - Precast concrete
KW  - Shear strength
KW  - Texas
UR  - http://ntl.bts.gov/lib/42000/42000/42083/0-6100-3.pdf
UR  - https://trid.trb.org/view/1118135
ER  - 

TY  - RPRT
AN  - 01353624
AU  - Weiland, Craig D
AU  - Muench, Stephen T
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Life Cycle Assessment of Portland Cement Concrete Interstate Highway Rehabilitation and Replacement
PY  - 2010/02//Research Report
SP  - 107p
AB  - Life Cycle Assessment (LCA) is a tool that can be used to identify ways to decrease the environmental impact of a product or process and to inform decision makers of the consequences of changes to the product or process. LCA encompasses all aspects of a process or product from “cradle to grave”, including material extraction, transport, production, maintenance, and removal or recycling. This study is a comparative LCA of three different replacement options for an aging Portland cement concrete (PCC) highway: Replacement with a new PCC pavement, replacement with hot mix asphalt (HMA) pavement, and cracking, seating and overlaying (CSOL) the existing pavement with HMA. Each LCA includes an appropriate maintenance schedule so that the pavements will have a 50 year life span and can be reasonably compared. The environmental impacts have been assessed according to common environmental concerns, such as global warming potential and acidification. This paper summarizes those impacts and provides information and recommendations to build “greener” highways in Washington State.
KW  - Bituminous overlays
KW  - Concrete pavements
KW  - Crack and seat treatment
KW  - Environmental impacts
KW  - Hot mix asphalt
KW  - Interstate highways
KW  - Life cycle analysis
KW  - Rehabilitation (Maintenance)
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.4.pdf
UR  - https://trid.trb.org/view/1118376
ER  - 

TY  - RPRT
AN  - 01353622
AU  - Muench, Stephen T
AU  - Pierce, Linda
AU  - Uhlmeyer, Jeff
AU  - Anderson, Keith
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - A Brief History of Long-Life WSDOT Concrete Pavements
PY  - 2010/02//Research Report
SP  - 32p
AB  - The concrete pavements that were originally constructed in Washington State as part of the interstate construction program have performed remarkably well considering the dramatic increase in the anticipated traffic loads. To date, the primary distress on the concrete pavements in Washington State has been in the form of joint faulting (due to lack of dowel bars and underlying base/subgrade conditions), longitudinal cracking (which is believed to have occurred 3 to 5 years after construction) and wear due to studded tires. A number of factors have contributed to the long-life of these concrete pavements, such as, short joint spacing (usually 15 ft – 4.6 m), thickness (8-9 in., 200-225 mm) and aggregate quality. However, a number of design modifications have evolved over time to improve pavement performance. These include the use of dowel bars, dowel bar type, mix design, hot mix asphalt base, joint design and joint spacing. This research documents the design and performance of the concrete pavements built in the 1960’s, summarizes the design modifications and resulting pavement performance that has taken place over the last 40 years, summarizes the current construction practices and discusses future challenges and risks for the long-life concrete pavements built in Washington State.
KW  - Concrete pavements
KW  - Construction management
KW  - Interstate highways
KW  - Longitudinal cracking
KW  - Pavement design
KW  - Pavement joints
KW  - Pavement performance
KW  - Service life
KW  - Spacing
KW  - Thickness
KW  - Washington (State)
KW  - Wear
UR  - http://www.wsdot.wa.gov/Research/Reports/700/744.2.htm
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/744.2.pdf
UR  - https://trid.trb.org/view/1118374
ER  - 

TY  - RPRT
AN  - 01334238
AU  - Ramsey, Kevin
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Resource Planning Index for Washington’s Scenic and Recreational Highways
PY  - 2010/02//Final Technical Report
SP  - 20p
AB  - The Washington State Department of Transportation Local Programs Division requested the creation of a Resource Planning Index (or “Index”) for use in benchmarking and tracking the stewardship performance of investments associated with Washington’s Scenic and Recreational Highways. A geographic information service (GIS) analysis was performed to develop a unique Index value for each 1000 feet of roadway. The Index value was calculated based on the proximity of features of interest associated with specific opportunities for protecting, preserving, or enhancing resources associated with the state Scenic and Recreational Highways. This Index may be used in preliminary assessments of locations where there may be a confluence of such opportunities. As always, a local scale analysis of the location should assess exactly what opportunities exist there and whether a proposed project would actually provide the desired benefit or impact.
KW  - Assessments
KW  - Geographic information systems
KW  - Index values
KW  - Investments
KW  - Planning
KW  - Recreational roads
KW  - Resource development
KW  - Scenic highways
KW  - Stewardship
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/740.1.pdf
UR  - https://trid.trb.org/view/1097592
ER  - 

TY  - RPRT
AN  - 01220459
AU  - Menches, Cindy L
AU  - Khwaja, Nabeel
AU  - Chen, Juan
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Innovative Contracting Strategies for Routine and Preventive Maintenance Contracts
PY  - 2010/02//Technical Report
SP  - 217p
AB  - TxDOT is faced with a need to expand their maintenance contracted services due to shortage of in-house personnel and expertise. As a result, TxDOT had a need to investigate maintenance contracting strategies to identify those efficient strategies that might be implemented to help them achieve their maintenance goals. This study investigated current maintenance contracting practices in TxDOT and other state DOTs, and produced a selection framework, guide and case studies to assist maintenance personnel in selecting and implementing appropriate contracting strategies for maintenance outsourcing. A prototype selection algorithm was created to help decision makers identify contracting strategy for achieving outsourcing goals and accommodating maintenance circumstances.
KW  - Contracting
KW  - Contracting out
KW  - Maintenance
KW  - Maintenance management
KW  - Preventive maintenance
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6388_1.pdf
UR  - https://trid.trb.org/view/968943
ER  - 

TY  - RPRT
AN  - 01219902
AU  - Harrison, Robert
AU  - Hutson, Nathan
AU  - Seedah, Dan
AU  - Kruse, Jim
AU  - Morgan, Curtis
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Emerging Trade Corridors and Texas Transportation Planning
PY  - 2010/02//Technical Report
SP  - 145p
AB  - This report describes the major trends in intermodal shipping that are impacting Texas intermodal trade corridors. Key supply and demand forces that underpin intermodal service and routing options are provided. Intermodal development from a technological and shipping industry perspective is described, including the impacts of the global economic recession beginning in late 2007. This is followed by an overview of Texas trade patterns with various trading partners with particular attention paid to those relationships that are in a current state of flux. A review of current and future corridors used for handling international intermodal trade shows the comparative strengths and weaknesses of different routing options for intermodal cargo shipping. Texas ports officials regard the new Panama Canal lock system due to open in 2014 as critical to future demand so a chapter is devoted to examining the system and current status. The inherent economics of different corridor options is enhanced by the development of marine and rail cost models that explore the basic tradeoffs for transportation providers in choosing different corridors. Finally, suggested infrastructure and economic milestones driving changes in trading patterns are given particularly as they relate to the Texas economy and its transportation system.
KW  - Costs
KW  - Demand
KW  - Economics
KW  - Infrastructure
KW  - Intermodal transportation
KW  - International trade
KW  - Mathematical models
KW  - Panama Canal
KW  - Ports
KW  - Railroads
KW  - Recession
KW  - Routing
KW  - Shipping
KW  - Supply
KW  - Texas
KW  - Transportation corridors
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5973_2.pdf
UR  - https://trid.trb.org/view/968958
ER  - 

TY  - RPRT
AN  - 01208048
AU  - Stith, Jason
AU  - Petruzzi, Brian
AU  - Helwig, Todd
AU  - Engelhardt, Michael
AU  - Frank, Karl
AU  - Williamson, Eric
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Design and Safe Handling of Curved I-Shaped Steel Girders
PY  - 2010/02
SP  - 15p
AB  - The purpose of this set of guidelines is to summarize recommendations from work completed as part of the Texas Department of Transportation (TxDOT) Research Project 0-5574 entitled “Curved Plate Girder Design for Safe and Economic Construction.” The research included field tests, three-dimensional finite element parametric studies, and software development. The full report for the study includes a more detailed explanation of the recommendations given within this document. The development of general guidelines to ensure girder stability during lifting, erection and early stages of construction is complicated by the wide range of variables that impact the behavior of the girder system. These variables include girder proportioning, partially installed bracing, crane positioning, the use and positioning of temporary supports, as well as several other factors. To aid in assuring girder stability, two analytical tools were developed as part of this research project. The analytical tools consist of a spreadsheet program (UT Lift) for evaluating girder behavior during lifting, and a finite element program (UT Bridge) for analyzing the behavior of I-girder bridges at various stages of erection and during construction of the concrete bridge deck. While the guidelines presented herein have been developed to assist in producing a stable system, the reader is encouraged to use the analytical tools, UT Lift and UT Bridge, or other suitable analytical packages, to evaluate bridge girder systems during construction.
KW  - Construction
KW  - Erection (Building)
KW  - Girders
KW  - Guidelines
KW  - I girders
KW  - Lifting
KW  - Plate girders
KW  - Stability (Mechanics)
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5574_P1.pdf
UR  - https://trid.trb.org/view/968928
ER  - 

TY  - RPRT
AN  - 01173230
AU  - Pisano, Paul A
AU  - Federal Highway Administration
TI  - Maintenance Decision Support Systems: A Proven, Cost-effective Tool for State and Local DOTs
PY  - 2010/02
SP  - 2p
AB  - When state or local departments of transportation (DOT) prepare for a snow or ice storm, they do more than operate snow plows. Timely decisions must be made on when to call in crews, whether overtime will be required, what kinds and how much material to load on trucks, whether and when to pretreat the roads, and how to optimize equipment assignments. During a storm event, supervisors also make ongoing tactical decisions based on a storm’s progress and the effectiveness of maintenance activities, all of which has immediate and vital consequences for the agency, the traveling public, and the environment. A proven, cost-effective tool called the Maintenance Decision Support System (MDSS) is increasingly being used by state and local maintenance departments for reliable and accurate decision-making under stressful weather and adverse roadway conditions.
KW  - Cost effectiveness
KW  - Decision making
KW  - Decision support systems
KW  - Maintenance Decision Support System (MDSS)
KW  - Snow and ice control
KW  - Snow removal
KW  - Weather conditions
KW  - Winter maintenance
UR  - http://ntl.bts.gov/lib/33000/33700/33722/index.htm
UR  - http://ntl.bts.gov/lib/33000/33700/33722/mdss_pdf.pdf
UR  - https://trid.trb.org/view/930616
ER  - 

TY  - RPRT
AN  - 01166624
AU  - Banerjee, Ambarish
AU  - Aguiar-Moya, Jose Pablo
AU  - Smit, Andre de Fortier
AU  - Prozzi, Jorge A
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Texas Flexible Pavements Database
PY  - 2010/02//Technical report
SP  - 189p
AB  - The goal of this research project was the development of the Texas Flexible Pavement Database (TFPD) to serve as a reference database comprising design, construction, structural and performance data for selected roadway sections in Texas. The database was designed as a project-level application with the purpose of developing, validating and calibrating mechanistic-empirical pavement design models. To achieve this objective it was necessary to evaluate pavement sections with performance data spanning a number of years and for this reason the database was initially populated with Texas sections from the Long Term Pavement Performance (LTPP) studies. In addition, a number of newly constructed sections within Texas were included in the database. The performances of these new sections were monitored over a two-year period and performance data collected on these sections on two occasions have been included in the database. The TFPD comprises 70 sections (35 from LTPP and 35 new) spanning the climate, traffic, and structure types found in Texas. It is recommended that these sections continue to be monitored on an annual basis to track the performance of these pavements throughout their design life. It should be noted that the entire database consists of close to 200 sections, though few of them are missing information related to material properties and testing. A second objective of this project was to provide guidelines for local calibration of the Mechanistic Empirical Pavement Design Guide (MEPDG). The performance models used in the MEPDG are calibrated using sections spread throughout the U.S. Hence, it is necessary to calibrate these models for specific states and regional conditions because of the differences in terms of materials, environmental conditions, and construction practices. The regional calibration factors were obtained by minimizing the sum of squared errors between the observed and the predicted distresses. In this case, a simultaneous joint optimization routine was used because it is theoretically sound. Finally, an average of the regional calibration coefficients for AC and subgrade rutting was computed to obtain the set of state-default calibration coefficients for Texas. The report outlines the procedure followed and reports the initial local and statewide calibration factors determined based on the LTPP sections currently in the TFPD.
KW  - Calibration
KW  - Databases
KW  - Flexible pavements
KW  - Long-Term Pavement Performance Program
KW  - Mechanistic-empirical pavement design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5513_2.pdf
UR  - https://trid.trb.org/view/927126
ER  - 

TY  - RPRT
AN  - 01164850
AU  - Yang, Zhaohui Joey
AU  - Dutta, Utpal
AU  - Xu, Gang
AU  - Hazirbaba, Kenan
AU  - University of Alaska, Anchorage
AU  - University of Alaska, Fairbanks
AU  - University of Alaska, Fairbanks
AU  - Alaska Department of Transportation and Public Facilities
AU  - Federal Highway Administration
TI  - Effects of Permafrost and Seasonally Frozen Ground on the Seismic Response of Transportation Infrastructure Sites
PY  - 2010/02//Final Report
SP  - 96p
AB  - A comprehensive analytical investigation of the effects of frozen soils including seasonally frozen soils and permafrost on the seismic site response has been conducted.  Two sites, i.e., the C St-O'Malley Bridge site in Anchorage and the Goldstream Creek Bridge site in Fairbanks, were selected to represent typical sites with seasonally frozen soils and discontinuous permafrost, respectively.  Two generic soil profiles were constructed based on the geologic and geotechnical data available for these two sites.  A set of input ground motions has been selected from available strong-motion databases and scaled to generate an ensemble of seismic hazard-consistent bedrock motions.  One-dimensional equivalent linear analyses were applied to analyze the seismic site response for three levels of seismic hazard, i.e., MCE (2% probability of exceedance in 50 years), AASHTO Design Earthquake (7.5% probability of exceedance in 75 years), and IBC Design Earthquake (two-thirds of MCE).  A series of parametric studies were conducted for assessing the sensitivity of the results to the uncertainties associated with shear wave velocity of frozen soils, thickness of seasonally frozen soil, permafrost table/thickness, and bedrock table.  The results show that the presence of frozen soils, particularly permafrost, can significantly change the ground motion characteristics.  It is concluded that it is generally conservative to ignore the effects of seasonally frozen ground on site response.  It is, however, not always conservative to classify permafrost soil sites by using average shear wave velocity of the upper 30 m frozen or unfrozen soils and use code-defined site coefficients for seismic design.  For permafrost sites similar to the GC Site-Worst Case Scenario, that is when the permafrost table is at -50 to -130 ft, and the bedrock table is at -230 ft or shallower, and the soil types are similar to the GC Site-Worst Case Scenario, the average response spectra obtained from this study could be used in seismic design.
KW  - Alaska
KW  - Bedrock
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Frozen soils
KW  - Permafrost
KW  - Seasonally frozen ground
KW  - Seismicity
KW  - Shear wave velocity
UR  - http://ine.uaf.edu/autc/files/2012/09/107017-Frozen-Ground-Permafrost-yang.hazirbaba-use-INEAUTC1103.pdf
UR  - http://ntl.bts.gov/lib/46000/46400/46468/107017_Frozen_Ground_Permafrost_yang.hazirbaba_use-INEAUTC1103.pdf
UR  - https://trid.trb.org/view/925839
ER  - 

TY  - RPRT
AN  - 01163176
AU  - Szary, Patrick
AU  - Spasovic, Lazar N
AU  - Moini, Nadereh
AU  - Dimitrijevic, Branislav
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - NJDOT Transportation Data User Survey
PY  - 2010/02//Final Report
SP  - 57p
AB  - The New Jersey Straight Line Diagram (SLD) is the main reference for the State’s centerline roadway inventory. SLD was initially designed as a planning tool, but it has become a standard information platform for many other purposes within and outside the New Jersey Department of Transportation (NJDOT), including engineering and maintenance. The extensive and versatile use of SLD both within and outside NJDOT requires a thoughtful approach in developing future SLD enhancements. The objective of this study, initiated by NJDOT’s Bureau of Transportation Data Development (BTDD), is to ascertain the SLD user needs and provide inputs for an educated decision about future improvements of SLD. The main part of the project was to survey SLD users throughout New Jersey about their use of SLD, satisfaction with the SLD data products and tools, and ideas about system enhancements. The survey questionnaire was designed using the input from interviews with major users of SLD. The survey was conducted online using an interactive internet survey questionnaire and was available for 3 months, August to October 2009. About 240 responses were received from engineers, planners, private consultants, and freight operators. The responses were overwhelmingly positive regarding the usefulness of SLD and the quality of its data. Responses were used to formulate recommendations for future improvements. The most desirable improvements can be classified into four areas: boost the search engine, use a collaborative approach to collect and update data, introduce GIS capability, and expand the scope of data. The correlation between users’ affiliation and their responses is also investigated on two main groups: NJDOT users and users outside of NJDOT.
KW  - Data quality
KW  - Databases
KW  - Improvements
KW  - Inventory
KW  - New Jersey Department of Transportation
KW  - Questionnaires
KW  - Recommendations
KW  - Straight line diagrams
KW  - Surveys
KW  - User needs
UR  - http://cait.rutgers.edu/files/235-RU0964_0.pdf
UR  - https://trid.trb.org/view/923662
ER  - 

TY  - RPRT
AN  - 01162190
AU  - Federal Highway Administration
TI  - Interstate 395 (I-395), from the I-95 Midtown Interchange (I-95/SR-836/I-395) ramps to MacArthur Causeway West Channel Bridges at Biscayne Bay, in the City of Miami, Miami-Dade County : environmental impact statement
PY  - 2010/02//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Florida
UR  - https://trid.trb.org/view/923176
ER  - 

TY  - RPRT
AN  - 01162121
AU  - Federal Highway Administration
TI  - I-69 Evansville to Indianapolis, Indiana Project, Section 2, Oakland City to Washington : environmental impact statement
PY  - 2010/02//Volumes held: Draft, Draft Appendix, Revised draft(2v), Final(2v)(v.2 in 2pts)
KW  - Environmental impact statements
KW  - Indiana
UR  - https://trid.trb.org/view/923106
ER  - 

TY  - RPRT
AN  - 01159705
AU  - Veisi, Maryam
AU  - Chittoori, Bhaskar
AU  - Celaya, Manuel
AU  - Nazarian, Soheil
AU  - Puppala, Anand J
AU  - Solis, Carlos
AU  - University of Texas, El Paso
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Accelerated Stabilization Design of Subgrade Soils
PY  - 2010/02//Technical Report
SP  - 255p
AB  - Chemical stabilizers are commonly used to improve the performance of problematic soils. Lime, cement, and fly ash are typically used for this purpose. To achieve effective soil stabilization, type and concentration of the stabilizer are usually calculated based on the plasticity and gradation of the material. To achieve the mix design, the optimum stabilizer content is usually based on experience or following time-consuming specifications. New accelerated testing methods are proposed that minimize the time required for soil specimen preparation, curing, and moisture conditioning to complete the design process. Proposed methods were compared to current specifications. A curing time of 2 days and a back-pressure method to complete moisture conditioning are recommended to complete the mix design in 3 days. In addition, a more rigorous soil classification which considers the soil mineralogy is included. For that matter, simple chemical methods to determine the mineralogy of the soil fines are included. Cation Exchange Capacity, Specific Surface Area and Total Potassium could be used to substitute methods such as X-ray Diffraction and Scanning Electron Microscope. Durability and permanency studies on the treated and untreated soils were also evaluated to address the permanency and leachability of the chemical stabilization associated with rainfall infiltration and to simulate seasonal changes. Other important issues that were evaluated are adequate mixing and curing, adequate density and moisture, adequate short-term and long-term strength and stiffness, and proper construction.
KW  - Accelerated curing
KW  - Accelerated tests
KW  - Calcium oxide
KW  - Cement
KW  - Curing time
KW  - Durability tests
KW  - Fly ash
KW  - Leaching
KW  - Mineralogy
KW  - Moisture conditioning
KW  - Rainfall
KW  - Soil stabilization
KW  - Subgrade (Pavements)
UR  - http://ctis.utep.edu/reports/0812/2010&02&RR-0-5569-1&Accelerated%20Stabilization%20Design%20Of%20Subgrade%20Soils.pdf
UR  - https://trid.trb.org/view/920200
ER  - 

TY  - RPRT
AN  - 01159571
AU  - Grant, Michael
AU  - Bauer, Jocelyn
AU  - Plaskon, Terence
AU  - Mason, John
AU  - Science Applications International Corporation
AU  - ICF International
AU  - Federal Highway Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Advancing Metropolitan Planning for Operations: An Objectives-Driven, Performance-Based Approach: A Guidebook
PY  - 2010/02
SP  - 81p
AB  - This guidebook presents an approach for integrating management and operations (M&O) strategies into the metropolitan transportation planning process that is designed to maximize the performance of the existing and planned transportation system. This approach is recommended as a means to meet Federal transportation planning requirements for promoting efficient system M&O and implementing a congestion management process (CMP). The approach is driven by operations objectives for the regional transportation system and performance measures for achieving those objectives. The Metropolitan Transportation Plan (MTP) resulting from this approach contains specific, measurable operations objectives, performance measures, and M&O strategies that directly influence the projects selected for the transportation improvement program (TIP). This approach not only helps fulfill Federal planning requirements, but also results in an MTP that is better able to meet customer needs, creating a more optimal mix of transportation investments.
KW  - Congestion management systems
KW  - Handbooks
KW  - Highway operations
KW  - Metropolitan planning organizations
KW  - Performance measurement
KW  - Strategic planning
KW  - Traffic congestion
KW  - Transit vehicle operations
KW  - Transportation Improvement Programs
KW  - Transportation planning
KW  - Transportation system management
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10026/fhwa_hop_10_026.pdf
UR  - http://ntl.bts.gov/lib/33000/33700/33775/fhwa_hop_10_026.pdf
UR  - https://trid.trb.org/view/920075
ER  - 

TY  - RPRT
AN  - 01159193
AU  - Federal Highway Administration
TI  - Mini-Roundabouts
PY  - 2010/02//Technical Summary
SP  - 20p
AB  - This technical summary is designed as a reference for State and local transportation officials, Federal Highway Administration (FHWA) Division Safety Engineers, and other professionals who may be involved in the design, selection, and implementation of mini-roundabout intersections. Because experience with mini-roundabouts is limited in the United States, the information presented here draws primarily upon guidance and experience from other countries with reference to American guidance as appropriate. This technical summary explores the unique characteristics of mini-roundabouts while reinforcing the need to apply the principles-based approach common to all roundabout design. It provides readers with an overview of the key considerations for planning, analysis, and design of single-lane mini-roundabouts. Section 1 of this document summarizes the characteristics of mini-roundabouts. Section 2 presents benefits of mini-roundabout intersections compared to alternative intersection solutions. Sections 3-6 provide an overview of user, location, operational, and design considerations, respectively.
KW  - Benefits
KW  - Design
KW  - Highway operations
KW  - Location
KW  - Miniroundabouts
KW  - Planning
KW  - Roundabouts
UR  - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10007/fhwasa10007.pdf
UR  - https://trid.trb.org/view/919757
ER  - 

TY  - RPRT
AN  - 01159191
AU  - Federal Highway Administration
TI  - Access Management in the Vicinity of Intersections
PY  - 2010/02//Technical Summary
SP  - 20p
AB  - This technical summary is designed as a reference for State and local transportation officials, Federal Highway Administration (FHWA) Division Safety Engineers, and other professionals involved in the design, selection, and implementation of access management near traditional intersections (e.g., signalized, unsignalized and stop controlled intersections). Its purpose is to provide an overview of safety considerations in the design, implementation, and management of driveways near traditional intersections in urban, suburban, and rural environments where design considerations can vary as a function of land uses, travel speeds, volumes of traffic by mode (e.g., car, pedestrian, or bicycle), and many other variables. Section 1 of this technical summary presents an overview of access management factors that should be considered for improving safety near intersections in any setting. Section 2 presents access management considerations and treatments to improve safety near traditional intersections in suburban, urban, and rural settings. This section features a case study of an access management retrofit project in a suburban area. Section 3 points the reader to additional resources.
KW  - Access control (Transportation)
KW  - Case studies
KW  - Driveways
KW  - Intersections
KW  - Rural areas
KW  - Suburbs
KW  - Traffic safety
KW  - Urban areas
UR  - http://safety.fhwa.dot.gov/intersection/resources/fhwasa10002/fhwasa10002.pdf
UR  - https://trid.trb.org/view/919755
ER  - 

TY  - RPRT
AN  - 01158147
AU  - Bochner, Brian S
AU  - Sperry, Benjamin R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Internal Trip Capture Estimator for Mixed-Use Developments
PY  - 2010/02//Technical Report
SP  - 50p
AB  - This report describes a spreadsheet tool for estimating trip generation for mixed-use developments, accounting for internal trip capture. Internal trip capture is the portion of trips generated by a mixed-use development that both begin and end within the development. The importance of internal trip capture is that those trips satisfy a portion of the total development’s trip generation and they do so without using the external road system. As a result, a mixed-use development that generates a given number of total trips creates less demand on the external road system than single-use developments generating the same number of trips. This report describes the spreadsheet estimator and how to use it. It describes the data behind the estimator as well as how those data are applied. The two Texas mixed-use developments from which most of the data were derived are also described. This report is supplemented by the Excel® spreadsheet itself as well as task memoranda that document the survey data collected as part of this project.
KW  - Case studies
KW  - Internal capture of trips
KW  - Internal trips
KW  - Mixed use development
KW  - Spreadsheets
KW  - Texas
KW  - Trip generation
UR  - http://tti.tamu.edu/documents/5-9032-01-1.pdf
UR  - https://trid.trb.org/view/918631
ER  - 

TY  - RPRT
AN  - 01158142
AU  - Aldrete-Sanchez, Rafael
AU  - Shelton, Jeffrey Adam
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Integrating the Transportation System with a University Transportation Master Plan
PY  - 2010/02//Product
SP  - 90p
AB  - The Texas Department of Transportation (TxDOT) commissioned the Texas Transportation Institute (TTI) and the University of Texas at El Paso (UTEP) to perform a research study of the integration of the transportation system with the UTEP transportation master plan.  The objective was to document a methodology to analyze the interaction of a university campus transportation system and its surrounding metropolitan transportation system and to integrate both systems in a seamless fashion. The study used UTEP as a case study, but its results have a near‐term applicability for TxDOT, particularly in urban areas where there is highly dense university campus populations.
KW  - Accessibility
KW  - Campus transportation
KW  - Cyclists
KW  - Highway traffic control
KW  - Integrated transportation systems
KW  - Metropolitan areas
KW  - Mobility
KW  - Parking
KW  - Pedestrians
KW  - Public transit
KW  - Transportation planning
KW  - Urban areas
UR  - http://tti.tamu.edu/documents/0-6608-P2.pdf
UR  - https://trid.trb.org/view/918626
ER  - 

TY  - RPRT
AN  - 01157624
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
TI  - Transportation Planner's Safety Desk Reference
PY  - 2010/02//Final Report
SP  - 133p
AB  - This report is an update of the 2007 Transportation Planner’s Safety Desk Reference.  It includes strategies derived from the National Cooperative Highway Research Program (NCHRP) Report 500, Guidance for Implementation of the American Association of State Highway and Transportation Officials (AASHTO) Strategic Highway Safety Plan. All 22 emphasis areas are now covered, including five new ones (young drivers, bicycle collisions, speeding, head-on collisions on freeways, and motorcycles). Additional sections on collecting and analyzing highway safety data and developing emphasis area plans have also been added. This document discusses the planner’s role in transportation safety and the incorporation of safety into the transportation planning process. Each emphasis area section includes: overview of the problem; data defining the problem; descriptions of safety strategies that are most relevant to planners; crash modification factors that can be used to determine the reduction in crashes anticipated from specific safety improvements; and additional resources and best practices, where available.
KW  - Crash modification factors
KW  - Data collection
KW  - Handbooks
KW  - Highway safety
KW  - Strategic planning
KW  - Transportation planning
KW  - Transportation safety
UR  - http://tsp.trb.org/assets/FR1_SafetyDeskReference_FINAL.pdf
UR  - https://trid.trb.org/view/918533
ER  - 

TY  - RPRT
AN  - 01156672
AU  - Molino, John A
AU  - Katz, Bryan J
AU  - Hermosillo, Megan B
AU  - Dagnall, Erin E
AU  - Kennedy, Jason F
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Simulator Evaluation of Low-Cost Safety Improvements on Rural Two-Lane Undivided Roads: Nighttime Delineation for Curves and Traffic Calming for Small Towns
PY  - 2010/02//Final Report
SP  - 72p
AB  - This experiment was sponsored by the Low Cost Safety Improvements Pooled Fund Study. It focused on two areas: (1) advanced detection and speed reduction for curves in rural two-lane roads at night and (2) traffic calming for small rural towns during the day. The experiment was conducted in the Federal Highway Administration's (FHWA's) Highway Driving Simulator (HDS). Speed reduction in curves yielded the following order of tested treatments (from best to worst): (1) post-mounted delineators (PMDs) enhanced by streaming light-emitting diode (LED) lights slowed drivers down the most (9 mi/h (14.5 km/h)); (2) standard PMDs slowed drivers down by 7 to 8 mi/h (11.3 to 12.9 km/h); and (3) edge lines slowed drivers down by 2 mi/h (3.2 km/h). The same order was obtained for increases in the distance at which drivers were able to identify either the direction or the severity of the curve ahead as follows: streaming LED PMDs increased detection distance the most (560 to 1,065 ft (171 to 325 m)); standard PMDs increased detection distance by 45 to 200 ft (13.7 to 61 m); and edge lines increased detection distance by zero to 25 ft (zero to 7.6 m). PMDs performed better than pavement markings. The streaming PMDs solution offered the greatest potential increase in recognition distance. Speed reduction in towns yielded the following order of tested treatments: (1) chicanes slowed drivers down the most by 4 to 9 mi/h (6.4 to 14.5 km/h); (2) parked cars on both sides of the road slowed drivers 4 mi/h (6.4 km/h); and (3) bulb-outs resulted in only a small speed reduction of 1 mi/h (1.6 km/h) or none at all. In the case of towns, two low-cost safety solutions are worthy of further study: (1) adding painted chicanes to town entrances and (2) providing for and encouraging parking in the town. The results of this experiment do not take into account other hazardous factors that exist in the real world. Therefore, field validation is recommended for most of the above findings.
KW  - Bulbouts
KW  - Chicanes (Traffic calming)
KW  - Driving simulators
KW  - Edge lines
KW  - Highway curves
KW  - Highway delineators
KW  - Highway safety
KW  - Improvements
KW  - Light emitting diodes
KW  - Night
KW  - On street parking
KW  - Post-mounted delineators
KW  - Rural highways
KW  - Small towns
KW  - Traffic calming
KW  - Two lane highways
UR  - http://www.fhwa.dot.gov/publications/research/safety/09061/09061.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55765/FHWA-HRT-09-061.PDF
UR  - https://trid.trb.org/view/917699
ER  - 

TY  - RPRT
AN  - 01155866
AU  - Gambatese, John A
AU  - Johnson, Michael
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Work Zone Design and Operation Enhancements
PY  - 2010/02//Final Report
SP  - 197p
AB  - Oregon Department of Transportation contractors are required to implement Traffic Control Plans (TCPs) to protect and direct traffic through work zones. The design and implementation of TCPs have shown variation from project-to-project across the State. The impact of this lack of consistency is magnified as a result of an increase in the number of work zones, higher traffic volumes, more work being conducted at night to minimize traffic interruptions, a greater number of parties (consultants) involved, and the pressure to complete projects faster. The primary purpose of this research study was to enable improved safety performance through work zones on state roadways. To fulfill this goal, the research aimed to identify ways to modify TCPs to improve their quality and consistency and develop suggested guidelines to follow to design, review, implement, and inspect TCPs. Implementation of the research results is expected to improve consistency of TCPs and decrease the number of work zone fatalities and injuries. Auxiliary benefits resulting from improvements in traffic flow through work zones and the elimination of work zone crashes will include greater mobility, smoother operations, and increased efficiency across the State’s roadway network.
KW  - Benefits
KW  - Guidelines
KW  - Highway maintenance
KW  - Oregon
KW  - Standardization
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/WorkZoneReport_Web.pdf
UR  - https://trid.trb.org/view/916448
ER  - 

TY  - RPRT
AN  - 01155729
AU  - Liu, Kai-Wei
AU  - Alvarez, Allex E
AU  - Martin, Amy Epps
AU  - Dossey, Terry
AU  - Smit, Andre
AU  - Estakhri, Cindy K
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Current Research on Permeable Friction Courses: Performance, Design, Construction, and Maintenance
PY  - 2010/02//Technical Report
SP  - 152p
AB  - Over the past several years, the Texas Department of Transportation (TxDOT) adopted the use of porous or permeable friction course (PFC) mixtures as a thin asphalt pavement surface layer to provide safety and environmental benefits. This type of mixture is defined in TxDOT Specification Item 342 as a surface course of a compacted permeable mixture of aggregate, asphalt binder, and additives mixed hot in a mixing plant. Recent research addressed important design, construction, and maintenance issues associated with PFC, which has been increasingly employed by TxDOT. In order to complete the evaluation of this relatively new hot mix asphalt concrete mixture type as a possible solution for improving pavement safety and reduction of pavement noise, performance will be tracked over time in this research project to assess benefits, cost, and changes in benefits. The main objective of this research project is to develop a database of PFC performance in terms of functionality (noise reduction effectiveness and permeability), durability (resistance to raveling and possibly rutting and cracking), and safety (skid resistance and accident history), in order to produce guidelines for design, construction, and maintenance of PFC mixtures. This report includes a comprehensive and focused review of research conducted since 2004 related to the mix design, performance (i.e., functionality, durability, and safety), construction, and maintenance of surface courses using PFC.
KW  - Durability
KW  - Friction course
KW  - Highway safety
KW  - Hot mix asphalt
KW  - Literature reviews
KW  - Mix design
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Paving
KW  - Permeability
KW  - Rutting
KW  - Skid resistance
KW  - Stripping (Pavements)
KW  - Surface course (Pavements)
KW  - Tire/pavement noise
UR  - http://tti.tamu.edu/documents/0-5836-1.pdf
UR  - https://trid.trb.org/view/916322
ER  - 

TY  - RPRT
AN  - 01155726
AU  - ETC Institute
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - 2010 MoDOT kcICON Survey
PY  - 2010/02//Final Report
SP  - 56p
AB  - The survey measures the Kansas City area residents’ satisfaction with the kcICON project, their perceptions of the Missouri Department of Transportation (MoDOT) as a result of the project and what, if anything, would impress them regarding the kcICON project. A professional calling center was contracted to obtain a representative sample of MoDOT’s District 4 to obtain a 95% confidence level with a precision of at least +/- 2.4% for the survey. Potential respondents were contacted through random digit dialing (RDD) from late January through mid-February 2010. A total of 1,606 interviews were completed for the study. The kcICON project is the project name for the New Paseo Bridge and the improvements that are taking place along I-29/I-35 for about 4 miles north of the Missouri River. This report contains:  an executive summary of the methodology; charts depicting the overall results of the survey; GIS mapping; tabular data for all questions on the survey; crosstabulations for all questions on the survey by county of residency; and a copy of the survey instrument.
KW  - Bridges
KW  - Customer satisfaction
KW  - Interstate highways
KW  - Interviewing
KW  - Kansas City (Missouri)
KW  - Missouri Department of Transportation
KW  - Rehabilitation (Maintenance)
KW  - Surveys
UR  - http://library.modot.mo.gov/RDT/reports/TRyy1015/orb10019.pdf
UR  - https://trid.trb.org/view/916397
ER  - 

TY  - RPRT
AN  - 01155725
AU  - Inniss, Enos C
AU  - Reed, Robert E
AU  - Trauth, Kathleen M
AU  - David, Dan
AU  - Wheeler, Matthew
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Framework for a Water Quality Monitoring System: Controlling MoDOT’s Contribution to 303(d) Listed Streams in the State of Missouri
PY  - 2010/02//Final Report
SP  - 75p
AB  - By utilizing ArcGIS to quickly visualize the location of any impaired waterbody in relation to its projects/activities, the Missouri Department of Transportation (MoDOT) will be able to allocate resources optimally. Additionally, the Water Quality Impact Database (WQID) will allow easy transition from field notes into electronic format which will allow easily generated reports listing all the MoDOT required data.
KW  - ArcGIS
KW  - Databases
KW  - Missouri
KW  - Missouri Department of Transportation
KW  - Monitoring
KW  - Water quality
KW  - Water quality management
UR  - http://library.modot.mo.gov/RDT/reports/Ri08031/or10017.pdf
UR  - https://trid.trb.org/view/916380
ER  - 

TY  - RPRT
AN  - 01155722
AU  - Sun, Carlos
AU  - Chilukuri, Venkat
AU  - Ryan, Tom
AU  - Trueblood, Michael
AU  - University of Missouri, Columbia
AU  - HDR Engineering, Incorporated
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Freeway Motorist Assist Program
PY  - 2010/02//Final Report
SP  - 52p
AB  - This evaluation of the Motorist Assist (MA) program in St. Louis estimated that MA has an annual benefit-cost ratio (B/C) of 38.25:1 using 2009 dollars. This estimate was based on nationally accepted AASHTO methodology and was based on 1082 secondary crashes reduced per year and an average crash value of $72,350/crash. This B/C is an astonishing figure that is larger than all of the B/Cs reported in literature for other similar freeway service patrol programs. One factor that contributed to this B/C was the large secondary crash reduction ratio estimated using actual data from the years prior to and after MA was first deployed in 1993. Other factors include the low cost of operations and the high cost of secondary crashes. MA is a critical component of an overall Traffic Incident Management (TIM) strategy. Responders, such as the police, validate this perspective by commenting that MA is better equipped to handle traffic control, which allows the police to take other actions such as investigating the incident. The evaluators recommend for MA to be strengthened.
KW  - Benefit cost analysis
KW  - Freeway service patrols
KW  - Highway traffic control
KW  - Incident management
KW  - Motorist aid systems
KW  - Secondary crashes
KW  - Traffic incidents
UR  - http://library.modot.mo.gov/RDT/reports/RD09004/or10018.pdf
UR  - https://trid.trb.org/view/916391
ER  - 

TY  - RPRT
AN  - 01155118
AU  - Guo, Jessica Y
AU  - Gandavarapu, Sasanka
AU  - University of Wisconsin, Madison
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Data Integration and Partnership for Statewide Transportation Planning
PY  - 2010/02//Final Report
SP  - 91p
AB  - The goal of this study was to investigate the data availability, accessibility, and interoperability issues arisen from the statewide transportation planning activities undertaken at the Wisconsin Department of Transportation (WisDOT) and to identify possible approaches for addressing these issues. A survey and a series of interviews were conducted with data users (planners) to identify current data use practices and the issues encountered when dealing with WisDOT-owned and non-WisDOT-owned datasets. Interviews were also conducted with data custodians and IT support staff to obtain information regarding the collection, maintenance and updating of frequently used planning data. The interview process confirmed some of the survey findings but also revealed differing views and data users’ misconceptions of the availability and quality of planning data. The information collected about existing datasets was used to develop a catalog of planning data (with a focus on nonhighway data) and a series of data flow diagrams to help documenting and informing data users of existing datasets. Based on the findings through the various stages of this project, five recommendations were generated to help WisDOT in addressing the data challenges and opportunities relating to transportation planning: (1) information dissemination, (2) centralized data platform, (3) designated data coordinator, (4) data access tool for long range planning, and (5) data standardization. Information dissemination and centralized data platform are the low-hanging fruit that would address several data challenges with a relatively short timeframe. The remaining three recommendations require more financial and time investment and also stronger agency commitment to changing the current business practices. However, they are expected to yield high benefits in the long term.
KW  - Data access
KW  - Data collection
KW  - Data files
KW  - Data integration
KW  - Data quality
KW  - Data sharing
KW  - Information dissemination
KW  - Interoperability
KW  - Interviewing
KW  - Long range planning
KW  - Recommendations
KW  - Standardization
KW  - Surveys
KW  - Transportation planning
KW  - Updating (Databases)
KW  - Wisconsin
UR  - https://trid.trb.org/view/916097
ER  - 

TY  - RPRT
AN  - 01155084
AU  - Federal Highway Administration
TI  - Roundabouts
PY  - 2010/02//Technical Summary
SP  - 32p
AB  - Modern roundabouts are a type of intersection characterized by a generally circular shape, yield control on entry, and geometric features that create a low-speed environment. Modern roundabouts have been demonstrated to provide a number of safety, operational, and other benefits when compared to other types of intersections. On projects that construct new or improved intersections, the modern roundabout should be examined as an alternative. This technical summary explores the characteristics of modern roundabouts while reinforcing the need to apply a principles-based approach to design. It provides readers with an overview of the key considerations for planning, analysis, and design of single-lane and multilane roundabouts.
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Roundabouts
UR  - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10006/
UR  - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10006/fhwasa10006.pdf
UR  - https://trid.trb.org/view/916071
ER  - 

TY  - RPRT
AN  - 01155047
AU  - Fischer, Edward L
AU  - Rousseau, Gabe K
AU  - Turner, Shawn M
AU  - Blais, Ernest J
AU  - Engelhart, Cindy L
AU  - Henderson, David R
AU  - Kaplan, Jonathan A
AU  - Keller, Vivian M
AU  - Mackay, James D
AU  - Tobias, Priscilla A
AU  - Wigle, Diane E
AU  - Zegeer, Charles V
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Pedestrian and Bicyclist Safety and Mobility in Europe
PY  - 2010/02
SP  - 80p
AB  - Pedestrian and bicyclist deaths accounted for 14 percent of U.S. highway fatalities in 2008. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of five European countries to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility. The scan team gathered information on strategies and approaches in the areas of engineering, education, enforcement, encouragement, and evaluation. The team learned that many of the countries studied have established an urban street user hierarchy that gives the highest priority to walking, biking, and public transit. Team recommendations for U.S. implementation include encouraging transportation policy that gives walking, biking, and other nonmotorized modes the highest priority in the road user hierarchy. The team also recommends evaluating innovative strategies and designs to improve pedestrian and bicyclist safety for possible U.S. use, institutionalizing traffic safety education that starts at an early age, and developing programs that encourage regular walking and biking.
KW  - Bicycle safety
KW  - Bicycling
KW  - Cyclists
KW  - Europe
KW  - Mobility
KW  - Pedestrian safety
KW  - Strategic planning
KW  - Study tours
KW  - Traffic safety education
KW  - Transportation policy
KW  - Walking
UR  - http://permanent.access.gpo.gov/gpo3988/pl10010.pdf
UR  - https://trid.trb.org/view/916074
ER  - 

TY  - RPRT
AN  - 01154957
AU  - Schroeder, Jeremy L
AU  - Demetsky, Michael J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Driver Reactions for Effective Use of Dynamic Message Signs in Richmond, Virginia
PY  - 2010/02//Final Report
SP  - 33p
AB  - Dynamic message signs (DMS) are used in conjunction with other media to communicate traffic conditions, general information, and recommended diversion strategies to motorists. Previous studies using loop detector data to estimate diversion rates attributable to advisory messages on DMS have found that diversion is minimal when vague messages are displayed or a distant alternate route is the only option. For motorists traveling on I-95 through Richmond in the Virginia Department of Transportation’s Central Region, however, when DMS alert motorists of incidents, I-295 serves as a comparable alternate route, adding no significant travel time to through trips. This scenario provides the opportunity to evaluate the effectiveness of DMS in traffic diversion without the major concerns of added trip time and the quality of the route. This study investigated the impacts of existing message strategies to determine messages that maximize diversion for specific circumstances and to develop new messages for future deployment. An analysis was done for various message types and split into two diversion scenarios: (1) an incident on the primary freeway, I-95, encourages diversion of I-95 traffic to an alternate route, I-295; and (2) an incident on an intersecting freeway, I-295, encourages exiting I-295 traffic to remain on I-95 as an alternate route. The results showed trends where the use of particular words in messages is more effective than the use of others in achieving diversion when percentage of diverted traffic was used as the performance measure. The effects on traffic flow by drivers’ reactions to non-traffic messages were also investigated. Transportation agencies are frequently asked to post public service announcements on DMS when they are not being used for traffic-related purposes. It has been suggested that these messages are a distraction to drivers and result in queuing, creating mobility and safety hazards. An analysis that used speed as the performance measure showed minimal impacts on traffic flow from the display of non-traffic messages during weekday non-peak hours. The study recommends that (1) travel time estimates for both the primary and alternate routes or the length or time of the delay be provided on DMS; (2) specific wording, as noted in the text, be used to induce diversion or simply to provide information; (3) messages be displayed in “title case” instead of “ALL CAPS” (i.e., all letters in a word are capitalized) for lowfrequency messages; and (4) left-justified or “staircase” messages be used. Further, non-traffic messages should be one-phase messages and should be displayed only during non-peak periods to minimize the potential for queuing. If the recommendations of this research are implemented, the enhanced effectiveness of diversion strategies will result in reductions of delay, fuel consumption, and emissions, as well as the potential for secondary accidents created by major incidents and other traffic flow disruptions. In 2007, the cost of delay for motorists in Richmond, Virginia, resulting from incidents was estimated at $119 million. A modest 1 percent reduction in this cost attributable to better diversion strategies that use DMS more effectively would result in an annual cost savings to VDOT of more than $1 million.
KW  - Costs
KW  - Display format
KW  - Impact studies
KW  - Messages (Communications)
KW  - Performance measurement
KW  - Richmond (Virginia)
KW  - Traffic delays
KW  - Traffic diversion
KW  - Traffic flow
KW  - Variable message signs
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r16.pdf
UR  - http://ntl.bts.gov/lib/37000/37700/37786/10-r16.pdf
UR  - https://trid.trb.org/view/916015
ER  - 

TY  - RPRT
AN  - 01154956
AU  - Diefenderfer, Stacey D
AU  - Hearon, Amy J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Virginia's Warm-Mix Asphalt Trial Sections
PY  - 2010/02//Final Report
SP  - 46p
AB  - Three trial sections using two warm-mix asphalt (WMA) technologies were constructed in various locations in Virginia in 2006, and experiences with these trial sections were used in the development of the Virginia Department of Transportation’s (VDOT's) special provision to allow the use of WMA. WMA for two of the sections was produced using Sasobit, an organic additive (developed by Sasol Wax), and WMA for the third section was produced using Evotherm ET (developed by MeadWestvaco Asphalt Innovations) as the modification method. The sections were evaluated over a 2-year period to assess the initial performance of the WMA and compare it with that of hot-mix asphalt (HMA) control sections constructed at the same time. Coring and visual inspections were performed during the initial construction and at intervals of 3 months, 6 months, 1 year, and 2 years. The cores were tested to determine air-void contents and permeability prior to undergoing extraction and recovery of the asphalt binder for performance grading. In addition, for the two Sasobit trial sites, historic data, core data, and ground-penetrating radar scans were collected and compared to provide documentation of the pavement structure for future analysis. Visual surveys indicated no significant distresses in either the WMA or HMA sections during the first 2 years in service. Evaluations of the core air-void contents indicated that generally the contents for the WMA and HMA were not significantly different in each trial. The air-void contents at different ages were significantly different in a few instances; however, no trends concerning air voids were observed. Permeability measurements did not indicate any trends concerning permeability over time. Performance grading of the recovered binder suggested that the WMA produced using Sasobit aged at a slightly reduced rate than the HMA, as indicated by decreased stiffening. No difference in performance grade was measured between the HMA and WMA produced using the Evotherm emulsion. Comparisons of historical data, core data, and ground-penetrating radar scans illustrated that each may indicate a slightly different pavement structure. From the results of this 2-year investigation, in general, WMA and HMA should be expected to perform equally. Any instances of improved performance of WMA (as compared to HMA) will depend on the WMA technology employed. Some WMA technologies may contribute to reduced in-service binder aging, depending on production temperatures and the nature of the technology. Further evaluation of WMA technologies developed since the inception of this work is recommended to determine their potential for leading to improved performance. During the period from February through October 2009, VDOT let maintenance contracts using HMA surface mixtures valued at approximately $101 million. If, conservatively, one-tenth of these mixtures were replaced with WMA produced using technologies having beneficial aging characteristics and the apparent trend of a 1-year reduction in the rate of aging continued, resulting in a 1-year deferment of repaving, VDOT could realize a one-time cost savings of approximately $1.15 million.
KW  - Air voids
KW  - Cores (Specimens)
KW  - Cost effectiveness
KW  - Evotherm
KW  - Ground penetrating radar
KW  - Inspection
KW  - Performance grade
KW  - Permeability
KW  - Sasobit
KW  - Test sections
KW  - Virginia
KW  - Warm mix paving mixtures
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r17.pdf
UR  - http://ntl.bts.gov/lib/37000/37700/37788/10-r17.pdf
UR  - https://trid.trb.org/view/916020
ER  - 

TY  - RPRT
AN  - 01154955
AU  - Ozyildirim, Celik
AU  - Zegetosky, Caroline
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory Investigation of Nanomaterials to Improve the Permeability and Strength of Concrete
PY  - 2010/02//Final Report
SP  - 21p
AB  - Concretes containing various supplementary cementitious materials (SCMs) such as silica fume, fly ash, and slag have improved properties. Nanomaterials (a nanometer, nm, is 10 to the -9 power m), new SCMs with possible applications in concrete, have the smallest particle size that is less than 100 nm. Nanomaterials are very reactive because of the particles’ small size and large surface area and have great potential in improving concrete properties such as compressive strength and permeability. This study evaluated the use of a variety of nanomaterials in concrete compared with conventional concrete and concrete containing common SCMs. The potential benefits of using nanomaterials over other SCMs are their high reactivity; the need for smaller amounts, resulting in less cement replacement; and cost-effectiveness. Concretes containing nanosilica and nanoclay were prepared in the laboratory and compared to concretes containing silica fume, fly ash, slag, or only portland cement. Specimens were tested for compressive strength and permeability. The microstructure of selected concretes with improved compressive strength and permeability were analyzed using an atomic force microscope and nanoindenter to determine the reason for the improvements. The microstructure of the nanosilica concrete was denser and more uniform than that of the conventional concrete microstructure. In addition, the nanosilica had the largest improvement in both compressive strength and permeability among the nanomaterials tested. The results of this study indicate that some of the nanomaterials tested have potential in concrete applications. However, further evaluation is required before nanomaterials can be used in concrete. Specifically, they should be evaluated for improved dispersion to achieve uniformity, optimized amounts of ingredients, and cost-effectiveness.
KW  - Compressive strength
KW  - Concrete
KW  - Cost effectiveness
KW  - Fly ash
KW  - Laboratory tests
KW  - Microstructure
KW  - Nanostructured materials
KW  - Permeability
KW  - Silica fume
KW  - Slag
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r18.pdf
UR  - http://ntl.bts.gov/lib/37000/37700/37787/10-r18.pdf
UR  - https://trid.trb.org/view/916024
ER  - 

TY  - RPRT
AN  - 01154735
AU  - Bennert, Thomas A
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Flexible Overlays for Rigid Pavements
PY  - 2010/02//Final Report
SP  - 159p
AB  - Approximately 45% of the New Jersey Department of Transportation’s (NJDOT's) roadways are composite [hot mix asphalt (HMA) overlying portland cement concrete (PCC)]. HMA is used as the overlying material because of its inexpensive nature when compared to most PCC rehabilitation/reconstruction alternatives. In addition to being economical, HMA also allows faster repairs resulting in shorter construction duration and lower “User” delay costs. However, due to the majority of the PCC pavements being in average to poor condition, many HMA overlays are exposed to extreme movements (both vertical and horizontal). The combination of associated load and environmentally induced movements creates complex stresses and strains in the vicinity of expansion joints and cracks in the PCC, thus dramatically reducing the life of the HMA overlay, typically in the form of reflective cracking. It should be noted that there currently does not exist an AASHTO accepted pavement design method for the pavement design of composite pavements. A research project was undertaken to evaluate how the NJDOT can optimize the use of HMA overlays when rehabilitating PCC/composite pavements. Field test sections were evaluated and instrumented to measure the PCC joint movements and pavement specific traffic conditions. Asphalt mixtures placed on the test sections were sampled and evaluated under laboratory tests that model field movements and conditions. The collected field and laboratory data, as well as collected Literature Review information and National Survey information, provided valuable information used to develop an asphalt mixture design and selection procedure for the NJDOT. The procedure was able to predict the early (only 2 years of service life was available for comparison) reflective cracking, as determined by the percent of PCC joints cracked, to within 9% of the measured values.
KW  - Bituminous overlays
KW  - Composite pavements
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Field tests
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - New Jersey
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Rigid pavements
KW  - Strain (Mechanics)
KW  - Stresses
KW  - Test sections
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-014.pdf
UR  - https://trid.trb.org/view/915906
ER  - 

TY  - RPRT
AN  - 01154730
AU  - Ozbay, Kaan
AU  - Bartin, Bekir
AU  - Yang, Hong
AU  - Walla, Ranjit
AU  - Williams, Robert
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Automatic Pedestrian Counter
PY  - 2010/02//Final Report
SP  - 113p
AB  - Emerging sensor technologies accelerated the shift toward automatic pedestrian counting methods to acquire reliable long-term data for transportation design, planning, and safety studies. Although a number of commercial pedestrian sensors are available, their accuracy under different pedestrian traffic flow conditions is still questionable. Moreover, it is difficult to assess the suitability of different sensors for different locations. Some sensors claimed to be more accurate are substantially more expensive. Ease of deployment, power requirements, and long-term deployment issues all play an important role in the selection of sensors. This study attempts to shed light on the understanding of field performance of two commercially available automatic pedestrian sensors by performing rigorous comparisons—namely, a passive infrared counter by EcoCounter and a thermal sensor by TrafSys. A major innovation of this study was to simultaneously deploy the two relatively different sensor technologies—thermal and infrared sensors—under the same experimental conditions to compare their performances. To achieve this in a statistically robust manner, pairwise tests were conducted at trails and intersections with different pedestrian flow levels and characteristics. Statistically significant differences in terms of accuracy were found. The thermal sensor was found to produce less error than EcoCounter, which significantly undercounted pedestrians at intersections. This result was expected since EcoCounter is recommended for trail settings. The results also demonstrated the variability of both sensors given different deployment conditions. A calibration procedure for the EcoCounter data was also presented.
KW  - Automated pedestrian counts
KW  - Field tests
KW  - Infrared detectors
KW  - Intersections
KW  - Pedestrian counts
KW  - Sensors
KW  - Technological innovations
KW  - Thermal sensors (Pedestrians)
KW  - Trails
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2010-001.pdf
UR  - https://trid.trb.org/view/915911
ER  - 

TY  - RPRT
AN  - 01154223
AU  - Hard, Edwin N
AU  - Bochner, Brian S
AU  - Li, Yingfeng
AU  - Qi, Yi
AU  - Damnjanovic, Ivan D
AU  - Frawley, William E
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Preserving the Functionality/Asset Value of the State Highway System: Technical Report
PY  - 2010/02//Technical Report
SP  - 226p
AB  - Maintaining, preserving, and enhancing the functionality of state and local roadways of our transportation system is important because it maintains capacity and efficiency, reduces potential for congestion, maintains safety, reduces the need for further (or unplanned) improvements, and protects the value of our investments in both transportation infrastructure and adjacent land development. It is important that functionality be considered and in all stages of a highway’s lifecycle. This report provides guidance on how to protect, preserve, and enhance highway functionality within the areas of planning and land development, operations and capacity, right of way, infrastructure and maintenance, and safety. Each of the five areas plays a part in establishing how well or poorly a highway may function and in meeting or preserving its intended function. The project includes case studies of the IH 10 Katy Freeway in Houston, SH 289 in Frisco and Plano, and SH 105 between the cities of Conroe and Montgomery, Texas. These case studies show how functionality changes over time and identifies opportunities to preserve or restore functionality. The report provides recommendations for how  the Texas Department of Transportation, metropolitan planning organizations, local jurisdictions, and other transportation stakeholders and agencies can protect, preserve, and enhance the functionality of the state highway system in Texas.
KW  - Asset management
KW  - Case studies
KW  - Functional classification
KW  - Functionality
KW  - Highway capacity
KW  - Highway corridor preservation
KW  - Highway maintenance
KW  - Highway operations
KW  - Highway planning
KW  - Highway safety
KW  - Infrastructure
KW  - Real estate development
KW  - Right of way (Land)
KW  - State highways
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6208-1.pdf
UR  - https://trid.trb.org/view/915843
ER  - 

TY  - RPRT
AN  - 01154213
AU  - Bonneson, James A
AU  - Pratt, Michael P
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Revised Text for TxDOT Manual: Procedures for Establishing Speed Zones, Chapter 5, Section 2
PY  - 2010/02
SP  - 24p
AB  - This report presents revised text for Chapter 5, Section 2 of the Texas Department of Transportation manual "Procedures for Establishing Speed Zones."  Chapter 5 is entitled "Application of Advisory Speeds"; Section 2 refers to curves and turns.
KW  - Advisory speeds
KW  - Highway curves
KW  - Manuals
KW  - Revisions
KW  - Speed zones
KW  - Texas Department of Transportation
UR  - http://tti.tamu.edu/documents/5-5439-01-P2.pdf
UR  - https://trid.trb.org/view/915803
ER  - 

TY  - RPRT
AN  - 01154211
AU  - Fitzpatrick, Kay
AU  - Chrysler, Susan
AU  - Park, Eun Sug
AU  - Nelson, Alicia A
AU  - Robertson, James
AU  - Iragavarapu, Vichika
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Driver Workload at Higher Speeds
PY  - 2010/02//Technical Report
SP  - 214p
AB  - The goal of this Texas Department of Transportation project was to gain a better understanding of driver performance at high speeds. Specific efforts included the following studies: (1) The Closed-Course Pilot Study consisted of observing and recording the activities and actions of a series of drivers following a lead vehicle going either 60 or 85 mph. (2) The Open-Road Pilot Study recorded participants driving between Odessa and Pecos, Texas, within 70- and 80-mph sections. (3) The Simulator Pilot Study determined driver reactions to a looming vehicle (both passenger car and large truck) and also generated directions for how to conduct the Phase II simulator study. (4) The Simulator Phase II Study collected brake reaction to a vehicle looming in the driver’s view for 50 participants. Conditions varied included initial speed, lead vehicle type, lead vehicle deceleration rate, and workload level. (5) The Following Distance Study used data from traffic counters to identify speed and axle gap data on freeways with 60-, 70-, and 80-mph posted speed limits. (6) The Gaps at Passing Study measured gaps during passing maneuvers for daylight conditions on freeway sections. When responding to a vehicle slowing in their lane, drivers in the Simulator Phase II Study at the 85-mph speed had a reaction time that was statistically longer than that of drivers at the 60-mph speed. In the simulator, on-road, and test track studies where researchers directly measured driver performance, performance declined when a driver was multitasking at the higher speed. The traffic counter data showed that axle clearance distance was larger for the 80-mph freeway sites as compared to the 60- and 70-mph speed limit sites, both statistically and practically. The Gaps at Passing Study found a different result; drivers used similar passing gap distances on both 70- and 80-mph sections.
KW  - Drivers
KW  - Driving simulators
KW  - Following distance
KW  - Freeways
KW  - Gap distance (Traffic)
KW  - High speed automobile travel
KW  - Multitasking
KW  - Passing
KW  - Pilot studies
KW  - Reaction time
KW  - Test tracks
KW  - Workload (Drivers)
UR  - http://tti.tamu.edu/documents/0-5911-1.pdf
UR  - https://trid.trb.org/view/915797
ER  - 

TY  - RPRT
AN  - 01154209
AU  - Damnjanovic, Ivan
AU  - Waller, S Travis
AU  - Vajdic, Nevena
AU  - Suescun, David R
AU  - Texas Transportation Institute
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Quantifying the Effects of Network Improvement Actions on the Value of New and Existing Toll Road Projects
PY  - 2010/02//Technical Report
SP  - 110p
AB  - Development, delivery, and operation of public infrastructure are becoming increasingly dependent on participation of the private sector. While revenue generating projects, such as toll roads, were traditionally developed and funded from the public sources, in recent years, as the public demand for new projects have exceeded the ability of the public sector to deliver them, the private investors have started to fulfill the gap between the needed and the available infrastructure. The objective of this research was to develop a network-based method that allows an assessment of the effect of the public sector’s decisions regarding network improvements on the financial value of toll road projects.
KW  - Financing
KW  - Improvements
KW  - Private enterprise
KW  - Public private partnerships
KW  - Toll roads
UR  - http://tti.tamu.edu/documents/0-5881-1.pdf
UR  - https://trid.trb.org/view/915796
ER  - 

TY  - RPRT
AN  - 01154206
AU  - Zhou, Fujie
AU  - Das, Gautam
AU  - Scullion, Tom
AU  - Hu, Sheng
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - RAP Stockpile Management and Processing in Texas: State of the Practice and Proposed Guidelines
PY  - 2010/02//Technical Report
SP  - 44p
AB  - In addition to conserving energy and protecting the environment, the use of reclaimed asphalt pavement (RAP) can significantly reduce the increasing cost of asphalt mixes. However, one of the key problems with RAP mixes is its variability, which is the main reason why many states including Texas Department of Transportation (TxDOT) limit the use of RAP. In most circumstances, RAP variability is closely related to RAP stockpiles management and RAP processing. This report first documents the state of the practice of RAP stockpile management and RAP processing in Texas. In contrast to the RAP stockpiles owned by TxDOT, most contractors currently combine materials from different RAP sources and sometimes waste into a single pile and then process it into a usable material by crushing and/or fractionation. During the first year of this study it was found that the contractors visited are doing a good job of managing the processed RAP stockpiles. To quantify the RAP variability, samples were collected from several stockpiles and evaluated using asphalt ignition oven test. The results showed that both TxDOT’s and contractors’ RAP materials, in terms of aggregate gradation and asphalt content, are consistent and slightly better than those reported at the national level. However, one concern raised during the visits is with mixing multiple-source RAP stockpiles before crushing or fractionation. RAP stockpiles are often processed or dug from a single angle or sequentially and then directly fed into a crushing or fractionating machine. If there is no further blending after crushing or fractionation, the processed RAP may still be multiple-source. In this report guidelines are proposed to address this and other issues related to stockpiles management and RAP processing. The key points are to 1) eliminate contamination of RAP stockpiles, 2) keep RAP stockpiles separate as possible, 3) blend thoroughly before processing or fractionating the multiple-source RAP stockpiles, 4) avoid over-processing (avoid generating too much fines passing # 200 sieve size), 5) use good practices when storing the processed RAP (such as using paved, sloped storage area), and 6) characterize and number the processed RAP stockpiles. To better control the RAP variability, both good stockpile management practices and RAP processing techniques described in this report should be followed.
KW  - Aggregate gradation
KW  - Asphalt content
KW  - Blending
KW  - Contamination
KW  - Contractors
KW  - Fines (Materials)
KW  - Management
KW  - Processing (Materials)
KW  - Recycled asphalt pavements
KW  - Recycled materials
KW  - State of the practice
KW  - Stockpiling
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-6092-1.pdf
UR  - https://trid.trb.org/view/915806
ER  - 

TY  - RPRT
AN  - 01154204
AU  - Pratt, Michael P
AU  - Bonneson, James A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Safety Performance Monitoring Procedures
PY  - 2010/02//Technical Report
SP  - 48p
AB  - Highway safety is an ongoing concern to the Texas Department of Transportation (TxDOT). As part of its proactive commitment to improving highway safety, TxDOT is moving toward including quantitative safety analyses earlier in the project development process. The objectives of this research project are: (1) the development of safety design guidelines and evaluation tools to be used by TxDOT designers, and (2) the production of a plan for the incorporation of these guidelines and tools in the planning and design stages of the project development process. This document summarizes the research that was conducted and the products that were developed during this six-year research project. It also describes a plan to incorporate safety design guidelines and evaluation tools into the project development process. It is intended for use by engineers responsible for the planning and design of streets and highways.
KW  - Guidelines
KW  - Highway design
KW  - Highway safety
KW  - Monitoring
KW  - Planning and design
KW  - Project development process
UR  - http://tti.tamu.edu/documents/0-4703-7.pdf
UR  - https://trid.trb.org/view/915781
ER  - 

TY  - RPRT
AN  - 01154198
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Technical Bulletin on Design and Construction of Crack Attenuating Mixes (CAM)
PY  - 2010/02//Technical Bulletin
SP  - 20p
AB  - The crack attenuating mix (CAM) is proposed as a thin, long-lasting, cost effective surface mix for pavement maintenance and preservation. Developed under Texas Department of Transportation (TxDOT) research study 0-5598, this very fine mix is designed to pass both the current Hamburg wheel test (HWTT) to ensure moisture susceptibility and good rut resistance and strict overlay tester (OT) requirements to ensure good crack resistance. It is typically placed as a 1-inch thick mat. This mix has been evaluated in several districts around Texas, and the performance to date has been very good.  A new statewide specification is under preparation and will be available in 2009. This comprehensive specification includes all aspects of material selection, mix design, and construction. The design of the mix relies on the traditional volumetric approach. In this report a new mix design procedure is proposed that builds on the fact that in the CAM design the aggregates and asphalt are paid for separately. The proposed procedure attempts to define a window of asphalt contents where both cracking and rutting requirements are satisfied. The optimal asphalt content (OAC) is defined as the middle of the acceptable range. The volumetrics are then checked after the performance tests are satisfied. This procedure has several advantages. It will rapidly identify aggregate/asphalt combinations that will not work so that costly re-runs of the volumetric designs will be avoided. This new procedure can save money by identifying a window of asphalt content that will provide satisfactory performance.
KW  - Asphalt content
KW  - Bituminous overlays
KW  - Cost effectiveness
KW  - Cracking of asphalt concrete pavements
KW  - Mix design
KW  - Performance tests
KW  - Rutting
KW  - Volumetric analysis
UR  - http://tti.tamu.edu/documents/0-5598-P1.pdf
UR  - https://trid.trb.org/view/915787
ER  - 

TY  - RPRT
AN  - 01154172
AU  - Tia, Mang
AU  - Ferraro, Christopher
AU  - Lawrence, Adrian
AU  - Smith, Samuel
AU  - Ochiai, Fiji
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Design Parameters for Mass Concrete Using Finite Element Analysis
PY  - 2010/02//Final Report
SP  - 194p
AB  - A finite element model for analysis of mass concrete was developed in this study.  To validate the developed model, large concrete blocks made with four different mixes of concrete, typical of use in mass concrete applications in Florida, were made and monitored for their temperature and strain developments, and compared with the computed temperature and stress distributions from the finite element model.  A parametric analysis was also conducted to determine the effects of various factors on the temperature distribution, induced stresses and the cracking risk.  Investigation was also made on testing methods to measure the thermal and mechanical properties of mass concrete needed as input parameters for the finite element model.  The findings from this study are as follows:  (1) Results from the isothermal calorimetry test should be used for input for the heat generation function in the finite element modeling of concrete hydration; (2) Reliance on a limiting maximum temperature differential to control cracking in massive concrete applications should be supplemented with a suitable analysis to show that expected stresses will not exceed the strength of the concrete; (3) Adequate insulation should be used in conjunction with the usual formwork material to reduce the temperature differentials during the early age hydration of massive concrete; (4) A safety factor should be applied to the tensile strength values for concrete to guard against the initiation of micro-cracks; and (5) The current restrictions on maximum temperature imposed by state regulating bodies should take into consideration the type of cementitious materials that will be used in the concrete mix.
KW  - Bridge foundations
KW  - Cracking
KW  - Deformation curve
KW  - Design
KW  - Finite element method
KW  - Florida
KW  - Formwork
KW  - Heat insulating materials
KW  - Hydration
KW  - Mass concrete
KW  - Mathematical models
KW  - Microcracking
KW  - Stresses
KW  - Temperature
KW  - Tensile strength
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD545-60_rpt.pdf
UR  - https://trid.trb.org/view/915705
ER  - 

TY  - ABST
AN  - 01464159
TI  - Pre-Event Planning to Support Transportation Infrastructure Recovery
AB  - Large-scale or extreme events can cause long-term disruptions in the use of transportation infrastructure. In the "prepare-respond-recover-mitigate" emergency management phases, "prepare" is most often linked to the "respond" phase. Pre-event planning typically focuses on the immediate "respond" objectives of safety, preserving life, mitigating consequences, continuing operations, and re-establishing essential services. During the past several years, it has become clear that certain pre-event planning to support "recover" phase operations can and should be conducted and procedures developed that can increase the efficiency of post-event recovery; this is termed "recovery planning." Beyond regaining operational use of infrastructure as soon as possible, extreme events can also offer an opportunity to address long-standing problems through upgrades or relocation of infrastructure--if the owner has planned for such an opportunity. Research is needed to provide a framework for recovery planning that addresses the areas of legal and environmental compliance requirements; permitting; contracting; facility design; rapid/emergency solicitation processes; accessing federal funding; damage assessment documentation requirements; procedures; forms; acquisition of outside subject matter expertise; and other items found during research that can assist pre-event planning to support recovery of mission-essential transportation infrastructure. The objective of this research is to develop a guide that provides pre-event recovery planning principles, processes, tools, and appended resource materials for use by planners and decisionmakers in pre-event planning to support transportation infrastructure recovery.
KW  - Disaster preparedness
KW  - Emergency management
KW  - Emergency transportation
KW  - Highway operations
KW  - Highway safety
KW  - Infrastructure
KW  - Recovery operations
KW  - Special events
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2608
UR  - https://trid.trb.org/view/1232387
ER  - 

TY  - RPRT
AN  - 01163052
AU  - Lechtenberg, Karla A
AU  - Faller, Ronald K
AU  - Reid, John D
AU  - Sicking, Dean L
AU  - University of Nebraska, Lincoln
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Dynamic Evaluation of a Pinned Anchoring System for New York State’s Temporary Concrete Barriers – Phase II
PY  - 2010/01/27/Final Report
SP  - 134p
AB  - Temporary concrete barrier (TCB) systems are utilized in many situations, including placement adjacent to vertical drop-offs. Free-standing TCB systems are known to have relatively large deflections when impacted, which may be undesirable when dealing with limited space behind the barrier, such as on a bridge deck or with limited lane width in front of the barrier system. In order to allow TCB systems to be used in space-restricted locations, a variety of TCB stiffening options have been tested, including beam stiffening and pinning the barriers to the pavement. These pavement-pinning procedures have been considered time-consuming and may pose undue risk to work-zone personnel who are anchoring the barrier on the traffic-side face. Thus, a means of reducing TCB deflections while reducing risk to workers was deemed necessary. The primary research objectives were to evaluate the potential for reducing barrier deflections through the use of pinning every barrier section on the back-side toe of the New York State’s New Jersey-shape TCBs and evaluate the barrier system according to the Test Level 3 (TL-3) criteria set forth in the AASHTO Manual for Assessing Safety Hardware (MASH). The research study included one full-scale vehicle crash test with a Dodge Quad Cab pickup truck. Four 15½-in. (394-mm) long, vertical steel pins were placed through holes on the back-side toe of each barrier section and inserted into drilled holes within the rigid concrete surface. Following the successful redirection of the pickup truck, the safety performance of the pinned anchoring system was determined to be acceptable according to the TL-3 evaluation criteria specified in MASH using the 2270P vehicle.
KW  - AASHTO Manual for Assessing Safety Hardware
KW  - Acceptance tests
KW  - Anchoring
KW  - Impact tests
KW  - Pickup trucks
KW  - Redirection (Impacting vehicle)
KW  - Safety performance
KW  - Steel pins
KW  - Temporary barriers
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-224-10.pdf
UR  - https://trid.trb.org/view/923580
ER  - 

TY  - RPRT
AN  - 01163057
AU  - Stolle, Cale J
AU  - Zhu, Ling
AU  - Lechtenberg, Karla A
AU  - Bielenberg, Robert W
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Reid, John D
AU  - Rohde, John R
AU  - University of Nebraska, Lincoln
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Evaluation of Type II and Type IIA Box Beam End Terminals - Volume II: Appendices
PY  - 2010/01/20/Final Report
SP  - 468p
AB  - Two types of guide rail end terminals were constructed and evaluated according to the American Association of State Highway and Transportation Officials’ (AASHTO’s) Manual for Assessing Safety Hardware (MASH). The guide rail end terminals are used with weak-post, box beam guide rail systems by the New York State Department of Transportation (NYSDOT). Nine full-scale vehicle crash tests were performed in accordance with either Test Level 3 (TL-3) or Test Level 2 (TL-2) requirements using both standard and modified impact locations and test conditions for the 1100C [1,100-kg (2,425-lb)] passenger car and the 2270P [2,268-kg (5,000-lb)] pickup truck. One test was run on the Type II box beam end terminal, six tests were performed on the Type IIA end terminal on flat ground, and two tests were performed on the Type IIA end terminal installed in a ditch. The Volume I report contains the research results and discussion. The Volume II report contains the appendices.
KW  - AASHTO Manual for Assessing Safety Hardware
KW  - Acceptance tests
KW  - Automobiles
KW  - Box beams
KW  - Guardrail terminals
KW  - Impact tests
KW  - Pickup trucks
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-203-10-Vol2.pdf
UR  - https://trid.trb.org/view/923575
ER  - 

TY  - RPRT
AN  - 01163053
AU  - Stolle, Cale J
AU  - Zhu, Ling
AU  - Lechtenberg, Karla A
AU  - Bielenberg, Robert W
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Reid, John D
AU  - Rohde, John R
AU  - University of Nebraska, Lincoln
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Evaluation of Type II and Type IIA Box Beam End Terminals - Volume I: Research Results and Discussion
PY  - 2010/01/20/Final Report
SP  - 415p
AB  - Two types of guide rail end terminals were constructed and evaluated according to the American Association of State Highway and Transportation Officials’ (AASHTO’s) Manual for Assessing Safety Hardware (MASH). The guide rail end terminals are used with weak-post, box beam guide rail systems by the New York State Department of Transportation (NYSDOT). Nine full-scale vehicle crash tests were performed in accordance with either Test Level 3 (TL-3) or Test Level 2 (TL-2) requirements using both standard and modified impact locations and test conditions for the 1100C [1,100-kg (2,425-lb)] passenger car and the 2270P [2,268-kg (5,000-lb)] pickup truck. One test was run on the Type II box beam end terminal, six tests were performed on the Type IIA end terminal on flat ground, and two tests were performed on the Type IIA end terminal installed in a ditch. The Volume I report contains the research results and discussion. The Volume II report contains the appendices.
KW  - AASHTO Manual for Assessing Safety Hardware
KW  - Acceptance tests
KW  - Automobiles
KW  - Box beams
KW  - Guardrail terminals
KW  - Impact tests
KW  - Pickup trucks
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-203-10-Vol1.pdf
UR  - https://trid.trb.org/view/923573
ER  - 

TY  - RPRT
AN  - 01342280
AU  - Daly, William H
AU  - Negulescu, Ioan I
AU  - Glover, Ionela
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - A Comparative Analysis Of Modified Binders: Original Asphalts And Materials Extracted From Existing Pavements
PY  - 2010/01/18/Final Report
SP  - 77p
AB  - This research demonstrated the application of gel permeation chromatography (GPC) as an analytical tool to ascertain the amounts of polymer modifiers in polymer modified asphalt cements, which are soluble in eluting GPC solvents. The technique was applied to 29 samples from five refineries supplying asphalt mixes to Louisiana. Addition of recycled asphalt pavement (RAP) during the mixing process increases the asphaltene content with a corresponding decrease in the maltenes content. An assessment of the extent of oxidative aging of modified asphalt binders during the paving process confirmed minimal changes during the paving process. Field aging of mixes containing RAP is slower than that predicted by rolling thin film oven (RTFO) laboratory aging, suggesting that addition of 20 wt% RAP is beneficial. Although suppliers are using different types of poly(styrene-b-butadiene-b-styrene) (SBS) at different percentages to meet the requirements for a PG 70-22, the authors observed that 1 wt% up to 1.98 wt% polymer is added. To achieve PG 76-22, the authors observed that a minimum of 2 wt% polymer is added. The GPC test method can identify the type of polymer used as well as the percentages of polymer and asphaltenes present. The content of crystallizable species of selected asphalt binders determined by differential scanning calorimetry (DSC) is presented together with the binder glass transition temperature more accurately determined by dynamic mechanical analysis (DMA). A method for quantification of GPC solvent insoluble crumb rubber modifier present in crumb rubber modified binders was developed. The application of the GPC technique to forensic studies of pavement problem issues is demonstrated.
KW  - Alternatives analysis
KW  - Asphalt pavements
KW  - Gel permeation chromatography
KW  - Modified binders
KW  - Polymer asphalt
KW  - Recycled materials
UR  - http://www.ltrc.lsu.edu/pdf/2011/fr_462.pdf
UR  - http://ntl.bts.gov/lib/37000/37800/37864/fr_462.pdf
UR  - https://trid.trb.org/view/1103928
ER  - 

TY  - ABST
AN  - 01464118
TI  - Research for AASHTO Standing Committee on Highways. Task 278. Production of the New AASHTO Practical Guide to Estimating
AB  - The AASHTO Technical Committee on Cost Estimating (TCCE) has been working on a new publication to help departments of transportation (DOTs) and other transportation agencies develop or improve their cost-estimating policies and guidance. This new publication is tentatively titled "A Practical Guide to Estimating." Chapters have been drafted by various volunteer chapter authors and a team of supporting committee members who review applicable research and agency practices and work to present information using suitable language and suggestions intended to further the state-of-the-practice in highway project cost estimating. The benefits to be gained from helping agencies to develop and improve cost-estimating policies and practices are substantial.   Concerns about the cost of transportation facilities, while always important to the DOTs, become a major focus of attention in economically challenging times. Rapid and substantial increases in materials costs over the last two years have raised the hurdles facing agencies' cost estimating practices.  The TCCE envisions "A Practical Guide to Estimating" as a source of guidance to assist agencies in developing or improving their cost estimating policies and practices. This guidance will address estimating costs from project inception through bid letting and be useful to agency staff in planning, design, and construction. The TCCE volunteers have produced a table-of-contents outline and draft content reflecting their vision of the guide. The status of what has been produced is described in detail in the Special Notes of this request and the several document files appended to the notes. As a review of this information will show, the reliance on volunteer participants has proven to be an effective means to structure the proposed guide and produce useful content, but has inherent limitations. Workloads of state DOT personnel have been increasing, limiting the ability of volunteers to devote time to the guide's preparation. Various elements of draft text produced by different authors will inevitably have differences in writing style and language usage that, if maintained in the final guide, would detract from the final document's effectiveness. There is no single authority to ensure that the final document addresses all important topics and is internally consistent in its guidance. The TCCE needs the assistance of a very knowledgeable researcher or team to review the committee's work, to supplement that work as needed to ensure that the final document provides the guidance envisioned by the committee, and to serve as principal author and editor to produce a document that presents its content in a consistent and readable manner to the target audience. The objectives of this research are (a) to produce a final draft version of "A Practical Guide to Estimating" that can be submitted for formal balloting and approval by AASHTO, (b) to ensure that this final draft offers comprehensive, consistent, and timely guidance on effective policies and practices agencies may use in highway project cost estimating, and (c) to assess whether there are substantial topics not covered in the draft that should be addressed to realize the TCCE vision and describe the work needed to address those topics.
KW  - Cost estimating
KW  - Guidelines
KW  - Handbooks
KW  - Project management
KW  - State departments of transportation
KW  - State of the practice
KW  - Types of costs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2758
UR  - https://trid.trb.org/view/1232346
ER  - 

TY  - RPRT
AN  - 01154173
AU  - Davalos, Julio F
AU  - Chen, An
AU  - Ray, Indrajit
AU  - Justice, Adam
AU  - Anderson, Matthew
AU  - West Virginia University, Morgantown
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
AU  - Mid-Atlantic Universities Transportation Center
AU  - Research and Innovative Technology Administration
TI  - District 3-0 Investigation of Fiber Wrap Technology Bridge Repair and Rehabilitation - Phase III
PY  - 2010/01/14/Final Report
SP  - 288p
AB  - Based on guidelines for project selection, a candidate bridge was selected for a contract repair project.  Pre-repair testing of bridge materials is described. The fiber reinforced polymer (FRP) design was based on strengthening the bridge to sustain an HS-20 AASHTO truck loading.  The FRP repair system was designed based on current ACI 440.2R-08 design guidelines.  Repair work and post-construction load testing were completed.  Finite Element (FE) modeling was performed to determine capacity of the repaired bridge and the FE model was calibrated against load testing results.  Supporting full-scale lab studies were conducted to evaluate the most effective concrete substrate repair method and FRP strengthening scheme.  An exploratory study on an electrochemical chloride extraction technique was completed.  Systematic documents, including draft guidelines on project selection and management, design guidelines, and construction specifications, were developed for use on future T-beam rehabilitation projects.
KW  - Bearing capacity
KW  - Calibration
KW  - Electrochemical chloride extraction
KW  - Fiber reinforced plastics
KW  - Finite element method
KW  - Jacketing (Strengthening)
KW  - Load tests
KW  - Materials tests
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - T beams
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Fiber%20Wrap%20Technology%20Bridge%20Repair%20and%20Rehab.pdf
UR  - http://www.mautc.psu.edu/docs/WVU-2007-01.pdf
UR  - https://trid.trb.org/view/915714
ER  - 

TY  - RPRT
AN  - 01154166
AU  - Bilec, Melissa M
AU  - Marriott, Joe
AU  - Padilla, Maria Fernanda
AU  - Snyder, Mark
AU  - University of Pittsburgh
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Market Analysis of Construction Materials with Recommendations for the Future of the Industry
PY  - 2010/01/14/Final Report
SP  - 144p
AB  - Due to the volatility of current highway construction commodity prices, owners, contractors, and designers are facing serious challenges in both short-term estimating and long-term planning. Among these challenges is significant uncertainty about the prices and availability of critical highway construction materials; steel, for example, increased in price from $600 per ton to over $1400 per ton in just eight years. At the same time, nearly all facets of the infrastructure in the United States require redesign, expansion or repair. Planners need to make decisions which maximize the value of investment dollars while at the same time considering the environmental and human factors associated with that investment. One way to reduce the uncertainty and make better investment decisions is by studying the past, present and future commodity prices and availability. In this research, the authors focus on commodities for highway construction such as diesel, asphalt, cement, aggregates and steel. Recent economic trends for these commodities show how production, supply and demand affect the US unit prices. Forecasts for the price trends of the commodities are developed. Comparative life cycle assessment (LCA) results are presented.
KW  - Building materials
KW  - Demand
KW  - Economic analysis
KW  - Forecasting
KW  - Life cycle costing
KW  - Long range planning
KW  - Market assessment
KW  - Prices
KW  - Production
KW  - Road construction
KW  - Short range planning
KW  - Supply
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Market%20Analysis%20%20of%20Construction%20Materials.pdf
UR  - https://trid.trb.org/view/915713
ER  - 

TY  - RPRT
AN  - 01150230
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 2008 Status of the Nation's Highways, Bridges, and Transit: Conditions & Performance. Report to Congress
PY  - 2010/01/14/Report to Congress
SP  - 622p
AB  - This is the eighth in a series of combined documents prepared by the U.S. Department of Transportation (DOT) to satisfy requirements for reports to Congress on the condition, performance, and future capital investment needs of the Nation’s highway and transit systems. This report incorporates highway, bridge, and transit information required by Section 502(h) of Title 23, United States Code (U.S.C.), as well as transit system information required by Section 308(e) of Title 49, U.S.C. Beginning in 1993, the Department combined two separate existing report series that covered highways and transit to form this report series. This report draws primarily on 2006 data. This document is intended to provide decision makers with an objective appraisal of the physical conditions, operational performances, and fi nancing mechanisms of highways, bridges, and transit systems based both on the current state of these systems and on the projected future state of these systems under a set of alternative future investment scenarios. This report offers a comprehensive, data-driven background to support the development and evaluation of legislative, program, and budget options at all levels of government. It also serves as a primary source of information for national and international news media, transportation associations, and industry. This report consolidates conditions, performance, and financial data provided by States, local governments, and mass transit operators to provide a national-level summary. Some of the underlying data are available through the DOT’s regular statistical publications. The future investment scenario analyses are developed specifically for this report and provide national-level projections only. The report begins with a "Highlights" section that lists key findings, focusing mainly on changes in various indicators since 1997, the last year prior to the enactment of the Transportation Equity Act for the 21st Century (TEA-21). This is followed by an Executive Summary that highlights the key findings in each individual chapter. The main body of the report is organized into four major sections. The six chapters in Part I, “Description of Current System,” contain the core retrospective analyses of the report. Chapters 2 through 6 each start with separate highway and transit sections discussing each mode in depth, followed by a combined section comparing key highway and transit statistics with those presented in the 2006 edition. The four chapters in Part II, “Investment/Performance Analysis,” contain the core prospective analyses of the report. Part III, “Special Topics,” explores further some topics related to the primary analyses in the earlier sections of the report. Part IV, “Afterword: A View to the Future,” describes ongoing research activities and identifies potential areas for improvement in the data and analytical tools used to produce the analyses contained in this report. The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, bridges, and transit.
KW  - Bridges
KW  - Condition surveys
KW  - Financing
KW  - Highways
KW  - Investments
KW  - Operational performance
KW  - Public transit
KW  - United States
UR  - http://www.fhwa.dot.gov/policy/2008cpr/pdfs/cp2008.pdf
UR  - http://ntl.bts.gov/lib/33000/33400/33453/2008StatusSummary.pdf
UR  - https://trid.trb.org/view/912596
ER  - 

TY  - ABST
AN  - 01464203
TI  - Producing Transportation Data Products from the American Community Survey that Comply with Disclosure Rules
AB  - For the last 40 years, the American Association of State Highway and Transportation Officials (AASHTO) has worked with the U.S. Census Bureau to produce special tabulations from the decennial census long form. These tabulations serve a variety of transportation planning needs. In 2006, AASHTO approved a new Census Transportation Planning Products (CTPP) program to continue to provide home, work place, and journey to work data. The CTPP will now use data from the U.S. Census Bureau's new American Community Survey (ACS) to produce 3-year and 5-year data tabulations to support a host of state and local transportation planning efforts, including air quality and environmental analyses, transit studies, policy and investment scenarios, and travel demand modeling. Over the years, transportation planning mandates and requirements have increasingly called for census data at finer levels of granularity for smaller areas of geography. At the same time, the U.S. Census Bureau has been increasingly concerned about the potential disclosure risk posed by such finer granularity. The U.S. Census Bureau currently uses data suppression and use of thresholds to protect confidentiality. These methods severely limit the availability and utility of the resulting data. For example, in travel demand modeling, data are typically required for smaller geographic units defined as Transportation Analysis Zones (TAZs). However, because TAZs tend to be small, data for many geographic areas will be suppressed under U.S. Census Bureau disclosure rules aimed at protecting an individual's confidentiality. The transportation community and U.S. Census Bureau staff acknowledge the need to develop and implement improved disclosure avoidance techniques and tools that will preserve the geographic detail and content of the data. Some methods that are either currently used by the U.S. Census Bureau and other federal statistical agencies or have been proposed for use in the statistical literature for purposes of disclosure limitation or disclosure avoidance include: aggregation (coarsening of categorical data, often geographical); top-coding of reported values (another form of aggregation); tabular data suppression based on thresholds; data swapping and rounding (possibly using linear programming); noise addition or inoculation to prevent compromise by introducing an error; microaggregation (clustering data in groups of a small number of records replacing each member's value with the average value); imputation of sensitive values using multiple imputation to assess variability; and partial or whole synthetic creation of a micro data set with closely related distributional properties to that for the collected data (using various parametric statistical models fit to the collected data, especially log-linear models for contingency tables). Although disclosure avoidance can be achieved using different techniques, these methods must be acceptable to the transportation community and meet with the U.S. Census Bureau's rules, requirements, and processes. Preliminary research done under NCHRP Project 8-36 (71), "Disclosure Avoidance Techniques to Improve ACS Data Availability," (http://www.trb.org/NotesDocs/NCHRP08-36(71)_FR.pdf) suggests that credible techniques can be found to produce disclosure-proofed representative data for small areas. The objective of this research is to develop, evaluate, and test credible techniques to produce specially tabulated data products using 5-year ACS data.  The resulting data products must satisfy U.S. Census Bureau disclosure rules and support transportation planning at small area geography (TAZ).
KW  - Air quality management
KW  - American Community Survey
KW  - Census Transportation Planning Package
KW  - Data collection
KW  - Metropolitan planning organizations
KW  - Policy making
KW  - Public transit
KW  - Traffic analysis zones
KW  - Transit operating agencies
KW  - Transportation planning
KW  - Travel demand
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2708
UR  - https://trid.trb.org/view/1232431
ER  - 

TY  - RPRT
AN  - 01153219
AU  - Daniel, Jo Sias
AU  - Mogawer, Walaa S
AU  - University of New Hampshire, Durham
AU  - New England Transportation Consortium
AU  - Federal Highway Administration
TI  - Determining the Effective PG Grade of Binder in RAP Mixes
PY  - 2010/01/04/Final Report
SP  - 98p
AB  - This report presents the results of a research study to develop a method to determine or estimate the binder grade in mixtures designed with recycled asphalt pavement (RAP) from the properties of the mixture itself.  A 12.5 mm Superpave mixture was used to evaluate mixtures containing 0% RAP, 10% RAP, 25% RAP, and 40% RAP with a virgin PG 64-28 binder.  Virgin mixtures with PG 58-28, PG 70-22, and PG 76-22 binders were also evaluated.  Testing included dynamic modulus, creep compliance, and strength tests in the indirect tensile mode.  Partial |G*| master curves were measured on the extracted binder from each mixture and the recovered binder was also PG graded.  Several methods of estimating the effective PG grade of the binder were evaluated.  Empirically based methods of interpolating values of measured mixture properties are straightforward, but require an extensive amount of testing in the laboratory.  The relationship between material properties and PG grade must be established for each type of mixture (gradation, asphalt content).  The most promising methods for determining the effective PG grade of the mixture use the Hirsch model to back calculate binder |G*| from the measured mixture dynamic modulus.  This report summarizes the research effort and provides a recommended procedure for estimating the effective PG grade of binders in RAP mixtures.
KW  - Binder grade
KW  - Bituminous binders
KW  - Creep
KW  - Dynamic modulus of elasticity
KW  - Laboratory tests
KW  - Recycled asphalt pavements
KW  - Superpave
KW  - Tension tests
UR  - http://www.netc.umassd.edu/netcr78_04-4.pdf
UR  - http://www.uvm.edu/~transctr/pdf/netc/netcr78_04-4.pdf
UR  - https://trid.trb.org/view/914803
ER  - 

TY  - ABST
AN  - 01528647
TI  - Accommodating Oversize/Overweight Vehicles at Roundabouts
AB  - The objectives of this project are to:  (1) Compile current practice and research by various states and countries related to the effects that oversize/overweight vehicles (also called super loads) have on roundabout location, design and accommodation, and (2) Fill in information gaps with respect to roundabout design and operations for these classes of vehicles.
KW  - Data collection
KW  - Design
KW  - Highway operations
KW  - Oversize vehicles
KW  - Roundabouts
UR  - http://www.pooledfund.org/Details/Study/448
UR  - https://trid.trb.org/view/1313428
ER  - 

TY  - RPRT
AN  - 01616158
AU  - Choi, Seongcheol
AU  - Won, Moon
AU  - Texas Tech University
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Construction and Evaluation of Post-Tensioned Pre-stressed Concrete Pavement
PY  - 2010/01//Technical Report
SP  - 66p
AB  - The performance of cast-in-place post-tensioned concrete pavement (PCP) constructed in 1985 on IH-35 in Waco, Texas has been excellent. Encouraged by the performance of the section, the Texas Department of Transportation decided to build another PCP project on IH-35 in Hillsboro. The construction of 9-in. thick PCP with mostly 300-ft long slabs started in May 2008. Issues raised during the pre-construction and construction phases were evaluated and documented in this report. Also, the detailed behavior of PCP at early ages due to environmental loading (temperature and moisture variations) and post-tensioning were evaluated with various installed gages. The strain and movement of PCP as well as temperature and relative humidity were measured. The effects of such factors as post-tensioning (PT) force, friction, curling stress, creep, and shrinkage on the behavior of PCP were investigated. The stress introduced by longitudinal PT varied along the slab length, with a maximum near the armor joint and a minimum at the center of the slab. The concrete strain at mid-depth of the slab under environmental loading was also affected by friction and other restraints. The concrete thermal strain restrained by friction and other factors was larger near the slab center. The distribution of longitudinal slab movement was nonlinear along with the distance from slab center. Continued contraction of concrete slab due to creep and shrinkage was observed, one which will result in the opening of joint width. Creep and shrinkage effects should be included in the design of the initial joint width. The findings from the field evaluations of the PCP behavior were used to calibrate the theoretical analysis model PCP 3.0.
KW  - Calibration
KW  - Cast in place concrete
KW  - Computer models
KW  - Creep
KW  - Hillsboro (Texas)
KW  - Posttensioning
KW  - Prestressed concrete pavements
KW  - Shrinkage
KW  - Strain (Mechanics)
KW  - Stresses
UR  - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/5-4035-01-2_final.pdf
UR  - https://trid.trb.org/view/1428254
ER  - 

TY  - RPRT
AN  - 01599219
AU  - McGee, Hugh W
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Maintenance of Signs and Sign Supports: A Guide for Local Roads Maintenance Personnel
PY  - 2010/01//Final Report
SP  - 58p
AB  - Highway signs are the means by which the road agency communicates the rules, warnings, guidance and other highway information that drivers need to navigate their roads and streets. This guide, which is an update to the same titled guide published in 1990, is intended to help local agency maintenance workers ensure their agency’s signs are maintained to meet the needs of the road user. The guide succinctly covers the following topics: a description of sign types, sign materials and sign supports; sign installation and the elements of a sign management system including inventory, inspection, preventive maintenance, repair and replacement, and recordkeeping.
KW  - Handbooks
KW  - Highway maintenance
KW  - Inspection
KW  - Installation
KW  - Preventive maintenance
KW  - Recordkeeping
KW  - Sign supports
KW  - Signs
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa09025/
UR  - http://safety.fhwa.dot.gov/local_rural/training/fhwasa09025/fhwasa09025.pdf
UR  - https://trid.trb.org/view/1406388
ER  - 

TY  - RPRT
AN  - 01457504
AU  - Ong, Ghim Ping
AU  - Noureldin, Samy
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Automated Pavement Condition Data Collection Quality Control, Quality Assurance, and Reliability
PY  - 2010/01//Draft Final Report
SP  - 159p
AB  - In recent years, state highway agencies have come to understand the need for high quality pavement condition data at both the project and network levels. At the same time, agencies also realize that they have become too dependent on contractors to ensure the quality of the delivered data without any means to independently assure the quality of these delivered data. This research study therefore aims to investigate the inherent variability of the automated data collection processes and proposes guidelines for an automated data collection quality management program in Indiana. In particular, pavement roughness data (in terms of IRI) and pavement surface distress data (in terms of PCR and individual pavement surface distress ratings) are considered in this study. Quality control protocols adopted by the contractor are reviewed and compared against industry standards. A complete quality control plan is recommended to be adopted for all phases of the data collection cycle: preproject phase, data collection phase, and post-processing phase. Quality assurance of pavement condition data can be viewed in terms of (i) completeness of the delivered data for pavement management; (ii) accuracy, precision and reliability of pavement roughness data; and (iii) accuracy, precision and reliability of individual distress ratings and an aggregate pavement condition rating. An innovative two-stage approach is developed in this study to evaluate delivered data for integrity and completeness. Different techniques and performance measures that can be used to evaluate pavement roughness and pavement surface distress data quality are investigated. Causes for loss in IRI and PCR accuracy and precision are identified and statistical models are developed to relate project- and network-level IRIs and PCRs. Quality assurance procedures are then developed to allow highway agencies improve their pavement condition data collection practices and enhance applications in the pavement management systems.
KW  - Automation
KW  - Condition surveys
KW  - Data collection
KW  - Data quality
KW  - Indiana
KW  - Pavement distress
KW  - Quality assurance
KW  - Quality control
KW  - Reliability
KW  - Roughness
UR  - http://dx.doi.org/10.5703/1288284314288
UR  - https://trid.trb.org/view/1218754
ER  - 

TY  - RPRT
AN  - 01457388
AU  - Fitzpatrick, Velvet
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - An Assessment of Delivery Risks in Transportation Projects
PY  - 2010/01//Final Report
SP  - 112p
AB  - A large number of uncertainties exist in the delivery of highway projects, and it is important to describe the extent so that budgeting and programming can be carried out in a manner that duly accounts for such uncertainties. The study investigates the sources of delivery variability (risk factors) that occur in the period between project proposed date and the letting date. Data on 366 highway projects were collected from the Indiana Department of Transportation Management Information Portal. Using statistical and econometric techniques, the data was analyzed to identify the potential risk factors and to determine the magnitude and direction of the influence of these risk factors. The study estimated the delivery variability inherent with each project type, providing a basis for rating highway projects in terms of their delivery risks and for incorporating probabilistic concepts in budgeting and programming.
KW  - Budgeting
KW  - Construction projects
KW  - Construction scheduling
KW  - Econometrics
KW  - Indiana
KW  - Programming (Planning)
KW  - Risk assessment
KW  - Road construction
KW  - Statistical analysis
UR  - http://dx.doi.org/10.5703/1288284314281
UR  - https://trid.trb.org/view/1218747
ER  - 

TY  - RPRT
AN  - 01453699
AU  - Ong, Ghim Ping (Raymond)
AU  - Nantung, Tommy
AU  - Sinha, Kumares C
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Indiana Pavement Preservation Program
PY  - 2010/01//Final Report
SP  - 109p
AB  - State highway agencies are facing immense pressure to maintain roads at acceptable levels amidst the challenging financial and economic situations. In recent years, pavement preservation has been sought as a potential alternative for managing the pavement assets, believing that it would provide a cost-effective solution in maintaining infrastructural conditions and meeting user expectations. This study explores the potential of pavement preservation concepts in managing the agency‘s pavement assets by attempting to integrate pavement preservation considerations within the network-level pavement management system. Several elements are studied in the report: (i) determining triggers for pavement preservation treatments for use in a PMS, (ii) development of performance models for preservation treatments, (iii) developing a remaining service life approach for strategy comparison at the project level, and (iv) developing a pavement preservation framework that integrates the districts and the central office of a state highway agency. It is found that distress-based decision matrices are found to be more desirable as triggers in the pavement management system, primarily because it can be easily adopted for new and innovative pavement preservation materials and treatments. Pavement performance models (both long term pavement performance and short term performance jumps) are developed and incorporated within a pavement management systems used by highway agencies. By adopting a remaining service life approach to evaluate competing pavement strategies at the project level, it is found that pavement preservation can be a cost-effective solution to preserve our pavement assets on a project level. A pavement preservation framework to integrate project and network level evaluations at the districts and network level evaluation at the central office is developed using the remaining service life concept. Using a sample highway network from the state of Indiana, it is found that the proposed framework is capable of improving the remaining service life of the pavement network as compared to the traditional "worse pavement first" concept. This demonstrates the effectiveness of the pavement preservation concept where agencies can look forward to enjoy a much better remaining service life extension to highway pavement assets when compared to the traditional "worst pavement first" approach.
KW  - Asset management
KW  - Indiana
KW  - Optimization
KW  - Pavement management systems
KW  - Pavement performance
KW  - Preservation
KW  - Service life
UR  - http://dx.doi.org/10.5703/1288284314258
UR  - https://trid.trb.org/view/1218724
ER  - 

TY  - RPRT
AN  - 01453689
AU  - Lee, Jusang
AU  - Shields, Todd
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Treatment Guidelines for Pavement Preservation
PY  - 2010/01//Final Report
SP  - 197p
AB  - This project presents pavement treatment practice guidelines and a distress identification manual for the purpose of improving the Indiana Department of Transportation (INDOT) pavement preservation practices. The treatment guidelines consist of 10 treatment types for asphalt pavements and composite pavements and 8 treatment types for Portland cement concrete pavement (PCCP). The treatment guidelines include treatment descriptions, benefits, applicable pavement conditions, treatment materials, and treatment procedures. The guidelines are based on information obtained mainly from the INDOT Standard Specification, the INDOT Design Manual, and the INDOT Field Operations Handbook for Crew Leaders. The treatments are covered in the guidelines. The distress identification manual presents the different types of distresses found on the surfaces of asphalt pavement, composite pavement, and PCCP. Each distress type in this manual is presented along with descriptions, causes, measurements, and pictures of each type of distress. The manual is mainly based on the Distress Identification Manual for the Long Term Pavement Performance Program and the INDOT Design Manual. To implement the guidelines and the manuals, training slides were developed and are enclosed in this report. The training slides were developed to address all topics of the pavement preservation treatment area and combine to make one set of training materials suitable for Indiana. The training slides for pavement preservation implementation can help to enhance the overall construction quality of treatments by illustrating the appropriate use of such treatments in applications, thereby contributing to their improved performance. This improvement will help to ensure that the treatments are used to their maximum benefit and efficiency.
KW  - Asphalt pavements
KW  - Composite pavements
KW  - Concrete pavements
KW  - Indiana
KW  - Pavement distress
KW  - Portland cement concrete
KW  - Preservation
KW  - Surface treating
UR  - http://dx.doi.org/10.5703/1288284314270
UR  - https://trid.trb.org/view/1218736
ER  - 

TY  - RPRT
AN  - 01444846
AU  - Ziegler, Francis G
AU  - Zainhofsky, Scott D
AU  - Kuntz, Shawn P
AU  - North Dakota Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Safety Improvement Program Implementation Plan
PY  - 2010/01
SP  - 106p
AB  - The purpose of the overall Highway Safety Improvement Program (HSIP) is to achieve a significant reduction in traffic fatalities and serious injuries on all public roads through the implementation of infrastructure-related highway safety improvements. The previous HSIP Implementation Plan was published in 2000. Due to regulation/requirement changes, it was in need of updating.  Major changes include: In August 2005 the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users legislation was signed into law.  This law established the overall HSIP program as a core Federal-Aid program. States are now required to develop a Strategic Highway Safety Plan in consultation with other key state and local highway safety stakeholders. Reporting requirements have changed.
KW  - Evaluation
KW  - Highway safety
KW  - Highway Safety Improvement Program
KW  - Implementation
KW  - North Dakota
KW  - Regulations
KW  - Reporting requirements
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Strategic planning
KW  - Transportation planning
UR  - https://trid.trb.org/view/1212351
ER  - 

TY  - RPRT
AN  - 01381706
AU  - United States. Federal Highway Administration (FHWA). Office of International Programs
AU  - Federal Highway Administration
TI  - Linking transportation performance and accountability: international technology scanning program: Australia, Great Britain, New Zealand, Sweden Executive Summary
PY  - 2010/01
SP  - 13p
AB  - For 2 weeks in July and August 2009, a scan team from the United States visited international transportation agencies with mature performance management systems to study how these organizations demonstrate accountability to elected officials and the public.  In addition, the team examined how these transportation agencies use goal setting and performance measures to manage, explain, deliver, and adjust their transportation budgets and internal activities.
KW  - Australia
KW  - Budget
KW  - Budgeting
KW  - International comparison
KW  - International comparison
KW  - Level of service
KW  - Management
KW  - New Zealand
KW  - Performance indicators
KW  - Performance measurement
KW  - Sweden
KW  - Transport management
KW  - Transport management and Security
KW  - Transport performance
KW  - United Kingdom
UR  - http://permanent.access.gpo.gov/gpo3990/pl10009.pdf
UR  - https://trid.trb.org/view/1149624
ER  - 

TY  - RPRT
AN  - 01342282
AU  - Prozzi, Jolanda
AU  - Persad, Khali
AU  - Flanagan, Kate
AU  - Loftus-Otway, Lisa
AU  - Porterfield, Beth
AU  - Rutzen, Beatriz
AU  - Zhao, Mengying
AU  - Prozzi, Jorge
AU  - Robertson, Chris
AU  - Walton, C Michael
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Toll Roads: What We Know About Forecasting Usage and the Characteristics of Texas Users
PY  - 2010/01
SP  - 31p
AB  - Road infrastructure is a key component of any region’s transportation system. It allows unprecedented levels of mobility, accessibility, and economic growth. In the U.S., the largest revenue source for the funding of transportation infrastructure is the federal and state fuel taxes. These taxes were conceived in the 1950s as an indirect charge to recover the costs of vehicle travel on the U.S. highway system. However, fuel taxes have not increased with the inflation rate, and are anticipated to decline as fleet fuel efficiency increases. Inadequate funding from fuel taxes, increased demand for transportation, and increasing maintenance needs due to an aging highway system, have resulted in significant deficits along with renewed interest in toll road development, both to finance new roads or add capacity to existing roads. A number of U.S. State Departments of Transportation, including Texas, are actively pursuing tolling as a means to provide much needed capacity sooner. As tolling is considered, reliable traffic and revenue (T&R) forecasts informed by a robust understanding of potential users becomes increasingly important to toll road owners, developers, financiers, and investors, in addition to the consultants who perform these studies. The objectives of this TxDOT research study were to (a) expand upon the analysis conducted by the bond rating agencies that alluded to the existence of an optimism bias in T&R forecasts, and (b) characterize the users and nonusers of Texas toll roads in an effort to conceptualize incentives that can be used to encourage the use of toll roads.
KW  - Financing
KW  - Forecasting
KW  - Highway travel
KW  - Highways
KW  - Texas
KW  - Toll roads
KW  - Travelers
KW  - Utilization
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6044_P1.pdf
UR  - https://trid.trb.org/view/1104417
ER  - 

TY  - RPRT
AN  - 01340415
AU  - Whittington, Jordan S
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Support to Red Hills Fly Ash Experimental Feature
PY  - 2010/01//Final Report
SP  - v.p.
AB  - The Red Hills Plant near Ackerman, Mississippi produces a fly ash that does not meet the ASTM specification for either Class C or F fly ash; however, this material has been successfully used by a local consultant to stabilize embankment material.  The purpose of this study is to evaluate this fly ash in a lime-fly ash (LFA) stabilized subgrade application for MDOT road construction.  The MDOT Central Laboratory will evaluate a LFA mix design using the Red Hills fly ash for application in a field test section.  Based on the results of this study, it is recommended that Red-Hills fly ash be approved for use on MDOT projects.  MDOT Materials Division is in agreement with this recommendation and has issued a letter to the products supplier approving their product for use.
KW  - Lime fly ash
KW  - Mississippi
KW  - Road construction
KW  - Soil cement
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Subgrade materials
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS209.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37906/SS209_redhills-fly-ash-final-1.pdf
UR  - https://trid.trb.org/view/1101899
ER  - 

TY  - RPRT
AN  - 01335491
AU  - Fournier, Benoit
AU  - Berube, Marc-Andre
AU  - Folliard, Kevin J
AU  - Thomas, Michael
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - Report on the Diagnosis, Prognosis, and Mitigation of Alkali-Silica Reaction (ASR) in Transportation Structures
PY  - 2010/01//Final Report
SP  - 154p
AB  - Alkali-aggregate reaction (AAR) is only one of the many factors that might be fully or partly responsible for the deterioration and premature loss in serviceability of concrete infrastructure. Two types of AAR reaction are currently recognized depending on the nature of the reactive mineral; alkali-silica reaction (ASR) involves various types of reactive silica (SiO2) minerals and alkali-carbonate reaction (ACR) involves certain types of dolomitic rocks (CaMg(CO3)2). Both types of reaction can result in expansion and cracking of concrete elements, leading to a reduction in the service life of concrete structures. This document describes an approach for the diagnosis and prognosis of alkali-aggregate reactivity in transportation structures. A preliminary investigation program is first proposed to allow for the early detection of ASR, followed by an assessment (diagnosis) of ASR completed by a sampling program and petrographic examination of a limited number of cores collected from selected structural members. In the case of structures showing evidence of ASR that justifies further investigations, this report also provides an integrated approach involving the quantification of the contribution of critical parameters with regards to ASR.
KW  - Alkali aggregate reactions
KW  - Alkali carbonate reactions
KW  - Alkali silica reactions
KW  - Concrete
KW  - Concrete structures
KW  - Cores (Specimens)
KW  - Cracking
KW  - Expansion
KW  - Field tests
KW  - Laboratory tests
KW  - Service life
KW  - Transportation infrastructure
UR  - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif09004/hif09004.pdf
UR  - https://trid.trb.org/view/1099043
ER  - 

TY  - RPRT
AN  - 01321154
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Long Term Monitoring of Moisture under Pavements
PY  - 2010/01//Executive Summary Report
SP  - 3p
AB  - The research program consisted of three distinct activities. The first activity was a continuation of the monitoring of environmental instrumentation under select pavement sections constructed by the Ohio Department of Transportation (ODOT) in 1995 on US 23 in Delaware County, Ohio. The measurements made by the Ohio State University (OSU) team at that site consisted of soil moisture, temperature and frost depth profiles. The installation procedures along with the data collected over an eight year period were described in two previous reports. In the second activity, OSU constructed and installed ten siometers to directly measure the pore water pressures in the subsurface soils at seven locations at the DEL23 SHRP test road (four during original road construction and three more in 2002). Those devices were monitored throughout the duration of the current project. In the third activity, a laboratory testing program was conducted to identify relationships between static soil properties and the design resilient modulus for compacted cohesive subgrade soils. Resilient modulus as well as classification and strength tests were performed on cohesive soil samples. The program to establish the relationships between dynamic soil behavior and static properties is described and a predictive tool developed through the use of artificial neural networks is presented.
KW  - Data collection
KW  - Freezing
KW  - Moisture content
KW  - Monitoring
KW  - Pavement performance
KW  - Service life
KW  - Soil water
KW  - Subbase (Pavements)
KW  - Subsoil
UR  - http://ntl.bts.gov/lib/34000/34000/34074/134170_ES.pdf
UR  - https://trid.trb.org/view/1082073
ER  - 

TY  - RPRT
AN  - 01220466
AU  - Menches, Cindy L
AU  - Khwaja, Nabeel
AU  - Chen, Juan
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Innovative Contracting Strategies Used for Routine and Preventive Maintenance Contracts
PY  - 2010/01
SP  - 130p
AB  - Several districts within TxDOT have contracted out a significant portion of their maintenance activities because they do not have sufficient personnel to complete the work in-house. This lack of personnel has created voids in expertise that make outsourcing especially important so that specialty tasks can be completed efficiently. Consequently, TxDOT is faced with a need to expand their maintenance contracted services, and, as a result, they have a need to investigate efficient contracting strategies – beyond their traditional method – that might be implemented now or in the future. Previous studies have presented conflicting results about the effectiveness of innovative maintenance contracting strategies, creating confusion within TxDOT about the factors that contribute to success or how to align maintenance outsourcing goals with an appropriate contracting strategy. Therefore, it is necessary for TxDOT to evaluate the effectiveness of innovative maintenance contracting strategies that are being used nationwide so that they can identify efficient contracting strategies that might be implemented to help them achieve their maintenance goals. Accordingly, the purpose of this research was to develop a decision aid that will assist TxDOT districts with the selection and implementation of appropriate innovative maintenance contracting strategies.
KW  - Contracting
KW  - Contracting out
KW  - Maintenance
KW  - Maintenance management
KW  - Preventive maintenance
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6388_P1.pdf
UR  - https://trid.trb.org/view/968944
ER  - 

TY  - RPRT
AN  - 01173819
AU  - Owens, Nicholas
AU  - Armstrong, April
AU  - Sullivan, Paul
AU  - Mitchell, Carol
AU  - Newton, Diane
AU  - Brewster, Rebecca
AU  - Trego, Todd
AU  - Science Applications International Corporation
AU  - American Transportation Research Institute
AU  - Federal Highway Administration
TI  - Traffic Incident Management Handbook
PY  - 2010/01//Handbook
SP  - 116p
AB  - The 2010 version of the TIM Handbook includes the latest advances in TIM programs and practices across the country and offers insights into the latest innovations in TIM tools and technologies. The 2010 TIM Handbook also features a parallel, web-based version that may be conveniently bookmarked, browsed, or keyword-searched for quick reference. This version supersedes the Freeway Incident Management Handbook (published by FHWA in 1991) and the TIM Handbook (published by FHWA in 2000). Readers will find the following topic areas in this Handbook: (1) Introduction: This chapter provides an overview of Traffic Incident Management and sets the context for the 2010 TIM Handbook update. (2) TIM Strategic Program Elements: This chapter details the programmatic structure and institutional coordination necessary for a successful TIM program. (3) TIM Tactical Program Elements: This chapter describes the full range of on-scene operations. (4) TIM Support Program Elements: This chapter describes the communications and technical aspects of successful TIM programs. A quick resource guide titled, “Want to Know More,” follows each chapter and directs readers to supplemental information associated with the specific chapter content.
KW  - Coordination
KW  - Emergency medical services
KW  - Handbooks
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Incident management
KW  - Traffic incidents
UR  - http://www.ops.fhwa.dot.gov/eto_tim_pse/publications/timhandbook/tim_handbook.pdf
UR  - https://trid.trb.org/view/934325
ER  - 

TY  - SER
AN  - 01164274
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Koerber, Michael
AU  - Lake Michigan Air Directors Consortium
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Conference Proceedings: Midwest Transportation Air Quality Summit
PY  - 2010/01//Research Report
SP  - 33p
AB  - The Midwest Transportation Air Quality Summit, held from October 27-29, 2009, provided federal, state, regional, and local transportation and air agency representatives with an opportunity to discuss topics affecting both transportation and air quality planning. Conference sessions included state implementation planning activities for new air quality standards, mobile source emission inventories, highway project-level analyses, current diesel engine programs, climate change, mobile source air toxics, and on-going mobile source-related research studies. Attendees included 64 representatives from federal, state, regional, and local transportation or air agencies in the Midwest. States represented included Illinois, Indiana, Iowa, Michigan, Minnesota, Missouri, Ohio, and Wisconsin. A total of 42 presentations were made by 32 speakers. These conference proceedings summarize the presentations and major messages from the conference.
KW  - Air quality
KW  - Air quality management
KW  - Climate change
KW  - Conferences
KW  - Environmental policy
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45955/FHWA-ICT-10-062.pdf?sequence=2
UR  - https://trid.trb.org/view/923621
ER  - 

TY  - SER
AN  - 01164220
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Wang, Ming
AU  - Yim, Jinsuk
AU  - University of Illinois, Chicago
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Monitoring of the I-39 Kishwaukee Bridge
PY  - 2010/01//Research Report
SP  - 65p
AB  - This report details the continuous monitoring of the Kishwaukee Bridge. The data collected includes measurements such as bridge deck acceleration, temperature changes, and crack opening displacement data from local deformation gages. The monitored data also includes modal frequencies, shear strain at known crack locations, and daily truck traffic. The instrument response provides needed information for real-time inspection and planned maintenance and rehabilitation. The main objective of this research was to continue monitoring of the bridge through the retrofitting contract and beyond to validate that the design and retrofitting strategy performed on the bridge arrested the crack growth. The measurements collected from this study will be used to infer possible structural changes and to guide retrofit strategies for compromised components, ensuring the bridge’s integrity and stability into the future.
KW  - Bridge management systems
KW  - Bridges
KW  - Maintenance
KW  - Retrofitting
KW  - Structural health monitoring
UR  - http://hdl.handle.net/2142/45954
UR  - https://trid.trb.org/view/923617
ER  - 

TY  - SER
AN  - 01164208
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Benekohal, Rahim F
AU  - Hajbabaie, Ali
AU  - Medina, Juan C
AU  - Wang, Ming-Heng
AU  - Chitturi, Madhav V
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Speed Photo-Radar Enforcement Evaluation in Illinois Work Zones
PY  - 2010/01//Research Report
SP  - 165p
AB  - The effects of an automated Speed Photo-radar Enforcement (SPE) system on the speed of vehicles in highway work zones were evaluated in this study. The SPE effects were also compared to other speed management treatments, including speed display trailers, police presence (with the patrol emergency lights on and off), and the combination of speed display trailer and police presence. Three datasets were collected in two work zones and the effects were studied at the location of the treatment and also at a location about 1.5 miles downstream in the work zone (spatial effects). The halo effects (temporal effects) of police presence and SPE, after they left the work zone, were also analyzed. Results are presented separately for cars and trucks in free-flow and in the general traffic stream in the median and shoulder lanes. SPE reduced the average speed of free flowing cars in the median lane by 6.3-7.9 mph and in the shoulder lane by 4.1-7.7 mph. The reductions brought down the average speeds near or below the posted speed limit of 55 mph. In addition, the SPE reduced the speeding by 40-51% in the median and by 7-57% in the shoulder lane for free flowing cars. Similarly, for free flowing trucks SPE reduced the average speed in the median lane by 3.4-6.9 mph and in the shoulder lane by 4.0-6.1 mph, to speeds below the posted speed limit of 55 mph. SPE also reduced the speeding free flow trucks by 10-53% in the median lane and by 0-56% in the shoulder lane. For the general traffic stream, SPE reduced average speeds by 5.1-8.0 mph in the median lane and by 4.3-7.7 mph in the shoulder lane. Likewise, trucks in the general traffic stream traveled 3.7- 5.7 mph slower in the median and 3.9-6.4 mph slower in the shoulder lane. SPE lowered the average speed of the general traffic stream below the speed limit in all cases. SPE was as effective as the police patrol presence with the emergency lights off. In two of the three datasets, SPE had 2.0-3.8 mph spatial effects on free flowing cars and 1.1-1.9 mph on cars in the general traffic stream. However, on all three datasets SPE had 0.8-5.3 mph spatial effects on free flowing trucks and 0.9-3.2 mph on trucks in the general traffic stream. The reduction in the percentage of downstream speeding drivers varied from 0%-44%. Finally, halo effects were very limited and only observed for SPE on free-flowing heavy vehicles in one work zone and free flowing cars in the second work zone. Police presence did not have halo effects.
KW  - Automatic speed control
KW  - Highway operations
KW  - Illinois
KW  - Photo radar
KW  - Police patrol
KW  - Speed measurement
KW  - Traffic law enforcement
KW  - Work zone safety
KW  - Work zones
UR  - http://hdl.handle.net/2142/45957
UR  - https://trid.trb.org/view/923642
ER  - 

TY  - SER
AN  - 01164202
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Ishii, Audrey L
AU  - Soong, David T
AU  - Sharpe, Jennifer B
AU  - U.S. Geological Survey
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation and Evaluation of the Streamflow Statistics
(StreamStats) Web Application for Computing Basin Characteristics and
Flood Peaks in Illinois
PY  - 2010/01//Final Report
SP  - 50p
AB  - Illinois StreamStats (ILSS) is a Web-based application for computing selected basin characteristics and flood-peak quantiles based on the most recently (2010) published (Soong et al., 2004) regional flood-frequency equations at any rural stream location in Illinois. Limited streamflow statistics including general statistics, flow durations, and base flows also are available for U.S. Geological Survey (USGS) streamflow-gaging stations. ILSS can be accessed on the Web at http://streamstats.usgs.gov/ by selecting the State Applications hyperlink and choosing Illinois from the pull-down menu. ILSS was implemented for Illinois by obtaining and projecting ancillary geographic information system (GIS) coverages; populating the StreamStats database (StreamStatsDB) with streamflow-gaging station data; processing the 30-meter digital elevation model (DEM) for Illinois to conform to streams represented in the National Hydrography Dataset 1:100,000 stream coverage; and customizing the Web-based Extensible Markup Language (XML) programs for computing basin characteristics for Illinois. The basin characteristics computed by ILSS then were compared to the basin characteristics used in the published study, and adjustments were applied to the XML algorithms for slope and basin length. Testing of ILSS was accomplished by comparing flood quantiles computed by ILSS at an approximately random sample of 170 streamflow-gaging stations computed by ILSS with the published flood-quantile estimates. Differences between the log-transformed flood quantiles were not statistically significant at the 95-percent confidence level for the State as a whole, nor by the regions determined by each equation, except for region 1, in the northwest corner of the State. In region 1, the average difference in flood-quantile estimates ranged from 3.76 percent for the 2-year flood quantile to 4.27 percent for the 500-year flood quantile. The total number of stations tested in region 1 was small (21) and the mean difference is not large (less than one-tenth of the average prediction error for the regression-equation estimates). The sensitivity of the flood-quantile estimates to differences in the computed basin characteristics are determined and presented in tables. A test of usage consistency was conducted by having at least 7 new users compute flood-quantile estimates at 27 locations. The average maximum deviation of the estimate from the mode value at each site was 1.31 percent for the 100-year flood quantile after four mislocated sites were removed. A comparison of manual 100-year flood-quantile computations with ILSS computations at 34 sites indicated no statistically significant difference. ILSS appears to be an accurate, reliable, and effective tool for flood-quantile estimates.
KW  - Databases
KW  - Drainage basins
KW  - Flood hydrographs
KW  - Floods
KW  - Geographic information systems
KW  - Rural areas
KW  - Streamflow
KW  - Web applications
KW  - XML (Document markup language)
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45956/FHWA-ICT-10-063.pdf?sequence=2
UR  - https://trid.trb.org/view/923630
ER  - 

TY  - RPRT
AN  - 01163735
AU  - Agent, Kenneth R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Evaluation of Rumble Stripes
PY  - 2010/01//Research Report
SP  - 32p
AB  - Lane departure has been shown to be a major cause of serious traffic crashes.  Installing a rumble strip on the shoulders of two lane roads provides drivers with an audible warning that they are leaving their lane of travel.  Painting the edge line on the rumble strip has the possible benefit of providing more wet, nighttime delineation through the portion of the edge line painted on the sloped portion of the groove.  The objectives of this study were to:  a) monitor the initial installations of rumble stripes and b) evaluate the results of rumble stripe installations.  Ten rural, two-lane road locations were selected by the Kentucky Transportation Cabinet across the state for the initial installations.  A total of 67.7 miles were included with the installations completed in the summer of 2009.  The locations were selected after a review of crash records.  The crash data show that the most common type of crash before the installations was a single vehicle type of crash.  This is the type of crash that shoulder rumble stripes are designed to reduce.  There was a very small percentage of the opposite direction type of crash.  The results of the current evaluation support additional installations of rumble stripes.  The crash history at the original installations will be monitored.  Recommendations relating to the installation procedure were made to consider for future rumble stripe installations.
KW  - Before and after studies
KW  - Edge lines
KW  - Field tests
KW  - Kentucky
KW  - Lane departures
KW  - Ran off road crashes
KW  - Rumble strips
KW  - Single vehicle crashes
KW  - Two lane highways
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_10_01_SPR_330_07_4I.pdf
UR  - https://trid.trb.org/view/923900
ER  - 

TY  - RPRT
AN  - 01163060
AU  - Taylor, Josef C
AU  - Stanton, John F
AU  - University of Washington, Seattle
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Friction Coefficients for Stainless Steel (PTFE) Teflon Bearings
PY  - 2010/01//Final Report
SP  - 125p
AB  - This report describes a study on sliding bridge bearings made from PTFE and stainless steel. Such bearings are commonly made from sheet PTFE and stainless steel polished to a #8 mirror finish. That surface finish is the only one for which the AASHTO LRFD Design Specifications provide design values of the friction coefficient. However, it can be expensive and difficult to obtain. The objective of the work was to determine the suitability of stainless steel with a 2B surface finish in sliding bearings. 2B stainless steel is produced by cold rolling and is not polished. It is thus more readily available and less expensive, but it has a rougher finish. A program of tests was undertaken to investigate the coefficient of friction and the wear characteristics of sliding bearings. Three stainless steel surface finishes were used: #8 mirror (as a reference), 2B, and a rough hot-rolled finish that was initially supplied by the Wisconsin Department of Transportation. The results of the tests were analyzed and recommendations were prepared. Friction between PTFE and a hard material such as stainless steel varies with many parameters, the most important of which are: surface finish, contact pressure, sliding speed, slide path and temperature. The first four of these were addressed in the tests; low temperature testing requires special equipment that lay outside the scope of the project. The test results shared many characteristics with those found in previous studies. Static, or breakaway, friction is higher than sliding friction. The coefficient of friction is sensitive to contact pressure (unlike, for example, steel on steel, for which it is essentially independent of contact pressure), and increases at low pressure. It increases as sliding speed increases, although, within the range of sliding speeds expected in a non-seismic application, the sensitivity is not great. By contrast, the effects of slide path were unexpected. For the mirror finish material, the coefficient of friction rose with increasing slide path, for the rough hot-rolled material, it fell, and for the 2B material it remained almost constant, even over one very long slide path test of three-quarters of a mile. At the end of each long slide-path test, the mirror finish material almost always displayed the highest friction coefficient. This result was counter-intuitive, but was consistent across essentially all tests with the three materials. Wear of the PTFE was also measured, and was found to be very low for the 2B finish. A general equation was developed from the test data with which to predict the friction coefficient as a function of surface finish, contact pressure, sliding speed and slide path. Computations were done to estimate the slide path demand in a real bridge. It was found to vary greatly among bridges, and to depend on column stiffness, span length, superstructure type and details, and temperature profile. 2B surface finish stainless steel displayed stable and relatively low friction properties, based on which it was deemed to be a suitable alternative to #8 mirror finish, subject to the caveat that its performance characteristics at low temperature are unknown.
KW  - Bridge bearings
KW  - Coefficient of friction
KW  - Contact pressure
KW  - Laboratory tests
KW  - Polytetrafluoroethylene
KW  - Stainless steel
KW  - Wear
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53044/08-13%2520Final%2520Report%2520.pdf
UR  - https://trid.trb.org/view/923626
ER  - 

TY  - RPRT
AN  - 01162114
AU  - Federal Highway Administration
TI  - Southeast Connector in Des Moines, Polk County : environmental impact statement
PY  - 2010/01//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Iowa
UR  - https://trid.trb.org/view/923099
ER  - 

TY  - RPRT
AN  - 01159591
AU  - Krugler, Paul E
AU  - Chang-Albitres, Carlos M
AU  - Feldman, Richard M
AU  - Butenko, Sergiy
AU  - Kang, Dong Hun
AU  - Seyedshohadaie, Reza
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Decision-Making Support Tools for Early Right-of-Way Acquisitions
PY  - 2010/01//Technical Report
SP  - 120p
AB  - This report documents the work performed during phase two of Project 0-5534, “Asset Management – Texas Style.” This phase included gathering historical Texas Department of Transportation (TxDOT) right-of-way acquisition information, analyzing statistical information, and then developing simulation and optimization tools for TxDOT right-of-way sections and budget decision makers. These tools are designed to provide decision support as optimal strategies for early right-of-way acquisition. The use of early right-of-way acquisition methods are considered at project, district, and state levels. Implementation planning includes cooperative use of the tools with selected districts. This project also included a research team review of TxDOT’s fleet vehicle replacement strategies and assessment of potential use of business science tools to assist decision makers in this area of operations.
KW  - Decision making
KW  - Decision support systems
KW  - Fleet management
KW  - Implementation
KW  - Property acquisition
KW  - Right of way (Land)
KW  - Strategic planning
KW  - Texas
KW  - Vehicle replacement
UR  - http://tti.tamu.edu/documents/0-5534-2.pdf
UR  - https://trid.trb.org/view/920188
ER  - 

TY  - RPRT
AN  - 01158398
AU  - Kack, David
AU  - Western Transportation Institute
AU  - Federal Highway Administration
TI  - Transportation Toolkit for Federal Land Managers: Phase II. Executive Summary
PY  - 2010/01
SP  - 4p
AB  - Beginning in 2003, the Federal Highway Administration's Central Federal Lands Highway Division sponsored the first phase of this project. The objective was to develop an interactive decision support system software “toolkit,” which would help Federal land managers to analyze and resolve transportation challenges in their respective units. The Toolkit was created to be a “clearinghouse” of information providing a decision support system, challenges-solution matrix, and fact sheets, along with up-to-date contact information. The toolkit was originally conceived as an interactive CD-ROM. Over the course of the project, it evolved into a web-based toolkit. The original version of the toolkit was completed in 2006, and launched on the Central Federal Lands Highway Division website in January 2007. At the end of 2006, the Central Federal Lands Highway Division agreed to partner with the Western Transportation Institute, Montana State University, for a second phase of this project. The overall goal was to identify and implement potential upgrades and expansions to the Toolkit. This executive summary discusses project activities to accomplish this goal and the current status of the Toolkit.
KW  - Central Federal Lands Highway Division
KW  - Decision support systems
KW  - Federal lands
KW  - Land use planning
KW  - Management
KW  - Toolkits
KW  - Transportation planning
UR  - http://www.westerntransportationinstitute.org/documents/reports/4W1307_Exec_Summary.pdf
UR  - https://trid.trb.org/view/919017
ER  - 

TY  - RPRT
AN  - 01157633
AU  - Wu, Zheng
AU  - Groeger, Jonathan L
AU  - Simpson, Amy L
AU  - Hicks, R Gary
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - California Pavement Preservation Center
AU  - Federal Highway Administration
TI  - Performance Evaluation of Various Rehabilitation and Preservation Treatments
PY  - 2010/01//Draft Report
SP  - 97p
AB  - The pavement preservation philosophy has seen increased adoption in State Departments of Transportation (DOTs) across the United States as a result of the successful educational and outreach programs instituted by the Federal Highway Administration (FHWA) and other pavement preservation organizations over the past decade. The fact remains that the effectiveness of pavement preservation activities has not been well documented or publicized throughout the United States. Intuitively for pavement professionals the philosophy makes perfect sense, however, hard facts supporting this stance are still elusive except for anecdotal examples. The objective of this study was to conduct a synthesis to highlight the degree to which pavement preservation treatments (including minor rehabilitation treatments) extend the service life of pavements with or without adding strength. This study was carried out by conducting a study of six target states that were known to perform, collectively, the totality of all treatments under consideration. The results of this study are summarized in a series of tables documenting the data provided by the states. A summary of each treatment’s performance is also contained in this report. A series of observations, conclusions, and recommendations are also included. The findings of this activity will be used to provide support for FHWA policy guidance related to pavement maintenance and minor rehabilitation, commonly referred to as pavement preservation.
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Pavements
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Tables (Data)
UR  - http://www.fhwa.dot.gov/pavement/preservation/pubs/perfeval/perfeval.pdf
UR  - https://trid.trb.org/view/918547
ER  - 

TY  - RPRT
AN  - 01156985
AU  - Federal Highway Administration
TI  - Assessment of FHWA Oversight of the Highway Bridge Program and the National Bridge Inspection Program
PY  - 2010/01
SP  - 21p
AB  - This report presents the results of our assessment of the Federal Highway Administrations (FHWA) oversight of the Highway Bridge Program (HBP) and the National Bridge Inspection Program (NBIP), and FHWAs efforts to monitor states use of Federal-aid for bridges. While some progress has been made in recent years to reduce the number of deficient bridges, maximizing Federal surface transportation investments to improve current bridge conditions is a major challenge for FHWA. According to the American Association of State Highway and Transportation Officials (AASHTO), the average bridge in the United States is 43 years old and, according to FHWA, about one in four of the Nations more than 600,000 bridges are deficient. FHWA has estimated that as much as $65 billion would be needed to address current bridge deficiencies and other needed improvements.1 The collapse of the Interstate 35W (I-35W) Bridge in Minneapolis, Minnesota, on August 1, 2007, killing 13 people, underscored the importance of strong bridge safety programs and the need to maximize investments to improve bridge conditions. With the enactment of the American Recovery and Reinvestment Act (ARRA) of 20092 comes an unprecedented opportunity to fund $27.5 billion worth of highway infrastructure projects, including those related to bridges.
KW  - Aging infrastructure
KW  - Bridge design
KW  - Bridge inspection
KW  - Bridge maintenance
KW  - Bridges
KW  - Collapse properties
KW  - Inspection
KW  - Minneapolis Bridge Collapse, 2007
UR  - https://trid.trb.org/view/916562
ER  - 

TY  - RPRT
AN  - 01156586
AU  - Wolfe, William E
AU  - Butalia, Tarunjit S
AU  - Howdyshell, James R
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Long Term Monitoring of Moisture under Pavements
PY  - 2010/01//Final Report
SP  - 109p
AB  - Monitoring of the environmental instrumentation installed under select pavement sections constructed by the Ohio Department of Transportation (ODOT) in 1995 on US 23 in Delaware County, Ohio was continued. The measurements made consisted of soil moisture, temperature and frost depth profiles. Ohio State University constructed and installed tensiometers to directly measure the porewater pressures in the subsurface soils at seven locations at the DEL23 SHRP test road (four during original road construction and three more in 2002). Tensiometers were also installed and monitored at seven additional locations within the state. Those devices were monitored throughout the duration of the current project. A laboratory testing program was conducted to identify relationships between static soil properties and the design resilient modulus for compacted cohesive subgrade soils. Resilient modulus as well as classification and strength tests were performed on cohesive soil samples. The program to establish the relationships between dynamic soil behavior and static properties is described and a predictive tool developed through the use of artificial neural networks is presented.
KW  - Cohesive soils
KW  - Delaware County (Ohio)
KW  - Frost
KW  - Frost depth
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Monitoring
KW  - Neural networks
KW  - Pore water pressures
KW  - Soil classification
KW  - Soil strength
KW  - Soil water
KW  - Subgrade (Pavements)
KW  - Temperature
KW  - Tensiometers
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2010/Pavement/134170_FR.pdf
UR  - http://ntl.bts.gov/lib/34000/34000/34075/134170_FR.pdf
UR  - https://trid.trb.org/view/917270
ER  - 

TY  - RPRT
AN  - 01155720
AU  - Rydlund, Paul H
AU  - U.S. Geological Survey
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - IBRD Sonar Scour Monitoring Project: Real-Time River Channel-Bed Monitoring at the Chariton and Mississippi Rivers in Missouri, 2007-09
PY  - 2010/01//Final Report
SP  - 33p
AB  - Scour and depositional responses to hydrologic events have been important to the scientific community studying sediment transport as well as potential effects on bridges and other hydraulic structures within riverine systems. A river channel-bed monitor composed of a single-beam transducer was installed on a bridge crossing the Chariton River near Prairie Hill, Missouri (structure L-344) as a pilot study to evaluate channel-bed change in response to the hydrologic condition disseminated from an existing streamgage. Initial results at this location led to additional installations in cooperation with the Missouri Department of Transportation at an upstream Chariton River streamgage location at Novinger, Missouri (structure L-534) and a Mississippi River streamgage location near Mehlville, Missouri (structures A-1850 and A-4936). In addition to stage, channel-bed elevation was collected at all locations every 15 minutes and transmitted hourly to a U.S. Geological Survey database. Bed elevation data for the Chariton River location at Novinger and the Mississippi River location near Mehlville were provided to the World Wide Web for real-time monitoring. Channelbed data from the three locations indicated responses to hydrologic events depicted in the stage record; however, notable bedforms apparent during inter-event flows also may have affected the relation of scour and deposition to known hydrologic events. Throughout data collection periods, Chariton River locations near Prairie Hill and Novinger reflected bed changes as much as 13 feet and 5 feet. Nearly all of the bed changes correlated well with the hydrographic record at these locations. The location at the Mississippi River near Mehlville indicated a much more stable channel bed throughout the data collection period. Despite missing data resulting from damage to one of the river channel-bed monitors from ice accumulation at the upstream nose of the bridge pier early in the record, the record from the downstream river channel-bed monitor demonstrated a good correlation (regardless of a 7 percent high bias) between bedform movement and the presence of bedforms surrounding the bridge as indicated by coincident bathymetric surveys using multibeam sonar.
KW  - Bathymetry
KW  - Bridges
KW  - Channels (Waterways)
KW  - Chariton River
KW  - Data collection
KW  - Deposition
KW  - Hydrographs
KW  - Hydrology
KW  - Mississippi River
KW  - Missouri
KW  - Monitoring
KW  - Real time information
KW  - Rivers
KW  - Scour
KW  - Sonar
KW  - Stream gages
KW  - Streambeds
UR  - http://library.modot.mo.gov/RDT/reports/Ri08002/or10015.pdf
UR  - https://trid.trb.org/view/916382
ER  - 

TY  - RPRT
AN  - 01155373
AU  - Bonaquist, Ramon
AU  - Advanced Asphalt Technologies, LLC
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Wisconsin Mixture Characterization Using the Asphalt Mixture Performance Tester (AMPT) on Historical Aggregate Structures
PY  - 2010/01//Final Report
SP  - 123p
AB  - This research evaluated the stiffness and permanent deformation properties of typical Wisconsin Department of Transportation (WisDOT) asphalt mixtures using the Asphalt Mixture Performance Tester (AMPT) and associated test and analysis procedures. Dynamic modulus master curve and flow number data were collected for 12 different good performing asphalt mixtures representing typical mixture design practice in Wisconsin. The data were analyzed to determine the sensitivity of the AMPT tests to changes in key mixture design factors associated with rutting resistance. A database of dynamic modulus master curve and flow numbers was assembled for use in future mechanistic pavement design related efforts.
KW  - Asphalt Mixture Performance Tester
KW  - Asphalt mixtures
KW  - Dynamic modulus of elasticity
KW  - Flow number
KW  - Mechanistic design
KW  - Mix design
KW  - Pavement design
KW  - Rutting
KW  - Stiffness
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53401/0092-08-06_Revised_Final_Report_Complete.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/08-06hmatestmepdg-f.pdf
UR  - https://trid.trb.org/view/916311
ER  - 

TY  - RPRT
AN  - 01154950
AU  - Diefenderfer, Brian K
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of the Rolling Wheel Deflectometer as a Network-Level Pavement Structural Evaluation Tool
PY  - 2010/01//Final Report
SP  - 33p
AB  - The Virginia Department of Transportation (VDOT) currently uses the results of automated surface distress surveys to assist in developing pavement maintenance strategies for its interstate and primary roadways. Totaling nearly 27,000 lane-miles, these roadways consist of flexible, rigid, and composite (flexible over rigid) pavements. These video-based surface distress data consist of quantities of distress that are visible in the pavement surface. Obtaining structural data from falling weight deflectometer (FWD) testing has only recently been implemented at the network level. A growing area of interest in pavements research is developing new and faster technologies that are well suited for nondestructively assessing the pavement structure without causing delays to the traveling public. One recently developed system, the rolling wheel deflectometer (RWD), measures the response from one-half of an 18-kip single-axle load traveling at normal highway speeds. This technology can measure deflections for approximately 200 to 300 lane-miles per day, which is approximately 10 times the production of traditionally used FWD testing. The primary advantages of using RWD are twofold: the testing can be conducted at highway speeds for increased safety, and the loading by the RWD is thought to replicate better the actual dynamic effects on pavements caused by heavy vehicle loading. A potential application might be to use the RWD to pre-screen the pavement network to identify areas where more detailed investigations are needed (e.g., by traditional FWD testing). This report provides the results of RWD testing on three Virginia routes and a comparison of the deflection results obtained with RWD and FWD testing on sections of I-64 and I-81. The RWD provided deflection measurements over long distances at or near highway speeds with minimal interruption to the highway users, and the RWD and FWD deflection results were not well correlated. Further, the standard deviation of the RWD deflection results fluctuated with changes in surface mix type. For these reasons, the study recommends that VDOT not pursue additional RWD testing on roadways that are expected to have low deflection values and are likely to be uniform in structural cross-section (i.e., conditions that might be expected on interstate facilities).
KW  - Correlation analysis
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Interstate highways
KW  - Maintenance management
KW  - Nondestructive tests
KW  - Pavement management systems
KW  - Rolling wheel deflectometers
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r5.pdf
UR  - http://ntl.bts.gov/lib/37000/37700/37784/10-r5.pdf
UR  - https://trid.trb.org/view/916013
ER  - 

TY  - RPRT
AN  - 01154218
AU  - Nguyen, Vinh
AU  - Meuli, Josh
AU  - Brooks, Bill
AU  - Jansen, Henri
AU  - Westall, John
AU  - Koretsky, Milo
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Determining Localized Anode Condition to Maintain Effective Corrosion Protection
PY  - 2010/01//Final Report
SP  - 134p
AB  - Thermal sprayed zinc anodes used for impressed current cathodic protection of reinforced concrete deteriorate over time. Two different technologies, ultrasound and electrical circuit resistance combined with water permeability, were investigated in the laboratory to determine whether they were feasible methods for estimating anode condition. The ultrasonic method was unable to detect a reflected acoustic signal from zinc-on-concrete specimens due to scattering of the signal within the samples. Circuit resistance was shown to increase with the electrochemical age of the specimens, but the resistance trend did not correlate with the bond strength trend at later ages. The aged specimens were fairly impermeable to water infiltration presumably due to build up of reaction products in the porosity. Consequently, a method of using resistance measurements combined with water infiltration to determine anode condition was not successful. It was shown that the permeability improved if the surface was mechanically perturbed such as creating a pin hole. Improving permeability by penetrating the surface could have ramifications for improving anode performance.
KW  - Anodes
KW  - Bond strength (Materials)
KW  - Cathodic protection
KW  - Corrosion protection
KW  - Deterioration
KW  - Permeability
KW  - Reinforced concrete bridges
KW  - Resistance (Electricity)
KW  - Ultrasonic detectors
KW  - Zinc
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/LocalizedAnodeCondition.pdf
UR  - https://trid.trb.org/view/915837
ER  - 

TY  - RPRT
AN  - 01154210
AU  - Quiroga, Cesar
AU  - Kraus, Edgar
AU  - Overman, John
AU  - Koncz, Nicholas
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Integration of Utility and Environmental Activities in the Project Development Process
PY  - 2010/01//Technical Report
SP  - 140p
AB  - Two sources of delay during the project development process are utility adjustments and the environmental review and clearance process. There are several efforts underway at the Texas Department of Transportation (TxDOT) to optimize these processes, including recently finished and active research projects. Despite these efforts, the interaction between the utility process and the environmental process is one that has not received proper attention over the years. One of the reasons is that, although the collection of data about existing and abandoned utility installations is part of the environmental data gathering process, in practice the collection of detailed underground utility-related data normally starts in the design phase, which typically occurs after the environmental process is complete. The purpose of the research was to evaluate the feasibility of (a) obtaining better existing utility data during preliminary design and coordinating this activity with the environmental process; and (b) increasing the level of definition of design components during preliminary design without affecting environmental requirements to support the earlier application of utility processes. The analysis resulted in 10 optimization strategies that address a variety of environmental and utility issues identified through a literature review and meetings with stakeholders throughout the state. The researchers also developed a high detailed business process diagram that integrates environmental and utility functions, with a specific emphasis on the preliminary design phase. To facilitate access to model information, the researchers developed a web-based application called TxDOT Business Process Explorer (TxBPE). TxBPE can be accessed on the Internet, the TxDOT intranet, or from a local or networked computer drive.
KW  - Business process modeling
KW  - Data collection
KW  - Environmental impact analysis
KW  - Environmental reviews
KW  - Highway design
KW  - Highway planning
KW  - Project development process
KW  - Right of way (Land)
KW  - Texas Department of Transportation
KW  - Underground utility lines
KW  - Utility adjustment (Road construction)
KW  - Utility relocation
UR  - http://tti.tamu.edu/documents/0-6065-1.pdf
UR  - https://trid.trb.org/view/915800
ER  - 

TY  - RPRT
AN  - 01154208
AU  - Scullion, Tom
AU  - Hu, Xiaodi
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design, Construction, and Performance Monitoring of the Very Thin Overlay Placed on BUS 59 in the Lufkin District
PY  - 2010/01//Technical Report
SP  - 38p
AB  - A thin overlay 1-inch thick was placed as a surface layer on the jointed concrete pavement on Business 59 in the Lufkin District. This mix was designed in the laboratory to have a balance of good rut resistance as measured by the Texas Department of Transportation's (TxDOT’s) Hamburg Wheel Tracking test (HWTT) and good reflection cracking resistance as measured by the Overlay Tester (OT). These Crack Attenuating Mixes (CAM) were designed and constructed based on TxDOT’s special specification SS 3109. A top quality granite aggregate was used with 1% lime and an asphalt content of 8.3% with a PG76-22 binder. This project was tested with both Ground Penetrating Radar (GPR) and the Rolling Dynamic Deflectometer (RDD). One area of poor load transfer efficiency (LTE) was noted. The overlay was placed in the summer of 2008. Performance to date has been good. After 1 year some low severity reflection cracks were found in the location where the RDD found poor LTE, and some additional low severity longitudinal cracks were found in one location where the longitudinal joint was directly in the wheel path. The one area of concern with this mix was the relatively low skid values, which averaged around a skid number of 20. A subsequent laboratory evaluation was made of the mix design developed under SS 3109. Using the balanced mix design approach it was found that the HWTT and OT performance criteria were met at binder contents ranging from 7.0% to 8.5%. Future applications of this mix should consider reducing the binder content from 8.3% to 7.5%.
KW  - Asphalt content
KW  - Binder content
KW  - Calcium oxide
KW  - Concrete pavements
KW  - Granite
KW  - Ground penetrating radar
KW  - Load transfer
KW  - Longitudinal cracking
KW  - Mix design
KW  - Overlays (Pavements)
KW  - Reflection cracking
KW  - Rolling dynamic deflectometers
KW  - Rutting
KW  - Skid resistance
KW  - Thin overlays
UR  - http://tti.tamu.edu/documents/5-5598-01-2.pdf
UR  - https://trid.trb.org/view/915805
ER  - 

TY  - RPRT
AN  - 01154207
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Rubblization and Base Overlay of FM 912 and FM 1155
PY  - 2010/01//Technical Report
SP  - 80p
AB  - In many instances rubblization may be a good option to convert a deteriorated concrete pavement into a flexible pavement structure. In this project, the Texas Department of Transportation conducted rubblization on portions of a concrete pavement originally constructed in the 1920s to validate project analysis and construction specifications. This project truly pushed the limit with respect to how poor the concrete pavement support can be before rubblization is not a viable option. Fortunately, project personnel knew from the start that this project was a marginal candidate for rubblization, so contingency plans were already in place. Rubblization on this project showed that the project analysis procedures and construction specification worked well. These procedures and specification are included in this report as Appendices A and B, respectively, and should be used for planning and controlling construction of future rubblization projects. Post-construction monitoring revealed no differences in ride existed among the sections of differing treatments. The main structural differences observed were between sections rubblized with different equipment. The sections rubblized with Type II equipment had rubblized and base layer modulus values greater than those observed in the section where Type I equipment was used.
KW  - Comminution
KW  - Concrete pavements
KW  - Construction
KW  - Construction equipment
KW  - Rehabilitation (Maintenance)
KW  - Specifications
UR  - http://tti.tamu.edu/documents/5-4687-01-1.pdf
UR  - https://trid.trb.org/view/915802
ER  - 

TY  - RPRT
AN  - 01154205
AU  - Pearson, David F
AU  - Hard, Edwin N
AU  - Farnsworth, Stephen P
AU  - Forrest, Timothy L
AU  - Spillane, Debbie L
AU  - Ojah, Mark
AU  - Womack, Katie
AU  - Boxill, Sharon A
AU  - Lewis, Carol A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Accuracy in Household and External Travel Surveys
PY  - 2010/01//Technical Report
SP  - 336p
AB  - The Texas Department of Transportation has a comprehensive on-going travel survey program. This research examines areas within two select travel surveys concerning quality control issues involved in data collection and sampling error in the data caused by various assumptions, survey methods, and issues such as non-response. Quality control issues, sampling errors, and non-response in external and household travel surveys conducted in Texas are identified, examined, and evaluated. The impact of these issues is quantified and evaluated relative to the use of the data in travel demand models. The state-of-the-practice in these types of surveys relative to quality control during and after the surveys are conducted and how sampling errors and non-response are treated (or corrected) in the survey analysis are reviewed and documented. The results are assessed to formulate a set of recommendations for incorporating into survey designs for the travel survey program.
KW  - Accuracy
KW  - Data collection
KW  - Error analysis
KW  - Households
KW  - Mathematical models
KW  - Nonresponse (Surveys)
KW  - Quality control
KW  - Statistical sampling
KW  - Texas
KW  - Travel demand
KW  - Travel surveys
UR  - http://tti.tamu.edu/documents/0-5711-1.pdf
UR  - https://trid.trb.org/view/915795
ER  - 

TY  - RPRT
AN  - 01154203
AU  - Bligh, Roger P
AU  - Menges, Wanda L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - NCHRP Report 350 Crash Testing and Evaluation of the S-Square® Mailbox System
PY  - 2010/01//Technical Report
SP  - 82p
AB  - The Texas Department of Transportation desired to evaluate an alternate mailbox support system for use in Texas. S-Square® Tube Products manufactures a system that is adaptable for use with single, dual, and multiple mailboxes and is considered to provide the desired ease of installation and maintenance. Two full-scale crash tests were conducted to evaluate the safety performance of the S-Square® Tube Products dual and multiple-mailbox mounts in accordance with NCHRP Report 350. The S-Square® Tube Products mailbox system successfully passed all requirements of NCHRP Report 350 and is considered ready for field implementation in single, dual, and multiple mailbox configurations.
KW  - Breakaway supports
KW  - Impact tests
KW  - Mailboxes
KW  - NCHRP Report 350
UR  - http://tti.tamu.edu/documents/0-5210-7.pdf
UR  - https://trid.trb.org/view/915784
ER  - 

TY  - RPRT
AN  - 01154199
AU  - Bochner, Brian S
AU  - Higgins, Laura
AU  - Frawley, William E
AU  - Cheu, Ruey Long
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Research Report: Guidance on Mitigating Impacts of Large Distribution Centers on Texas Highways
PY  - 2010/01//Technical Report
SP  - 156p
AB  - Numerous distribution centers (DCs) have been built in Texas over the past 20 years. They serve retail, grocery, oil, motor vehicle, manufacturer, and other types of business. These DCs vary in size and truck traffic. Depending on the type of DC and roads providing access, a DC will have some level of traffic operations, safety, and pavement wear impact on those roads. DC site selection often involves the DC site selector/owner/operator/developer negotiating with local agencies, including economic development agencies, to identify potential sites and obtain the best incentives. The Texas Department of Transportation (TxDOT) is typically brought into the process very late and is then asked to accommodate local agency and DC owner requests without having prior input. This project assessed the DC site selection and development process as it affects TxDOT. The project also developed tools, guidelines, and strategies for gaining early collaboration with DC owners and local agencies in planning and engineering the DCs and their access and funding improvements to state highways. This project analyzed obstacles resulting in TxDOT not being involved earlier in the DC site selection process. Research products included in this report summarize the research performed and present a handbook containing tools and recommendations for working with proposed DC site selectors, developers, and others.
KW  - Access
KW  - Case studies
KW  - Distribution centers
KW  - Economic development
KW  - Guidelines
KW  - Handbooks
KW  - Highways
KW  - Impacts
KW  - Location
KW  - Pavements
KW  - Strategic planning
KW  - Texas
KW  - Texas Department of Transportation
KW  - Trip generation
UR  - http://tti.tamu.edu/documents/0-5335-1.pdf
UR  - https://trid.trb.org/view/915786
ER  - 

TY  - RPRT
AN  - 01154174
AU  - Taylor, Robert J
AU  - Gannett Fleming, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - ITS Evaluations and Activities
PY  - 2010/01//Final Report
SP  - 495p
AB  - Evaluations are critical in promoting innovative practices which may help to provide a safe and efficient transportation system. By conducting such evaluations, we develop quantifiable measures for those in policy development to appreciate and comprehend. Furthermore, it provides rationale to the public who may be otherwise unaware of the benefits of such systems. By performing evaluations of such alternatives we provide the following benefits by answering some basic questions: 1. Document our successes - Has the system provided a realized benefit? 2. Rationalize our investments versus the benefits - Do the financial benefits of the system outweigh the costs? and 3. Identify potential improvements - Can the system concept be enhanced by modifying the future deployments? The following evaluations were conducted: E.1 CTTC Earmark - Provided oversight, support and evaluation of the CTTC FFY 02 ITS Earmark. E.3 Portable Signals Evaluation - Conducted an evaluation of portable signal units to identify best uses. E.4 ITS Maintenance Practices - Conducted an evaluation of ITS maintenance practices to identify National and Department best practices. Guidance was developed for Districts in order to maximize reliability and uptime of ITS devices. E.6 Quick Clearance Best Practices - Conducted an evaluation of quick clearance practices to identify National and Department best practices. E.7 Video Sharing Policy - Assisted BHSTE in updating their video sharing policy with consideration of the recommended BIS technical approach. E.8 Freeway Service Patrol Evaluation - Conducted an evaluation of freeway service patrols (FSPs) to determine operating costs, benefits and best practices. The goal is to provide recommendations on how to implement a highly effective statewide FSP program from perspectives of both cost and performance. E.10 ITS Device Usage - Conducted an evaluation of existing practices and policies for dynamic message signs (DMSs). Gannett Fleming (GF) will also review the status of pilot initiatives including proposed public-private partnerships. E.11 TMC Performance Measures - Conducted an evaluation of implemented and suggested traffic incident management performance metrics in use by traffic management centers (TMCs) to identify National and Department best practices.
KW  - Best practices
KW  - Clearance time (Traffic incidents)
KW  - Evaluation and assessment
KW  - Freeway service patrols
KW  - Intelligent transportation systems
KW  - Maintenance practices
KW  - Performance measurement
KW  - Portable traffic signals
KW  - Traffic control centers
KW  - Variable message signs
KW  - Video sharing
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/ITS%20Evaluations%20and%20Activities.pdf
UR  - https://trid.trb.org/view/915710
ER  - 

TY  - RPRT
AN  - 01154159
AU  - Mooney, Michael A
AU  - Toohey, Nathan M
AU  - Colorado School of Mines
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Accelerated Curing and Strength-Modulus Correlation for Lime-Stabilized Soils
PY  - 2010/01//Final Report
SP  - 56p
AB  - This study sought to identify the equivalent 105°F curing duration for lime-stabilized soil (LSS) that will yield the equivalent unconfined compressive strength (UCS) to that resulting from 28-day, 73°F curing. Both 5-day and 7-day 105°F (or 100°F) curing have been used in practice. The study also sought to characterize the relationship between resilient modulus (M sub r) and UCS for LSS soils, since the prevailing correlation between M sub r and UCS for LSS – based on Thompson (1966) – was not developed from cyclic loading and has been validated with only limited data. The study revealed that the 5-day, 105°F accelerated curing yielded UCS values more representative of 28-day 73°F UCS than did the 7-day, 105°F curing regime. However, there is no universal equivalent accelerated curing duration for LSS; therefore, 5-day 105°F curing can yield erroneous estimates of 28-day 73°F UCS. The study recommends verification of the equivalent 105°F curing duration for each LSS to gage the most representative accelerated curing duration. Based on experimental M sub r – UCS data, the relationship M sub r (ksi) = 0.124 UCS (psi) + 9.98 was found to be conservative in its prediction of M sub r from UCS. Based on the results of the study, the Colorado Department of Transportation (CDOT) will continue using the 5-day, 100°F accelerated curing protocol for LSS, in addition to other approved curing procedures. The construction process for lime-stabilized soil requires diligent quality control and quality assurance (QC/QA). CDOT should investigate alternative methods of QC/QA that can be conducted in the field instead of the laboratory.
KW  - Accelerated curing
KW  - Calcium oxide
KW  - Compressive strength
KW  - Curing temperature
KW  - Curing time
KW  - Modulus of resilience
KW  - Quality assurance
KW  - Quality control
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Unconfined compressive strength
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/lss.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/lss.pdf/view
UR  - https://trid.trb.org/view/915612
ER  - 

TY  - RPRT
AN  - 01154149
AU  - Schneider, William H
AU  - Turner, Shawn M
AU  - Roth, Jennifer
AU  - Wikander, John
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Statistical Validation of Speeds and Travel Times Provided by a Data Service Vendor
PY  - 2010/01//Technical Report
SP  - 309p
AB  - The provision of real-time traffic and travel time information is becoming increasingly important in urban areas as well as in freight-significant intercity corridors. However, the high cost to install and maintain roadway-based traffic sensors has prevented widespread availability of real-time traffic information in these areas. A market for real-time traffic information is emerging in the United States and several private companies are gathering and distributing traffic information independently of public sector transportation agencies. In this study floating car, probe data, and newly developed Bluetooth device matching methods are developed and used to collect travel times and speeds for 103 centerline miles located in Dayton, Ohio. These reference data are then statistically evaluated with a data service vendor’s reported travel times and speeds for 36 travel time segments.
KW  - Bluetooth technology
KW  - Data collection
KW  - Floating car data
KW  - Private enterprise
KW  - Probe vehicles
KW  - Real time information
KW  - Traffic speed
KW  - Travel time
KW  - Validation
UR  - http://worldcat.org/oclc/535176415/viewonline
UR  - http://ntl.bts.gov/lib/55000/55800/55855/FHWA-OH-2010-2.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55856/FHWA-OH-2010-2_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/915036
ER  - 

TY  - RPRT
AN  - 01153484
AU  - Moses, Ren
AU  - Florida A&M University, Tallahassee
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Civil Engineering Support for Telemetered Traffic Monitoring Sites
PY  - 2010/01//Final Report
SP  - 166p
AB  - This project was aimed at providing various civil engineering support services for the telemetered traffic monitoring sites operated by the Statistics Office of the Florida Department of Transportation. This was a companion project to the one that provided electrical engineering support services for the same sites. The results of two major tasks undertaken in this project are reported herein. The first main task was aimed at conducting field evaluation of loop sealants and piezo grouts at Site 352 on Interstate 10 and Site 112 on Interstate 75. The evaluation will continue for another one year but preliminary results are discussed herein. The secondary task of this project was to evaluate the traffic data collection accuracy of two classifiers installed at Site 352. This task has been completed and the results show that there is no significant difference between the two classifiers in daily traffic volume data collection.
KW  - Civil engineering
KW  - Grout
KW  - Loop detectors
KW  - Sealing compounds
KW  - Telemetry
KW  - Traffic surveillance
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_PL/FDOT_BDK83%20977-04_rpt.pdf
UR  - https://trid.trb.org/view/914921
ER  - 

TY  - JOUR
AN  - 01150828
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Taylor, Mark
AU  - Moler, Steve
TI  - Visualization's Next Frontier
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 10-19
AB  - Increasingly, engineers can synthesize two-dimensional data into various types of three-dimensional (3-D) and dynamic (animated or real-time simulation) four-dimensional models, renderings, animations, and simulations. Advances in personal computing and development of computer-aided design and drafting have helped put a new approach--design visualization--directly into the hands of highway designers.  For years, transportation practitioners have used 3-D computerized renderings and animation to convey conceptual designs to decision makers, stakeholders, and communities during the public involvement phase of transportation projects. But now agencies are pushing design visualization to the next level, taking it beyond public involvement and integrating it into the entire project development process, from early conceptualization to final design and even actual construction.  This article provides an overview of design visualization.  Available technologies are highlighted, as well as benefits and challenges associated with applying design visualization.   Early adopters of the 3-D modeling and visualization approach are leading the design and construction industry by demonstrating cost savings and enhanced quality. Taking visualization to the next level will require the transportation industry to establish national standards with guidelines for its application, design analysis, budgeting, training, and staffing. Additional research should quantify visualization's cost and benefits and should determine how it helps the designer and, ultimately, end users.
KW  - Computer aided design
KW  - Highway design
KW  - Project management
KW  - Three dimensional models
KW  - Visualization
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/02.cfm
UR  - https://trid.trb.org/view/912810
ER  - 

TY  - JOUR
AN  - 01150813
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Harrison, Keith
AU  - Roth, Stephanie
TI  - Risking Success Through Flexible Design
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 34-41
AB  - Transportation engineers and designers are trained to use accepted design criteria throughout project development. Striving to meet those criteria is the primary means by which high-quality, safe roadways are produced and risk is minimized. For departments of transportation (DOT) staffs accustomed to the traditional way of doing things, integrating context-sensitive solutions and adopting more flexible approaches may be challenging. Over the past decade, the Federal Highway Administration and its partners have been working to enable transportation planners and engineers to design with flexibility and employ context sensitive approaches with greater confidence and regularity.  Understanding this evolving landscape of flexible and context sensitive highway design and how to thrive in it will enable State DOTs to build and refine roads and other transportation facilities that not only meet safety and mobility requirements but also help create more livable communities.
KW  - Context sensitive design
KW  - Design practices
KW  - Highway design
KW  - Risk management
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/05.cfm
UR  - https://trid.trb.org/view/912838
ER  - 

TY  - JOUR
AN  - 01150801
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Trentacoste, Michael F
TI  - Spotlight on Senior Mobility
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 20-27
AB  - In a series of nine articles that started in 2006, Public Roads magazine examined a number of issues affecting the mobility of senior motorists and pedestrians. This overview summarizes these articles.  The first article described activities and programs that address the challenges created by the growing number of senior road users. Subsequent articles discussed modified infrastructure design, new guidelines for reducing crashes involving seniors, improved signage to help senior motorists, enhanced safety at intersections for older drivers and pedestrians, European road designs targeted to helping senior road users, supplemental transportation for seniors, new vehicle technologies that can aid older motorists, and intelligent transportation systems that are helping coordinate transportation for individuals in human services programs.  These programs and technologies can enable seniors to age in place and to remain engaged in community life as active and contributing members.
KW  - Aged
KW  - Aged drivers
KW  - Europe
KW  - Highway design
KW  - Intelligent transportation systems
KW  - Intersections
KW  - Literature reviews
KW  - Mobility
KW  - Pedestrians
KW  - Signs
KW  - Technological innovations
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/03.cfm
UR  - https://trid.trb.org/view/912811
ER  - 

TY  - JOUR
AN  - 01150800
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Jones, Joseph
TI  - Practical Design
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 42-46
AB  - Faced with funding shortfalls and an extensive list of projects to be completed, the Missouri Department of Transportation (MoDOT) embraced a new philosophy known as practical design.  This philosophy emphasized building good projects everywhere rather than just a few perfect projects.  For years, MoDOT engineers consulted a single table in a manual for most of a project's design parameters. MoDOT only questioned the values given when they absolutely could not be followed for some project-specific reason. Although this "cookbook" engineering produced top-shelf projects, in terms of maximizing a modest budget across an entire system, it was a recipe for failure.  This approach led to structures that were larger or more complex than conditions demanded.   The concept of practical design emphasizes that, in many cases, an increase in structure or project size simply is not warranted. Districts and the consulting community were asked to put their design manuals away for one year and rely solely on common sense as long as they adhered to ground rules dealing with safety, communication, and quality. After one year under practical design, projects showed an aggregate savings of 13%. MoDOT has reinvested nearly one quarter of the savings in projects that previously it could not afford.  MoDOT also realized a 24% reduction in fatal crashes between 2005 and 2008, which MoDOT officials attribute to the safety element of practical design.   After a year of using the new approach, designers assembled for a brainstorming session about their experiences with practical design. The results were more flexible policies that were incorporated into a revised manual. In place of "recipes" for roads, the new manual includes ranges of solutions that depend on the context of projects. Successful establishment of the practical design program was no accident. Leadership was the most important implementation factor, since organizational change of this kind must be a top-down undertaking.
KW  - Bridge design
KW  - Case studies
KW  - Design practices
KW  - Highway design
KW  - Missouri
KW  - Missouri Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/06.cfm
UR  - https://trid.trb.org/view/912847
ER  - 

TY  - JOUR
AN  - 01150796
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bergeron, Kathleen A
TI  - Highways for Life
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 2-9
AB  - Under a program established by the U.S. Congress in 2005, the Federal Highway Administration (FHWA) is boosting awareness of and standard use of innovations that can produce better, longer lasting roadways and bridges. These innovations can help highway agencies complete construction faster, at lower cost, and more safely with less impact on the driving public. A comprehensive technology transfer effort, the Highways for LIFE program is using proven marketing approaches and dedicated teams to deploy innovations more effectively and is helping private industry move prototypes of promising innovations into the marketplace where they can benefit the traveling public. LIFE is an acronym for Long-lasting, Innovative, Fast construction, Efficient and safe--all characteristics of the ideal highway or bridge construction project. The program also is providing incentives to encourage highway agencies to use customer-focused performance goals to improve construction of highways and bridges.  This article describes objectives of the Highways for LIFE program, which include involving stakeholders, enhancing technology deployment, moving emerging private sector innovations into the marketplace, employing demonstration projects, developing a new business model, and evaluating success. Examples are given that reflect how the Highways for LIFE program has targeted each of these objectives. In its five years of existence, the program has provided knowledge, incentives and tools the highway community can use to obtain more value for every transportation dollar invested.  Although the Highways for LIFE pilot program is scheduled to conclude at the end of fiscal year 2009, the need to carry out its concepts and philosophy continues.
KW  - Bridge construction
KW  - Case studies
KW  - Deployment
KW  - Highways for LIFE
KW  - Innovation
KW  - Pilot studies
KW  - Road construction
KW  - Technology transfer
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/01.cfm
UR  - https://trid.trb.org/view/912809
ER  - 

TY  - JOUR
AN  - 01150770
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rousseau, Gabe
TI  - Handy Lessons From Overseas on Walking and Bicycling
PY  - 2010/01
VL  - 73
IS  - 4
SP  - pp 28-33
AB  - One way the U.S. Department of Transportation can help communities achieve the vision of greater livability with safer non-motorized options is to learn what other countries have done to reshape their communities with an eye toward livability and safety. In May 2009, a team of 12 U.S. transportation professionals conducted an international scan focused on bicyclist and pedestrian mobility and safety.  The aim of the scan was to identify best practices in countries that have been leaders in making walking and bicycling safe, convenient, and popular transportation modes. Over a 2-week period, the scan team met with European transportation officials to learn how they have made these travel modes safer and more attractive. The team visited Copenhagen and Nakskov in Denmark, Berlin and Potsdam in Germany, Lund and Malmö in Sweden, Bern and Winterthur in Switzerland, and London and Bristol in the United Kingdom. This article summarizes some of the findings of the scan tour.  The team identified best practices under six headings. The first is policy, followed by the five E's: encouragement, engineering, evaluation, enforcement, and education.  The lessons learned from the scan tour revealed that to increase safety and mobility for walkers and bicyclists, a country must embrace foot and bicycle traffic as transportation modes and consider them as a means to attaining livability and sustainability goals. The cities visited by the scan team demonstrated that it is possible to transition from an automobile-dominated culture to one that embraces alternative modes. Now, after completing the scan, the scan team is reaching out to stakeholders in the United States to share the lessons learned from the host countries.
KW  - Berlin (Germany)
KW  - Bern (Switzerland)
KW  - Best practices
KW  - Bicycle safety
KW  - Bicycling
KW  - Bristol (England)
KW  - Copenhagen (Denmark)
KW  - London (England)
KW  - Lund (Sweden)
KW  - Malmo (Sweden)
KW  - Mobility
KW  - Modal shift
KW  - Nakskov (Denmark)
KW  - Pedestrian safety
KW  - Potsdam (Germany)
KW  - Study tours
KW  - Walking
KW  - Winterthur (Switzerland)
UR  - http://www.fhwa.dot.gov/publications/publicroads/10janfeb/04.cfm
UR  - https://trid.trb.org/view/912812
ER  - 

TY  - CONF
AN  - 01558899
AU  - Gunson, Kari E
AU  - Ireland, David
AU  - Schueler, Fred
AU  - North Carolina State University, Raleigh
TI  - Incorporating Road-Mortality Hotspot Modeling and Connectivity Analyses into Road Mitigation Planning in Ontario, Canada
SN  - 9780977809448
PY  - 2010
SP  - pp 197-205
AB  - In Ontario and world-wide, wildlife are increasingly involved in collisions with motor-vehicles, providing a real threat to human and wildlife safety on roads. This is particularly evident in Ontario due to its increasing human density, and traffic volumes along with its high biodiversity. The Committee on the Status of Endangered Wildlife in Canada has listed seven of Ontario‘s eight turtle species as endangered or of special concern and roads have been identified as a major threat for five of these species. Ontario is planning to extend a number of 400 series expressways across Ontario over the next 20 years, some of which are currently underway. With increasing threats of a severely fragmented landscape, provincial and municipal transportation agencies are currently integrating transportation mitigation solutions e.g. wildlife overpasses and underpasses, within the environmental assessment study (EAS) process. To assist in providing cutting-edge road ecology science in this decision-making process a group of non-government, government, scientists, educators, and transportation planners collectively called the Ontario Road Ecology Group (OREG) formed at the Toronto Zoo in 2007. This paper discusses two initiatives adopted by the OREG. The authors first discuss the development of a geographic information system (GIS) habitat mapping model for wetland-forest animals in southern Ontario. Model development entailed weighting a land-use layer, and summing the land-use within 200 m buffers surrounding each 15 x 15 m pixel in the landscape. A Habitat Suitability Index (HSI) was then attached to each road pixel. Opportunistic validation using Chi-squared statistics showed that HSI‘s on roads with a score greater than 30,000 had higher numbers of road mortality than expected by chance. Alternatively, HSI scores less than 10,000 had significantly fewer road mortality. Ongoing work entails a systematic rigorous validation collecting road mortality data along random and hot and cold spot locations in predefined circuits to regress dead and alive on road animal abundance with HSI scores. The second initiative entails combining the validated road hotspot model with natural heritage systems to incorporate landscape connectivity into the final model. Natural heritage modeling is an on-going process adopted by the Ministry of Natural Resources and Conservation Authorities to map and connect natural core habitat areas across southern Ontario and within watersheds. The authors show examples of the preliminary application of the hotspot model to already developed natural heritages systems e.g. the Greenbelt in the Project 400 study area. This type of integration in addition to species at risk habitat mapping can assist in prioritizing areas where mitigation measures such as crossing structures will be most effective to maintain connectivity for species at risk, e.g. turtles in addition to reducing wildlife road mortality. Once complete, these analyses can be used as leverage to bring together key stakeholders to determine a strategy to ensure province-wide landscape-level planning is adopted into policy by transportation agencies in Ontario.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Crashes
KW  - Endangered species
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Ontario (Province)
KW  - Road kill
KW  - Traffic volume
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session142.pdf
UR  - https://trid.trb.org/view/1346047
ER  - 

TY  - CONF
AN  - 01558897
AU  - North Carolina State University, Raleigh
TI  - Proceedings of the 2009 International Conference on Ecology and Transportation (ICOET 2009)
SN  - 9780977809448
PY  - 2010
SP  - 924p
AB  - The International Conference on Ecology and Transportation (ICOET) is the foremost multi-disciplinary, inter-agency supported conference addressing the broad range of ecological issues related to transportation systems. Experts in transportation development, related scientific study, policy issues, and administrative processes gather at ICOET to share the most current research information, quality applications, and best practices that can enhance both the project development process and the ecological sustainability of transportation systems. This year's theme was adapting to Change. Presented papers were organized into 19 sessions. Session 120:  Moving Toward Sustainability – Case Studies in Integrating Land Use, Conservation,Transportation, and Community Planning; Session 131: Climate Change – Understanding the Impacts and Developing Mitigation Strategies; Session 132: Citizen Science – Effective Strategies and Stakeholder Involvement; Session 141: Adapting Agency Relationships in a Changing Regulatory Environment; Session 142: Technical Tools for Integrating Ecological Considerations in Planning and Construction; Session 143: Advance Mitigation and Mitigation Banking Programs; Session 211: Integrating Ecology and Transportation Planning at the Landscape Scale; Session 212: Ecological Considerations for Planning and Designing Bridges; Session 213: Wildlife Habitat Connectivity – Innovative Tools and Techniques; Session 221: Wildlife Habitat Connectivity – Planning and Design; Session 222: Wetland Mitigation and Ecological Considerations for Stormwater Management; Session 223: Wildlife-Vehicle Collisions – Data Collection, Monitoring and Modeling; Session 231: Mitigating Highway Impacts on Ecosystems; Session 232: Improving Data Collection and Monitoring Methods; Session 233: Wildlife-Vehicle Collisions – Effective Mitigation Strategies; Session 411: The Economics of Mitigation and Cost-Effective Strategies; Session 412: Wildlife Crossings – Location and Design; Session 421: Integrating Ecological Considerations into Construction, Operations, and Maintenance; and Session 422: FHWA’s Eco-Logical Program – Case Studies; Session
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Bridge design
KW  - Crashes
KW  - Ecosystems
KW  - Habitat (Ecology)
KW  - Land use planning
KW  - Road kill
KW  - Roadside fauna
KW  - Sustainable development
KW  - Sustainable transportation
KW  - Transportation planning
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET2009-Proceedings-Complete.pdf
UR  - https://trid.trb.org/view/1345771
ER  - 

TY  - CONF
AN  - 01558896
AU  - Huber, Patrick R
AU  - Cameron, D Richard
AU  - Thorne, James H
AU  - Frink, Ted M
AU  - North Carolina State University, Raleigh
TI  - Regional Advance Mitigation Planning: A Pilot Study Integrating Multi-Agency Mitigation Needs and Actions within a Comprehensive Ecological Framework
SN  - 9780977809448
PY  - 2010
SP  - pp 221-233
AB  - Compensatory mitigation required of infrastructure agencies to fulfill regulatory requirements is often implemented in the latter stages of project construction. It also tends to be focused on project specific impacts that are localized around the area of impact. This single project approach to addressing unavoidable impacts to natural resources is non-systematic and piecemeal. The late timing of mitigation can lead to both greater expense for and reduced ecological integrity of lands dedicated to impact offsets. In order to increase resource enhancement opportunities, funding source efficiency, and ecological function and sustainability, the concept of a Regional Advance Mitigation Planning (RAMP) effort was launched in California. Two infrastructure action agencies (California Departments of Transportation and Water Resources) worked with The Nature Conservancy, UC Davis, EDAW/AECOM, and the Resources Legacy Fund Foundation to bring together state and federal regulatory agencies to initiate a RAMP framework and identify likely mitigation requirements for a set of infrastructure projects within the pilot study area. Project “footprints” were estimated and their overlap with regulated ecological features was calculated. Using typical compensatory mitigation ratios, total regional mitigation needs were projected. Further, a framework was developed for identifying sites that could meet these ecological requirements with the lowest costs and the greatest contribution to regional and statewide conservation priorities, such as larger ecological reserves and greater landscape connectivity. This project is unique in its methodology. It combines mitigation requirements from transportation and water delivery, and flood management projects within the study region and identifies suitable mitigation sites that align with regional conservation objectives. When the environmental obligations from multiple agencies are integrated, planners can leverage program resources towards more significant habitat conservation at ecologically relevant scales across regions. This approach has multiple benefits to the resources of the State with greater fiscal efficiencies. The model developed here, if successful, is intended to be used throughout the state of California in the future.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - California
KW  - Context sensitive design
KW  - Flood protection
KW  - Habitat (Ecology)
KW  - Landscape design
KW  - Regional planning
KW  - Regulations
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session143.pdf
UR  - https://trid.trb.org/view/1346049
ER  - 

TY  - CONF
AN  - 01558876
AU  - Donaldson, Bridget M
AU  - North Carolina State University, Raleigh
TI  - The Ecological Implications of Cured-in-Place Pipe Rehabilitation Technology
SN  - 9780977809448
PY  - 2010
SP  - pp 717-727
AB  - Cured-in-place pipe (CIPP) technology is commonly used for pipe rehabilitation, and transportation agencies are increasingly using it to repair damaged pipe culverts. In typical CIPP applications, a lining tube saturated with a styrene-based thermosetting resin is installed into the damaged pipe. Subsequent curing with a heat source results in a pipe-within-a-pipe. In this study, seven styrene-based, steam-cured CIPP installations in surface water and stormwater conveyances in Virginia were identified and observed over the course of 1 year. Although the sites were not directly linked to sources of drinking water, styrene levels at five sites were higher than the U.S. Environmental Protection Agency’s maximum contaminant level for drinking water of 0.1 mg/L. These concentrations were detected at these sites for a minimum of 5 days to at least 71 days after installation. Certain measurements were also found to exceed the LC₅₀ values (i.e., the concentration required to kill 50 percent of a study population) for several freshwater aquatic indicator species. The findings suggest that the elevated styrene levels could have resulted from one or a combination of the following: (1) installation practices that did not capture condensate containing styrene, (2) uncured resin that escaped from the liner during installation, (3) insufficient curing of the resin, and (4) some degree of permeability in the lining material. A summary of the actions taken by the Virginia Department of Transportation (VDOT) in response to the preliminary findings of this study is also provided in this report. VDOT suspended the use of styrene-CIPP for pipes that convey surface or stormwater while further evaluating CIPP repair and subsequently developing new requirements for these installations.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Concrete curing
KW  - Drainage
KW  - Drinking water
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Permeability
KW  - Pipe culverts
KW  - Runoff
KW  - Styrenes
KW  - Virginia
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session421.pdf
UR  - https://trid.trb.org/view/1347220
ER  - 

TY  - CONF
AN  - 01558872
AU  - Jackson, Scott
AU  - Luken, Denis
AU  - North Carolina State University, Raleigh
TI  - Evaluation of a Rapid Assessment Protocol to Assess Road-Stream Crossings for Aquatic Organism Passage
SN  - 9780977809448
PY  - 2010
SP  - pp 487-503
AB  - The River and Stream Continuity Partnership has developed assessment protocols for evaluating the barrier effects of road-stream crossings. In addition to these protocols, the University of Massachusetts Amherst created an online database and an algorithm for scoring crossing structures according to the degree of obstruction they pose to aquatic organisms. In 2008, The Nature Conservancy and University of Massachusetts collected data to test the robustness and repeatability of the protocol and compare results with those of other fish passage models. A stratified random sample of 317 road stream crossings in Connecticut, Vermont, New Hampshire and Massachusetts that had previously been assessed using the protocols were re-evaluated by trained technicians. Of these sites, 111 were assessed in sufficient detail to evaluate them using FishXing, the California Salmonid Stream Habitat Restoration course screen and course screens developed by Seth Coffman. The authors excluded from analyses 51 crossings (16.1 %) because it appeared likely that the resurvey assessments were not conducted on the same crossings evaluated in the previous surveys. Some of these crossings appear to have been repaired or replaced since the previous surveys were conducted. However, most of these probably represent mismatched locations. Repeat surveys of crossing structures indicate relatively high rates of discrepancies for particular data fields (range from 3.8 to 53.8 percent) but small overall effects on crossing scores. Overall, 46.2 percent of crossings had the same score for the previous survey as for the resurvey and 73.7 percent of previous survey scores fell within one score of those for corresponding resurveys. Flow Conditions was one data field that showed a substantial number of differences (60.2%) between previous surveys and resurveys. The authors found no significant differences in changes in scores for crossings assessed at different flows as compared to changes in scores for crossings assessed under similar flow conditions. The two assessment methods that yielded the most similar results were Coffman‘s Coarse Screens and the Crossings Database. Scores for these two methods were in agreement for 39.6 percent of crossings, with 68.5 percent falling within one unit and 83.8 percent within two units of each other. Comparison of the Crossings Database scores with those derived from FishXing yielded the same scores at only 20.7 percent of crossings and at only about two-thirds of sites did scores fall with two units of each other. There also was little agreement between scores derived from FishXing and those from the Coffman Coarse Screens The scores from these two methods were the same for 23.4 percent of crossings with little over half (52.3 %) falling with one unit and 70.3 percent within two units of each other. It is not clear which of these three methods yields the most credible results. Results of these analyses are being used to revise and improve the assessment protocols as well as the scoring algorithm used by the database and will ultimately increase confidence and credibility in the data collected as part of the River and Stream Continuity Project.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Connecticut
KW  - Databases
KW  - Environmental impacts
KW  - Environmental risk assessment
KW  - Fishes
KW  - Flow
KW  - Massachusetts
KW  - New Hampshire
KW  - Passage assessment system (Wildlife crossings)
KW  - Vermont
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session231.pdf
UR  - https://trid.trb.org/view/1346965
ER  - 

TY  - CONF
AN  - 01558868
AU  - Chang, Heejun
AU  - Lafrenz, Martin
AU  - Jung, Il-Won
AU  - Figliozzi, Miguell
AU  - Platman, Deena
AU  - North Carolina State University, Raleigh
TI  - Potential Impacts of Climate Change on Urban Flooding: Implications for Transportation Infrastructure and Travel Disruption
SN  - 9780977809448
PY  - 2010
SP  - pp 72-79
AB  - Climate change in the Pacific Northwest of America is likely to bring more frequent, heavier winter precipitation as temperature rises. These changes in precipitation patterns have significant implications in hydrology and socioeconomic sectors that could be affected by changes in hydrology. Transportation infrastructure and travel patterns are also vulnerable to potential changes in runoff regimes and stream geomorphology. The 2006 and 2007 winter storms resulted in massive flooding, causing several major road failures in Oregon. While the probability of these extreme events is projected to rise under the global warming scenarios, there is no study investigating this issue in Oregon. The objectives of the project are threefold. First, the authors investigate the changes in the frequency and magnitude of winter runoff under climate change scenarios. Second, the authors determine the probability of road closure for representative road bridges under climate change scenarios. Third, the authors quantify these changes on transportation chokepoints related to flooding. The authors examined two representative urban streams in the Portland Metro area. Johnson Creek and Fanno Creek were chosen because both creeks have historical flow data and exhibit high flooding potential; each also has high road density with high traffic volume. The hydrological processes of the two watersheds, however, are different (Fanno – highly urbanized and steep slope; Johnson Creek – mixed land use with gentle slope); thus, each serves as a good model for other urban watersheds in Oregon. The authors used the following methodology to conduct the authors analysis. 1) Hydro-climate modeling: The authors applied statistically downscaled climate change scenarios for the authors study sites to predict the anticipated changes in winter precipitation amount and intensity. The US Geological Survey PRMS hydrologic model, together with a statistical model, were used to estimate runoff changes and resultant changes in flood frequency. 2) Stream geomorphology survey and hydraulic analysis: The authors surveyed channel profiles, patterns, and dimensions at the multiple cross sections of the authors study sites. The surveyed data were used to calibrate US Army Corp of Engineers‘ HAC-RAS for hydraulic analysis to project future water levels and identify vulnerable bridges and roads under different discharge scenarios. 3) Traffic analysis: The authors used Metro‘s travel forecast model to determine the potential impacts of road failure and congestion resulting from flooding. The model served as a reasonable and accurate assessment of the outcomes due to traffic disruption. The authors results show that there is a nonlinear relation between precipitation change and urban flooding and that impacts on travel disruption are subject to local hydroclimate and watershed land use conditions. This study is one of few interdisciplinary attempts to assess potential impacts of climate change on the transportation sector. Such integrated knowledge and spatially-explicit modeling is essential for establishing proactive flood and transportation management planning and policies under increasing climate uncertainty.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Climate change
KW  - Floods
KW  - Global warming
KW  - Oregon
KW  - Pacific Northwest
KW  - Precipitation (Meteorology)
KW  - Road closures
KW  - Runoff
KW  - Traffic congestion
KW  - Watersheds
KW  - Winter
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session131.pdf
UR  - https://trid.trb.org/view/1345930
ER  - 

TY  - CONF
AN  - 01558863
AU  -  Charry, Barbara
AU  - Jones, Jody
AU  - North Carolina State University, Raleigh
TI  - Traffic Volume as a Primary Road Characteristic Impacting Wildlife: A Tool for Land Use and Transportation Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 159-172
AB  - Based on an analysis of current literature, the authors developed a Traffic Volume Wildlife Tool that identifies different levels of traffic volume as a means to assess risk to various wildlife species groups, including amphibians, reptiles, birds, and mammals. Each level includes an assessment of when impacts to different species groups begin and when they become a serious threat. Traffic volume, or the amount of traffic using a road, poses substantial negative consequences for many wildlife species, especially as traffic levels increase. Road location and traffic volume are the two most important factors to assess when evaluating a road‘s potential impacts. Increases in traffic volume alter species composition, impedes animal movement, causes direct mortality, and fragments habitat. Based on the existing studies that quantify traffic volume and measure impacts to wildlife, the authors developed guidelines for use in planning. The authors discuss how changes in traffic volume affect habitat quality and animal behavior, and which types of species are most vulnerable. The authors recommend using these data and guidelines in land use and transportation planning and permitting.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Risk assessment
KW  - Road kill
KW  - Roadside fauna
KW  - Traffic safety
KW  - Traffic volume
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session142.pdf
UR  - https://trid.trb.org/view/1346042
ER  - 

TY  - CONF
AN  - 01558860
AU  - Smith, Jason
AU  - Sullivan, Amanda
AU  - North Carolina State University, Raleigh
TI  - Adapting Relationships for Agencies and Institutions: The I-90 Snoqualmie Pass East Project's
Collaborative Approach to Identifying a Preferred Alternative and Mitigation Strategy
SN  - 9780977809448
PY  - 2010
SP  - pp 523-538
AB  - Since 1999, the Washington State Department of Transportation (WSDOT) I-90 Snoqualmie Pass East Project (I-90 Project) team has worked with dozens of government agencies and non- governmental groups to develop a range of potential solutions to meet project needs. Project needs include addressing traditional and nontraditional transportation improvements as they relate to the physical and natural environment. As part of the National Environmental Policy Act (NEPA), the underlying challenge for WSDOT and project partners was to design this interstate improvement project around an unforgiving environment and incorporate meaningful ways to mitigate the project‘s potential adverse impacts on the Central Cascades‘ ecosystem and the state‘s economy. Early in the NEPA and State Environmental Policy Act (SEPA) scoping phase of the project, WSDOT needed to consider landscape-scale efforts by the US Forest Service (USFS) and conservation groups. These agencies and groups were working to improve ecological connectivity by acquiring conservation lands through land exchange(s) and purchasing public land along the I-90 corridor. To ensure that the I-90 Project‘s objectives aligned with the actions of these groups, WSDOT created a multi-agency Interdisciplinary Team (IDT) as an advisory body to recommend a Preferred Alternative for WSDOT that incorporated relevant science and the concerns of agency stakeholders. The project‘s original IDT included eight primary and advisory agencies; advisory members included Washington State Department of Ecology, Washington State Parks and Recreation Commission, US Environmental Protection Agency, and US Army Corps of Engineers. The IDT determined that there was insufficient information to make an informed recommendation on how the project would be designed to meet ecological connectivity needs. Therefore, the IDT formed the Mitigation Development Team (MDT), a technical advisory sub-committee consisting of hydrologists and biologists from different agencies, to identify locations and develop performance criteria for investments in ecological connectivity. The MDT‘s strategy considered landscape-, watershed-, and habitat-specific variables to identify connectivity emphasis areas (CEAs) along the project. The MDT and the design team used these recommendations to also develop a comprehensive list of connectivity objectives and performance standards for the evaluation of design options. In addition to the IDT and MDT, the project continues to use partnerships to help resolve environmental and design challenges. The IDT, now consisting of 12 different agencies, was reformed as a communication forum during regulatory permitting and construction processes. Formal technical committees have been formed to assist in planning and permitting challenges for final designs on wetlands mitigation, wildlife monitoring, and stormwater. WSDOT has also established innovative partnerships with university researchers and conservation groups to help establish citizen awareness, wildlife monitoring, and targeted habitat acquisitions. Relationships with transportation-based organizations, associations, and businesses were formed in order to gain insight into the requirements of interstate users. In August 2008, the I-90 Project‘s Final Environmental Impact Statement was published highlighting the Preferred Alternative–an accomplishment made possible by the recommendations of the IDT, MDT, and other collaborative partnerships. The Federal Highway Administration (FHWA) signed a Record of Decision on October 6, 2008, clearing the way for construction to begin in summer 2009. The unique components of the I-90 Project, as well as the project team‘s innovative approach to developing partnerships to understand and meet landscape-scale, watershed-based objectives, provides a scalable model for the integration of context sensitive solutions for future WSDOT and other state DOT projects.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Context sensitive design
KW  - Ecosystems
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Landscape design
KW  - Partnerships
KW  - Runoff
KW  - Washington State Department of Transportation
KW  - Watersheds
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session231.pdf
UR  - https://trid.trb.org/view/1346970
ER  - 

TY  - CONF
AN  - 01558840
AU  - Soanes, Kylie
AU  - van der Ree, Rodney
AU  - North Carolina State University, Raleigh
TI  - Arboreal Mammals Use an Aerial Rope Bridge to Cross a Major Highway
SN  - 9780977809448
PY  - 2010
SP  - pp 441-451
AB  - Roads and other linear infrastructure exert a myriad of negative effects on adjacent landscapes, populations and individuals. Fauna are particularly impacted, with increased rates of mortality, reduced or modified movement patterns, changes to amount, quality and arrangement of habitat. In the authors study, rope bridges suspended at the tree-canopy level from poles were used to restore connectivity for arboreal species across a major dual-carriageway highway in south-east Australia. Previous radiotracking and genetic studies quantified the extent of the barrier effect prior to mitigation, and mitigation was implemented at the sites exhibiting the greatest barrier effect. In less than two years since installation, the authors recorded complete crossings by five species, including the endangered Squirrel Glider Petaurus norfolcensis and Brush-tailed Phascogale Phascogale tapoatafa. Other species using the canopy bridges included the Common Brushtail Possum Trichosurus vulpecula and Common Ringtail Possum Pseudocheirus peregrinus. The authors identified regular usage by certain individuals based on identification of unique ear markings. The next stage of the research is to measure gene flow and assess effectiveness of the structures at improving population viability.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Australia
KW  - Endangered species
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Landscape design
KW  - Mammals
KW  - Road kill
KW  - Roadside fauna
KW  - Rope
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session223.pdf
UR  - https://trid.trb.org/view/1346355
ER  - 

TY  - CONF
AN  - 01558839
AU  - Achiron-Frumkin, Tamar
AU  - North Carolina State University, Raleigh
TI  - Re-evaluating the Needs for Animal Passages in Israel: Towards a Long-term Monitoring Scheme
SN  - 9780977809448
PY  - 2010
SP  - pp 546-551
AB  - Centralized planning framework, accelerating habitat fragmentation and growing awareness to animal-transportation issues in Israel have lead to increased demand for ecological considerations during road construction and maintenance. Several governmental bodies have upgraded their requests regarding fauna passages and monitoring, with substantial budget implications. Planning and management decisions on local and regional scale need to consider changes and adaptations required with time. Current project-oriented planning and budgeting make it difficult to maintain a regional, long-term view. Most existing fauna passages were not specifically designed for animals. Guidelines for animal passages are derived from European countries, which differ from Israel in climatic-ecological aspects and in some human activity patterns. Adapting these guidelines to local conditions in order to rationalize and optimize planning, expenditure and results requires more accurate reevaluation of animal needs, testing alternative solutions on small scale before turning to large-scale expensive modifications, and responding to temporal changes.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Ecology
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Highway safety
KW  - Israel
KW  - Programming (Mathematics)
KW  - Road construction
KW  - Roadside fauna
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session232.pdf
UR  - https://trid.trb.org/view/1346974
ER  - 

TY  - CONF
AN  - 01558835
AU  - Diebel, Matthew
AU  - Fedora, Mark
AU  - Cogswell, Stewart
AU  - North Carolina State University, Raleigh
TI  - Prioritizing Road Crossing Improvement to Restore Stream Connectivity for Stream-Resident Fish
SN  - 9780977809448
PY  - 2010
SP  - pp 647-660
AB  - Road crossings over streams can act as barriers to movement of aquatic organisms, and may thereby prevent recovery of populations following disturbance and increase extinction risk by fragmenting populations. Reconstruction of existing crossings can facilitate passage of organisms, and has the potential to be one of the most efficient ways of improving habitat because management action at a very small scale–the width of a road–can lead to very large extents of connected habitat. However, because there are so many existing crossings (e.g., >60,000 in Wisconsin), methods are needed to prioritize restoration efforts. The objective of this study was to create a method for identifying road crossings whose reconstruction would most benefit stream fishes by restoring stream network connectivity. The authors demonstrate the method through a case study in the 2,500 km² Pine-Popple watershed in Wisconsin. The authors first designed a new metric for quantifying stream connectivity status for stream-resident fishes. The authors then conducted a comprehensive field survey of road crossings in the watershed to identify crossings that are likely to impede fish movement. The authors used a geographic information system (GIS) to evaluate the influence of each crossing on the mean connectivity status of all streams in the watershed. This measure is an index of the potential benefit of eliminating each barrier. The benefit index was then divided by a reconstruction cost estimate to create a benefit/cost ratio that could be used to prioritize projects. Sixty-seven percent of the 169 surveyed road crossings were determined to be a barrier to movement of at least some species or life stages of fish. The most common problem was a low constriction ratio (structure width/stream width). The probability of a crossing being a barrier was strongly negatively related to the size of the stream at the crossing. The distribution of benefit/cost ratios was strongly skewed, which provides support for the utility of prioritizing projects in this watershed. The methods developed in this study can be applied elsewhere using widely available spatial data, and commonly used GIS and database software.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Benefit cost analysis
KW  - Fishes
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Streams
KW  - Watersheds
KW  - Wildlife crossings
KW  - Wisconsin
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session411.pdf
UR  - https://trid.trb.org/view/1347171
ER  - 

TY  - CONF
AN  - 01558833
AU  - Mings, Thomas S
AU  - North Carolina State University, Raleigh
TI  - Status of Mitigation Banking for Transportation in the Upper Midwest
SN  - 9780977809448
PY  - 2010
SP  - pp 234-237
AB  - The St. Paul District of the Corps of Engineers and the state wetland regulatory agencies in Minnesota and Wisconsin have undertaken a series of studies to evaluate the successes achieved by the transportation-related wetland mitigation banking programs, the state of the sites entered into the program to date, and opportunities for improving program quality and efficiency into the future. The objective of this paper is to synthesize the findings of: (1) The Corps‟ comprehensive long-term monitoring program initiated for all Wisconsin bank sites; (2) A comprehensive long-term monitoring program initiated by the Minnesota Board of Water and Soil Resources and the Corps; and (3) a Wisconsin Department of Natural Resources evaluation of the compensation site review process and site quality for a sample of compensation site projects, including bank sites. The two comprehensive monitoring programs were initiated in 2007 and are expected to generate complete monitoring reports for the approximately 300 existing mitigation bank sites by the end of 2012. The Wisconsin DNR study file reviews and site visits were completed in 2007 with the findings revised in 2008 - results include an analysis of current status of 19 bank sites as well as the process followed by applicant and reviewing agencies to develop and approve the sites. All three efforts have developed recommendations for future bank projects that are in the process of implementation by the transportation and regulatory agencies. The assessments of the bank site review process found: inconsistent levels of engagement in the project review process by state and federal regulators; inconsistent or unclear state-level guidance that lead to regional variations in both the site review process and final compensation site product. Findings of the on-site monitoring reviews include: occasional variation from projected wetland acreages, considerable variation in site vegetative quality, occasional variation from projected hydrologic regimes (often too wet); an overabundance of permanent and semi-permanent inundation commonly associated with hybrid cattail, sites with wildlife challenges to structural integrity of engineered structures, unfunded long-term management needs, adaptive management, structural integrity questions), sites with ambiguous real estate protection, sites where long-term management (undertaken by a third party) was inconsistent with the bank site goals, sites where necessary adaptive management was not anticipated in the long-term management plan, sites with increased risk of easement violation due to lack of clearly-marked property boundaries.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Banks (Waterways)
KW  - Easements
KW  - Michigan
KW  - Minnesota
KW  - Monitoring
KW  - Regulations
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife
KW  - Wisconsin
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session143.pdf
UR  - https://trid.trb.org/view/1346059
ER  - 

TY  - CONF
AN  - 01558826
AU  - Huijser, Marcel P
AU  - Duffield, John W
AU  - Clevenger, Anthony P
AU  - Ament, Robert J
AU  - McGowen, Pat T
AU  - North Carolina State University, Raleigh
TI  - Cost Justification and Examples of Cost-Benefit Analyses of Mitigation Measures Aimed at Reducing Collisions with Large Ungulates in the United States and Canada
SN  - 9780977809448
PY  - 2010
SP  - pp 625-639
AB  - Wildlife-vehicle collisions, especially with deer (Odocoileusspp.), elk (Cervus elaphus) and moose ( Alces alces) are numerous and have shown an increasing trend over the last several decades in the United States and Canada. The authors calculated the costs associated with the average deer- ($6,617), elk- ($17,483) and moose-vehicle collision ($30,760), including vehicle repair costs, human injuries and fatalities, towing, accident attendance and investigation, monetary value to hunters of the animal killed in the collision, and cost of disposal of the animal carcass. In addition, the authors reviewed the effectiveness and costs of 13 mitigation measures considered effective in reducing collisions with large ungulates The authors conducted cost-benefit analyses over a 75-year period using discount rates of 1%, 3% and 7% to identify the threshold values (in 2007 $) above which individual mitigation measures start generating benefits in excess of costs. These threshold values were translated into the number of deer-, elk-, or moose-vehicle collisions that need to occur per kilometer per year for a mitigation measure to start generating economic benefits in excess of costs. For example, the authors calculated that wildlife exclusion fencing in combination with large mammal underpasses (one every 2 km) and wildlife jump-outs generates economic benefits if the pre-mitigation collisions are greater than 3.2 deer, 1.2 elk, or 0.7 moose per km per year (all at 3% discount rate). In addition, the authors calculated the costs associated with large ungulate-vehicle collisions on ten road sections throughout the United States and Canada and compared these to the threshold values. Finally, the authors conducted a more detailed cost analyses for one of these road sections to illustrate that even though the average costs for large ungulate-vehicle collisions per kilometer per year may not meet the thresholds of many of the mitigation measures, specific locations on a road section can still exceed thresholds. While the analyses can be expanded to include other parameters (e.g. the economic value of habitat connectivity or viable wildlife populations), the authors believe the cost-benefit model presented in this paper can be a valuable decision support tool for determining mitigation measures to reduce ungulate-vehicle collisions.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal vehicle collisions
KW  - Benefit cost analysis
KW  - Canada
KW  - Crashes
KW  - Deer
KW  - Economic benefits
KW  - Highway safety
KW  - Traffic mitigation
KW  - Ungulates
KW  - United States
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session411.pdf
UR  - https://trid.trb.org/view/1347165
ER  - 

TY  - CONF
AN  - 01558824
AU  - Gagnon, Jeffrey W
AU  - Dodd, Norris L
AU  - Boe, Susan
AU  - Schweinsburg, Raymond E
AU  - North Carolina State University, Raleigh
TI  - Using Global Positioning System Technology to Determine Wildlife Crossing Structure Placement
and Evaluating Their Success in Arizona, USA
SN  - 9780977809448
PY  - 2010
SP  - pp 452-462
AB  - Correct placement of wildlife crossing structures (i.e. underpasses and overpasses) is essential to their success in maintaining wildlife permeability across roadways. Global Positioning System (GPS) technology has proven to be an invaluable tool for placing wildlife crossing structures and fences and for evaluating their effectiveness. The Arizona Game and Fish Department (AGFD), Arizona Department of Transportation (ADOT), and Federal Highway Administration (FHWA) and various federal land agencies are cooperating to locate passage structures and funnel fencing for wildlife and to evaluate their effectiveness through the use of GPS technology.To date, the authors have fitted >500 animals with GPS collars providing >2,000,000 locations to determine crossing structure and fence placement, during-construction wildlife behavior, and post-construction responses for elk (Cervus elaphus), mule deer (Odocoileus hemionus), white-tailed deer (Odocoileus virginianus), American pronghorn (Antilocapra americana), desert bighorn sheep (Ovis Canadensis ), and desert tortoise (Gopherus agassizii). Wildlife-vehicle collision (WVC) data is also useful for identifying crossing structure locations; however, this method cannot be used for species that avoid crossing roads. For example, declining populations of pronghorn are bisected by US highway 89, but no WVC data exists here for this species (Dodd et al. 2009). Therefore, the authors are using GPS data exclusively to determine where pronghorn approach the highway hopefully indicating where they may use yet to be constructed wildlife crossing structures. To date, the authors have collected >120,000 GPS locations (taken every two hours) to recommend crossing structure placement for this project. A similar “data-driven” approach was used along US 93 to provide recommendations for placement of three desert bighorn sheep overpasses to be completed in 2010 (McKinneyand Smith 2007). WVC data obviously is absent in areas where roadways did not exist, such as realignments or new highways. Therefore, along the proposed US 95 realignment, AGFD is studying pre-construction desert tortoise movements to determine crossing structure placements sufficient to allow tortoise safety and permeability once the highway is built. Although reduction of WVCs is an important measure, WVC reduction alone does not tell the whole story. Promoting wildlife permeability is also important. For instance, along an 8-km stretch of State Route 260, where crossing structure frequencies were 1.1 structure/km, Dodd et al. (2007a) documented a >80% reduction in elk-vehicle collisions following the implementation of funnel fencing linking crossing structures. Here, GPS passage rates showed that permeability did not change following upgrade of the highway. In contrast, elsewhere on SR 260, where crossing structure were spaced 2.4 km apart, WVCs were reduced by >95% following fencing connecting crossing structures. However, permeability dropped by 70%; so although WVC rates declined, the overall effect could not be determined by WVC alone. Pre- and post-construction GPS movement data are needed to show changes in permeability following reconstruction of highways. The authors provide methods and various examples of the use of GPS movement data in Arizona so that highway and wildlife managers alike may be able to use this technology in planning and monitoring their own wildlife-friendly highway projects.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Arizona
KW  - Arizona Department of Transportation
KW  - Crashes
KW  - Global Positioning System
KW  - Highway safety
KW  - Location
KW  - U.S. Federal Highway Administration
KW  - Wildlife crossings
KW  - Wildlife fencing
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session223.pdf
UR  - https://trid.trb.org/view/1346361
ER  - 

TY  - CONF
AN  - 01558821
AU  - Perkins, Mike
AU  - McCulley, Eric
AU  - North Carolina State University, Raleigh
TI  - Establishing the Legacy Nature Preserve through Collaborative Planning and Adaptive Management
SN  - 9780977809448
PY  - 2010
SP  - pp 245-250
AB  - To help accommodate regional growth and alleviate congestion, the Utah Department of Transportation (UDOT) developed the Legacy Parkway as a new 14-mile roadway and trail system in northern Utah near Great Salt Lake. The Great Salt Lake Ecosystem contains a complex mosaic of diverse wetland and upland habitats and is recognized as a site of hemispheric significance for millions of migratory birds. Resource agencies and environmental organizations expressed concerns about potential impacts to the ecosystem from the project and a publicized debate over whether to build the project became increasingly controversial. With input from agencies and stakeholders, UDOT proposed creating the Legacy Nature Preserve as mitigation for impacts to wetlands and wildlife resources. UDOT established an interagency-stakeholder "Collaborative Design Team" to develop an adaptive management plan for the proposed 2,225-acre Legacy Nature Preserve. The adaptive management plan is structured around habitat goals that focus on suitable habitat conditions for a diversity of nesting and migratory shorebirds and other water-associated birds. These goals consider vegetation structure, species composition and hydrology. The plan provides different management options to manipulate vegetation and actively manage hydrology. Many wetlands and uplands in the Preserve had been degraded and channelization cutoff hydrology to an historic river delta. To restore wetlands, an adaptive approach to water management was developed to optimize wetland quality through mimicking natural cycles of flooding and drawdown in shallow playas and grassland ponds within the historical river floodplain. To optimize habitat quality for bird use, water timing and amount has been controlled to provide a late summer drawdown, which in turn draws salts to the soil surface and keeps playa substrates at the proper salinity for desired macroinvertebrate productivity. Through implementing vegetation management strategies and then adapting them based on monitoring results, large areas once dominated by invasive species have been converted to desirable habitats. Increase in avian abundance and productivity correlate to effective vegetation and water management. Truly implementing adaptive management is unique to both wetland mitigation and habitat management in this region. Natural systems are inherently complex and dynamic. A well-planned adaptive approach to restoration and habitat management can grapple with altered environmental states and system dynamics. This approach can be widely used in restoring lost functions of wetland and floodplain areas in the Great Basin and other arid environments. Mimicking natural hydrologic cycling through adaptive management should be the basis of design of river and wetland restoration projects wherever they are planned. The authors are currently working with the EPA to apply the authors results to a regional wetland goals project.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Birds
KW  - Ecosystems
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Transportation planning
KW  - Utah
KW  - Vegetation
KW  - Water control
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session211.pdf#page=1&zoom=auto,-13,798
UR  - https://trid.trb.org/view/1346063
ER  - 

TY  - CONF
AN  - 01558813
AU  - Greco, Brandon F
AU  - Nelson, Debra A
AU  - North Carolina State University, Raleigh
TI  - Interagency Partnering for the Development of Stream Crossing Standards in New York State
.
SN  - 9780977809448
PY  - 2010
SP  - pp 133-140
AB  - Highway stream crossings pose unique concerns for both the environmental and transportation engineering communities. Construction of a static highway crossing over a dynamic, flowing waterbody must address the risks of flooding, erosion, normal channel migration, and structure deterioration; this is essential to maintaining the safety and stability of the highway. At the same time, crossing structures – particularly culverts – may fragment aquatic habitat or alter stream channel form. Stream crossings in New York State are often designed to take environmental concerns into account, however there are currently no crossing standards or design guidance to encourage statewide consistency. Development of standards and design guidance for stream crossings in New York State has been undertaken by a group of engineers, environmental professionals, and regulators known as the Interagency Aquatic Connections Team (InterACT). Assembled in 2007, InterACT is comprised of ten federal, state and local agencies that are committed to ensuring that stream crossings are designed, installed and maintained in a manner that protects the ecological integrity of aquatic systems, while accommodating practicable technology, engineering criteria and human safety. To accomplish the team’s tasks with efficiency, four subcommittees were established. The Ecological Performance Standards subcommittee was charged with identifying those characteristics and processes of streams to be achieved, restored, or maintained when a stream crossing is constructed or replaced. The Engineering Design and Specifications subcommittee was charged with development of design guidance to facilitate meeting the ecological performance standards. The Outreach and Education subcommittee was charged with developing a strategy for the delivery of InterACT’s products. Lastly, the Regulatory Streamlining subcommittee was charged with developing regulatory tools that minimize processing time and facilitate permitting for projects meeting the new design standards and protocols. One basic premise of InterACT has been that its products must represent a fair and reasonable balance of its members’ concerns. This presents a challenge at times, as concessions are required by all parties. Additional challenges result from the team’s size. With over sixty members, it becomes difficult to provide a forum in which all opinions can be expressed and all options vetted. Despite these challenges, the dedicated members of InterACT continue to make substantial progress toward the completion of stream crossing standards and design guidance that will protect and enhance the aquatic resources of New York State.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Bridges and culverts
KW  - Design standards
KW  - Deterioration
KW  - Erosion
KW  - Floods
KW  - Habitat (Ecology)
KW  - New York (State)
KW  - Streams
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session141.pdf
UR  - https://trid.trb.org/view/1345947
ER  - 

TY  - CONF
AN  - 01558789
AU  - Nislow, Keith H
AU  - North Carolina State University, Raleigh
TI  - Road Infrastructure and Stream Habitat Connectivity: Research to Aid Management and Conservation Plans in a Changing Environment
SN  - 9780977809448
PY  - 2010
SP  - pp 277-282
AB  - Poorly-designed road-stream crossings can put both ecosystems and transportation infrastructure at risk. In response to these threats, an interdisciplinary team, using the Connecticut River basin in the northeastern United States (US) as a focus area, but extending throughout the northeast and north-central US, is currently investigating two major research questions: (1) What are the demographic and genetic consequences of road-associated fragmentation for stream fish populations, and can genetic surveys and population models be used to assess fragmentation and connectivity? (2) Are crossings that are likely to be barriers to fish passage have a higher probability of structural failure under current and predicted future climate conditions? The authors results to date indicate that fragmentation associated with barriers can strongly influence both local and watershed-scale probabilities of extinction for wild brook trout populations, and have potential impacts on the value of recreational fisheries via changes in population size structure. In addition preliminary results indicate that undersized culverts are more likely to be barriers to passage. The results of the authors current and future work will be used to inform conservation planning and culvert replacement strategies on both federal and non-federal lands, and to assess the success of these efforts in restoring population connectivity and contribute to sustainability of key species and ecosystem services.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Bridges
KW  - Conservation
KW  - Culverts
KW  - Demographics
KW  - Ecosystems
KW  - Environmental impacts
KW  - Fishes
KW  - Habitat (Ecology)
KW  - Transportation planning
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session212.pdf
UR  - https://trid.trb.org/view/1346314
ER  - 

TY  - CONF
AN  - 01558781
AU  - Hagood, Susan
AU  - Bartles, Mary Jo
AU  - North Carolina State University, Raleigh
TI  - Reducing Road-Based Habitat Fragmentation: An Eastern Box Turtle (Terrapene c. carolina) Case Study
SN  - 9780977809448
PY  - 2010
SP  - pp 539-545
AB  - Box turtle populations are declining throughout their range, largely as a result of habitat loss and fragmentation. The most serious direct threat to box turtles is road-based mortality. Box turtles must move within their home ranges in response to environmental conditions and to find food and mates. Female turtles must undertake nesting migrations, often travelling relatively long distances in search of suitable areas. Destruction of eggs and hatchlings by predator populations that have flourished alongside human development renders every turtle that survives to reproductive age important to its population, yet it is the adults whose movements increase the likelihood that they will attempt road crossings. Population models indicate that the loss of 3-4 adult females in a population of 200 turtles can initiate a slow but irreversible decline to population extinction. Identifying areas where mitigation efforts might help to protect box turtle populations is a fundamental challenge. One of the authors (MJB) identified such an area on a rural road bordering a state park in Maryland, counting up to six dead box turtles in one year over a relatively short road segment. With this knowledge, the authors were able to test for the first time whether box turtles would use existing culverts if directed to them by fencing. The authors erected 2.7 km of standard siltfencing during the spring of 2005. The fencing was tied into two narrow culverts (.38 and .53 m at the widest point), which carry water only during heavy storm events. Cameras and motion sensors placed in the culverts recorded use by a wide variety of small and medium-sized wildlife, including box turtles. During the summer of 2005, MJB spent 181 hours searching the barrier, locating 18 turtles; 16% used the culvert. In 2006, 118 hours were spent searching the barrier. Sixteen turtles were observed along the barrier; 6% used the culvert. In 2007, 205 hours were spent searching the barrier; 20 turtles were observed, of which 10% used the culvert.In each year, one road-killed turtle was found in the vicinity of the barrier. In 2008, the authors applied for funds through the Transportation Enhancement Program for permanent fencing and improved culverts. The funding proposal was approved, and construction is scheduled to begin in 2010. This project underscores the importance of partnerships between federal, state and local transportation authorities, land managers and property owners, volunteers, and non-profit organizations. It also demonstrates the impact that relatively modest alterations to existing transportation structures can have in reducing mortality of vulnerable species and serving to protect a wide variety of animals as well as roadway users. Future efforts should be directed toward obtaining estimates of box turtle population size in the area and monitoring use of a new fence/culvert system to determine the degree to which it is a factor in population persistence.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Culverts
KW  - Fences
KW  - Habitat (Ecology)
KW  - Maryland
KW  - Partnerships
KW  - Road kill
KW  - Turtles
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session232.pdf
UR  - https://trid.trb.org/view/1346973
ER  - 

TY  - CONF
AN  - 01558780
AU  - Inghram, Brent J
AU  - Servheen, Gregg
AU  - Burak, Greg
AU  - North Carolina State University, Raleigh
TI  - Idaho Statewide Wildlife/Transportation Database
SN  - 9780977809448
PY  - 2010
SP  - pp 367-378
AB  - Idaho recently completed a statewide inventory of wildlife linkage areas in relation to the state highway system. The inventory presents first order information identifying important wildlife crossings and public safety concerns on Idaho’s roads. Issues requiring additional study during transportation project planning as well as actions necessary to protect wildlife migration corridors and critical habitat linkage areas and address high way safety issues were identified for each linkage area. The resulting information is presented in a geographic information system (GIS) database available to transportation planners, resource agencies, and the public at large. The project was initiated to benefit streamlining of project environmental review as well as increase transportation planning efficiencies in road corridor planning and transportation project development. The project, funded by the Federal Highway Administration (FHWA), was phased expansion over four years to map wildlife linkages on roads and highways for the entire state. Idaho Fish and Game partnered with the Idaho Transportation Department and FHWA and acted as project manager as well as a primary source of habitat and wildlife information. A rapid assessment technique described by Ruediger and Lloyd (2004) was utilized to gather wildlife and highway information at workshops held around the state. Wildlife-vehicle collision data compiled from agency records, first-hand knowledge of field staff from the Idaho Fish and Game Department, Idaho Transportation Department, land managers, and other available wildlife, habitat, and human development information was used to identify and model linkage areas. After synthesis and modeling was completed, the information was made available on an interactive website:http://fishandgame.idaho.gov/cms/wildlife/manage_issues/collision/. The website allows for ongoing input and comment by users so new information can be amended into the database, providing continuous improvement over time. A web-application was also developed by Idaho Fish and Game to allow the collection and compilation of wildlife traffic mortality data. That web application is accessible and useable by agency personnel via the internet and provides a consistent protocol and terminology for roadkill reporting across the state to increase quality assurance/quality control (QA/QC) of data. The information is held in a centralized repository for use at the project and program level. Efforts to deploy and use these improved technologies in terms of efficiencies, coordination, and benefits to the resources are discussed.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Crash data
KW  - Crashes
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Idaho
KW  - Road kill
KW  - Transportation planning
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session221.pdf
UR  - https://trid.trb.org/view/1346329
ER  - 

TY  - CONF
AN  - 01558777
AU  - Lee, Tracy
AU  - Quinn, Mike
AU  - Duke, Danah
AU  - North Carolina State University, Raleigh
TI  - Road Watch in the Pass: Web-Based Citizen Involvement in Wildlife Data Collection
SN  - 9780977809448
PY  - 2010
SP  - pp 95-101
AB  - The successful development of wildlife-transportation mitigation strategies requires access to timely and accurate information on the spatial and temporal movement patterns of wildlife. Unfortunately, conventional long term monitoring programs can be expensive and time consuming. In addition, expert-based approaches often marginalize local participation and knowledge. Alternative approaches to knowledge generation and information sharing, including mechanisms to collaboratively engage citizens, academics a nd decision makers offer innovative means to overcome the challenges associated with conventional data collection. To address this challenge in relation to wildlife and transportation issues in the Canadian Rocky Mountains, the Miistakis Institute established a community-based monitoring (CBM) framework for wildlife and transportation issues in the Crowsnest Pass. The Crowsnest corridor consists of a two lane highway, a railway line and five principle settlements. There are plans to upgrade the highway t o four lanes due to expected increases in traffic volume. Information on spatial and temporal movement patterns of wildlife through the region is essential for the development of effective mitigation strategies to facilitate movement and reduce collisions with vehicles. Road Watch in the Pass is an innovative framework for connecting researchers, citizen volunteers and decision makers through a CBM project to address wildlife transportation issues. It enables citizens to use an interactive Web-based mapping tool (please see www.rockies.ca/roadwatch) to enter wildlife observations along Highway 3. Road Watch is an on-going project started in late 2004 and has proven to be a successful model for engaging volunteers (70 users) and for generating a large dataset of wildlife observations (currently over 4,000 observations). One of the best measures of success has been the use of Road Watch data in a number of land use planning processes and by local citizens to build support for protecting a wildlife movement corridor across Highway 3. In addition, the Road Watch mapping tool has been used as a model by other groups across North America. Some of the challenges of the program are typical of CBM projects, such as engaging new volunteers, keeping existing volunteers motivated, reporting accuracy (location and species) and improving data collection methodology based on scientist and citizen feedback. Overall the Road Watch project demonstrates the value of integrating citizens in monitoring related to Road Ecology issues as well as highlighting the importance of collaboration and adaptive management to address the challenges of integrating volunteers into a research and monitoring program.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Canadian Rockies
KW  - Cooperation
KW  - Crashes
KW  - Data collection
KW  - Land use planning
KW  - Monitoring
KW  - Traffic volume
KW  - Volunteers
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session132.pdf
UR  - https://trid.trb.org/view/1345932
ER  - 

TY  - CONF
AN  - 01558775
AU  - Gerend, Tom
AU  - Jacobs, Tom
AU  - Pool, Lisa
AU  - North Carolina State University, Raleigh
TI  - MARC's Eco-Logical Project: A Regional Approach to Linking Environmental and Transportation Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 779-785
AB  - The nine-county Kansas City region spans two states, 4,423 square miles, and includes approximately 1.9 million residents. Transportation planning studies have projected that, over the next 20 years, the region is expected to see an increase in miles driven and travel times that far exceed the population growth rate. This trend means that it is becoming increasingly challenging for the region to provide transportation options to those living farther from their jobs and other destinations, greenhouse gas emissions are on the rise, and the natural amenities are at risk of being lost to new development and associated infrastructure. The current process of developing a new long-range transportation plan, Transportation Outlook 2040, provides an opportunity to create more sustainable transportation systems that enhance, improve, and restore the environment. To foster greater interagency collaboration and partnerships, improve data sharing, and create more integrated polices, plans, strategies, and actions, the Mid-America Regional Council (MARC), the Kansas City region‟s metropolitan planning organization, is carrying out an Eco-Logical project via a grant from the Federal Highway Administration (FHWA). The Eco-Logical framework supports making infrastructure more sensitive to wildlife and ecosystems through greater interagency cooperation and conservation. MARC's project focuses on three interrelated goals: education, collaboration and ecosystem-based transportation planning. Ultimate project outcomes include the following: i) multi-faceted educational programs structured to foster stronger interagency relationships and understanding of Eco-Logical approaches, ii) the development of a highly collaborative and integrative environmental-transportation planning and consultation process, and iii) a framework to support the creation of a regional, ecosystem-based green infrastructure conservation, restoration and mitigation plan. As interagency collaboration and partnerships are key to the Eco-Logical effort, MARC convened a Linking Environmental and Transportation Planning Advisory Group in early 2008 to oversee the project. The advisory group includes representatives of natural resource agencies, departments of transportation, local municipalities, non-profit organizations, private sector agencies, and other key stakeholder organizations. One outcome of the group to-date is a Linking Environmental and Transportation Planning Action Plan. The action plan, comprising actions for local, regional, and state entities, includes some of the following recommendations: revising planning and funding programs to include scoring criteria for environmental preservation and restoration, collecting better data and utilizing it earlier in the transportation planning process, creating a regional vision to serve as a framework for transportation decision-making, and convening interdisciplinary teams to inform the process. A new way of approaching transportation planning in the Kansas Region is emerging, based on work completed to-date and feedback received thus far through MARC's Eco-Logical project and Transportation Outlook 2040. This vision lays out a road map to achieving a more sustainable regional transportation system, where priority natural amenities are preserved and enhanced, prime agricultural land is retained, fewer greenhouse gases are emitted, air quality is good, and impervious surfaces are minimized. Indicators of success will guide us in measuring our progress towards these goals.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Cooperation
KW  - Ecosystems
KW  - Greenhouse gases
KW  - Kansas City (Missouri)
KW  - Long range planning
KW  - Pollutants
KW  - Regional planning
KW  - Sustainable transportation
KW  - Travel time
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session422.pdf
UR  - https://trid.trb.org/view/1347270
ER  - 

TY  - CONF
AN  - 01558772
AU  - Collinwood, Lucia
AU  - Los, Sietse
AU  - North Carolina State University, Raleigh
TI  - How will Climate Change Affect the Design and Management of the Highways Agency Soft Estate?
SN  - 9780977809448
PY  - 2010
SP  - pp 47-62
AB  - The Highways Agency (HA) soft estate comprises the land adjacent to the Strategic Road Network (SRN) which lies within the highway boundary but is not part of the road carriageway. Originally created to buffer the environmental impacts associated with construction and operation of the active highway environment the land has proven to be exceptionally valuable in terms of ecological habitat and biodiversity with 42% of UKBAP (United Kingdom Biodiversity Action Plan) species and 53% of the UKBAP priority habitats either known to occur or are considered likely to occur within the soft estate. This study is part of a Ph.D. the main author is undertaking on how climate change will affect the design and management of the soft estate. It is chosen to provide baseline information on species richness of the habitat areas within the soft estate environment. This study analyzes the relationship between area size and species diversity using data collected on the Area 7 MAC (Managing Agent Contractor), an area situated in the east midlands of England comprising Leicestershire, Nottinghamshire, Derbyshire and Lincolnshire. Ordinary linear regression shows a significant relationship between area size and species richness on all the roads examined and further establishes that maintaining large contiguous areas is beneficial to species diversity overall. Despite a standard planting mix being used on all the roads the habitat areas diversify over time until a species saturation point is reached. A number of other factors are highlight ed as well which need further study: the effect of management regimes on species diversity, spatial location (in terms of the geographical spread of habitats across the UK), effects of invasive or domineering species, and age of the soft estate. To ensure that the soft estate continues to be a viable ecological asset, active management needs to occur but the question remains as to what is the most appropriate form of management regime to adopt in light of the predicted scenarios of climate change. It is intended that this investigation will be expanded upon in the next phase of the Ph.D. to focus more closely on indicator species as a gauge of habitat type and how these will respond to the alteration of environmental cues (such as temperature and precipitation) resultant of climate change. Once an understanding has been reached on how indicator species and therefore habitats will shift in response to climate change the authors can begin to examine management protocols in order to gain an understanding of how the authors can manage climate induced habitat change.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Biodiversity
KW  - Climate change
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway design
KW  - Roadside flora
KW  - United Kingdom
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session131.pdf
UR  - https://trid.trb.org/view/1345928
ER  - 

TY  - CONF
AN  - 01558765
AU  - Nyman, David
AU  - Barbaro, Henry
AU  - North Carolina State University, Raleigh
TI  - MassHighway Guidance Handbook: Design of Bridges and Culverts for Wildlife Passage
SN  - 9780977809448
PY  - 2010
SP  - pp 283-298
AB  - The Massachusetts Highway Department (MassHighway) has jurisdiction over numerous roadway stream crossings. Existing bridges and culverts, as well as future structures, could potentially affect aquatic and terrestrial wildlife movement along the streams and riparian corridors. MassHighway considers it important to design new and replacement stream crossings to accommodate wildlife passage and prevent adverse impacts to important ecological systems. Therefore, MassHighway is developing guidance for its planning and design staff and consultants to address wildlife passage issues at new and replacement bridges and culverts and to comply with regulatory standards for stream crossings. The guidance handbook is a “work in progress” undergoing review and refinement in coordination with MassHighway staff and state and federal environmental resource agencies. The evolving guidance document addresses the following: (1) Criteria for Wildlife Passage: guidance on planning, selection, and design of new stream crossing structures and the reconstruction or replacement of existing bridges and culverts, with consideration of the needs for wildlife passage. (2) Applicable Regulatory Standards: an overview o f the rationale for integrating wildlife passage elements into the design of bridges and culverts, and a description of the state and federal regulatory framework for developing stream crossing structures that provide habitat connectivity, based on guidance issued in the Massachusetts River and Stream Crossing Standards (2006). (3) Design Approaches : examination of an array of design approaches for conveyance of flows at stream crossings, while accommodating the passage of wildlife. The approaches include the entire range from full aquatic and terrestrial passage, to flood conveyance only, with an emphasis on accommodation to the maximum extent practicable within applicable project constraints. Referenced techniques include clear-span structures, “stream simulation” design, other embedded culvert designs, baffled culverts, and associated upstream and downstream ancillary measures to enhance wildlife movement. The document is not an exhaustive technical reference, but introduces suitable measures and provides citations to technical reference materials for detailed design procedures. (4) Design and Implementation Constraints: identification of common constraints that apply to the development of bridge and culvert designs, particularly at replacement crossings, to enable collection of pertinent information for choosing a structure that would maximize wildlife passage, while addressing other critical design parameters such as flood control, right-of-way limitations, structural integrity, other regulatory requirements, and construction feasibility. (5)  Development and Design Process : explanation of how MassHighway integrates wildlife passage design into its process for project initiation, planning, development, and design. Project planners and designers will use this guidance in conjunction other standard MassHighway technical references to evaluate, select, and design stream crossings for conveyance capacity, structural integrity, and wildlife habitat continuity.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Bridge design
KW  - Culverts
KW  - Ecosystems
KW  - Environmental impacts
KW  - Floods
KW  - Habitat (Ecology)
KW  - Massachusetts Highway Department
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session212.pdf
UR  - https://trid.trb.org/view/1346317
ER  - 

TY  - CONF
AN  - 01558756
AU  - Patrick, David A
AU  - Gibbs, James P
AU  - Popescu, Dan Viorel
AU  - Nelson, Debra A
AU  - North Carolina State University, Raleigh
TI  - Multi-Scale Habitat-Resistance Models for Predicting Road Mortality “Hotspots” for Reptiles and Amphibians
.
SN  - 9780977809448
PY  - 2010
SP  - pp 661-674
AB  - As road networks and traffic volumes increase, road-effects on animal populations are becoming more prevalent. The authors goal was to identify herpetofaunal crossing hotspots on roads and to use this information to prioritize deployment of mitigation efforts. The authors focus was New York State where in a collaborative effort between ecologists and the New York State Department of Transportation, the authors synthesized available literature to predict patterns of habitat use by 10 species of herpetofauna. A geographic information system (GIS) was then used to develop habitat resistance-based models to predict hotspots of herpetofaunal abundance on roads. The authors developed three approaches for prioritizing model output for transportation planners: (1) Categorizing occurrence indices based on five quantities; (2) overlaying the arterial classification code (a measure of traffic intensity) over model outputs, and (3) using the contiguous length of road remaining within specified high occurrence index values. Models were evaluated using field data derived from road surveys. The authors models showed clear differences in the predicted occurrence of species of herpetofauna on roads depending on life-history strategies. Wide-ranging habitat generalists were predicted to have at least some probability of occurrence on most roads in the study area, for example the common snapping turtle, Chelydra serpentina, was predicted to occur on 98% of roads. Conversely, species with limited movement ranges and specific aquatic and terrestrial habitat had more limited distributions, for example the wood frog, Rana sylcatica, was predicted to occur on 43% of roads. Validation data indicated that models were effective tools for predicting occurrence of species with specialized habitat requirements, but that predictions for wide-ranging generalists were less accurate. These data also demonstrated that the use of quantities and the length of continuous hotspots were effective approaches to prioritizing the deployment of mitigation for habitat specialists, with higher densities of animals occurring where there was a higher occurrence index and in longer sections of continuous high occurrence. The authors modeling approach is an effective tool for identifying road-hotspots for herpetofauna, allowing predictions to be made over large spatial extents and with readily available data sources. The authors results suggest that effective mitigation for movement-limited habitat specialists may include spatially and/or temporally targeted approaches such as road-underpasses or temporary signage. For widespread generalist species it is extremely difficult to determine exact locations for mitigation, thus broader-scale approaches such as driver education are likely to be more effective.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - New York (State)
KW  - Road kill
KW  - Roadside fauna
KW  - Traffic volume
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session412.pdf
UR  - https://trid.trb.org/view/1347172
ER  - 

TY  - CONF
AN  - 01558754
AU  - Betsch, Julie K
AU  - Olimb, Sarah K F
AU  - Taylor, Dylan W
AU  - Williamson, Elizabeth R
AU  - North Carolina State University, Raleigh
TI  - A Summary of the Wildlife Linkage and Highway Safety Assessment: A Prioritization and Planning Tool for Western Montana
SN  - 9780977809448
PY  - 2010
SP  - pp 690-701
AB  - Protecting habitat connectivity for wildlife is a management imperative facing agencies and wildlife organizations across the United States. To maintain connectivity and improve highway safety across transportation routes in western Montana, American Wildlands conducted a rapid wildlife linkage and highway safety assessment. This analysis had two primary objectives: 1) to provide a planning tool to direct American Wildlands‘ conservation efforts for protection of habitat connectivity across transportation routes; and 2) to provide data and information useful to agencies and other conservation partners. This assessment used four criteria to identify priority areas: i) road kill concentration areas, ii) important wildlife linkage areas, iii) planned transportation projects, and iv) land ownership as an indicator of the likelihood of conservation success. To complete the analysis, kernel density estimation and percent volume contours were used to identify high concentration areas where there is a dual concern for wildlife and human safety based on elevated numbers of road kill. Additional geographic information system (GIS) data sets were used to further prioritize the potential priority areas. This process resulted in improved understanding of the road kill concentration areas in western Montana as well as a planning document which can be used by both public and private sector entities to improve local and regional planning and coordination. Critical to the success of this project was an engaged advisory group and a focus on delivery of the analysis results and products to the agencies and other partners. To ensure that advisory group members, representing their respective organizations, endorse and utilize the analysis results in their planning processes the authors actively encouraged and incorporated member input into the analysis process and data products. Delivery mechanisms (hard copy reports, GIS data, and web access) were agreed upon by the advisory group and are available with the final report. Continued collaborative efforts between public and private entities will be essential to ensure the appropriate level of conservation dollars and effort to meet protection needs in the identified priority areas. Since the western Montana study can be considered a pilot for a possible statewide initiative, the lessons learned may be used to create an improved product at the statewide level. Additionally, the authors propose this model be considered for application to other western states in need of a wildlife linkage and highway safety planning tool.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Cooperation
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Montana
KW  - Regional planning
KW  - Road kill
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session412.pdf
UR  - https://trid.trb.org/view/1347218
ER  - 

TY  - CONF
AN  - 01558753
AU  - Toledo, Zak
AU  - Sellers, Jennifer
AU  - Fletcher, William
AU  - Ryan, William
AU  - Igloria, Ronan
AU  - North Carolina State University, Raleigh
TI  - Oregon DOT Stormwater Treatment and Management Program: A Framework for Adapting to
Changing Pollutants, Regulations, and Practices
SN  - 9780977809448
PY  - 2010
SP  - pp 431-440
AB  - The purpose of the Oregon Department of Transportation (ODOT) Stormwater Management Program is to provide a framework that can support effective project delivery and adapt to rapidly changing water quality requirements. The Program provides guidance and technical support to planning, design, construction, and maintenance staff to help ODOT enhance project delivery by achieving compliance with state and federal laws and regulations, promoting species recovery, and improving Oregon‘s water quality Stormwater management has increased in complexity and importance for ODOT, the Federal Highway Administration (FHWA), and the natural resource agencies. In May 2006, ODOT, FHWA, the National Marine Fisheries Service (NMFS), Oregon Department of Environmental Quality (DEQ), the U.S. Fish and Wildlife Service (USFWS), the U.S. Environmental Protection Agency (EPA), and the Oregon Department of Fish and Wildlife (ODFW) embarked on a collaborative venture to promote improved management of stormwater, to ensure that all parties are in alignment on expectations for stormwater management, permitting requirements and to enhance streamlined permitting. The primary product of the effort of the multi-agency working group was Stormwater Treatment Guidance, incorporating the Best Management Practices (BMP) Selection Tool, which provides the framework for addressing highway project water resources issues. Technical guidance on stormwater was informed and guided by the results of comprehensive literature reviews. Discipline experts were also consulted during the development of the water quality and flow control (water quantity) design storm definitions. The final selections of the design storms and elements of the BMP Selection Tool were consensus decisions by ODOT, FHWA, and the natural resource agencies. The BMP Selection Tool focuses on selecting preferred (i.e., effective) BMPs for each pollutant of concern. It includes metrics and ratings for treatment effectiveness for pollutants of concern, site suitability and physical constraints, maintenance needs and constraints, and costs. In an attempt to address the issue of varying removal efficiencies reported in the literature, members of the development team agreed that treatment effectiveness be defined in terms of their "primary treatment mechanisms" (or "unit operations or processes") rather than by removal efficiency data reported for specific BMPs. A primary treatment mechanism is that which results in the removal or chemical breakdown of a given compound. The approach identifies a given treatment mechanism that effectively treats a specific target pollutant, and if a BMP employs that treatment mechanism, then by definition the BMP would be considered effective at treating for the pollutants of concern. Ratings of "high, medium, low" are used. The resulting program easily adapts to changing pollutants of concern, BMP technology, and science. If a new pollutant is identified, the response is easy – simply determine the primary treatment mechanism associated with the target pollutant and assign BMPs that operate via that mechanism. New BMPs can be added in much the same way. When "preferred" BMPs (ratings of "high") are selected for projects in the design stage, the resulting review and permit processing are streamlined.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Best practices
KW  - Environmental impacts
KW  - Oregon Department of Transportation
KW  - Pollutants
KW  - Project delivery
KW  - Regulations
KW  - Runoff
KW  - Water quality management
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session222.pdf
UR  - https://trid.trb.org/view/1346353
ER  - 

TY  - CONF
AN  - 01558752
AU  - Smith, Cyndi M
AU  - Pagnucco, Katie
AU  - Johnston, Barb
AU  - Paszkowski, Cynthia
AU  - Scrimgeour, Garry
AU  - North Carolina State University, Raleigh
TI  - Using Specialised Tunnels to Reduce Highway Mortality of Amphibians
SN  - 9780977809448
PY  - 2010
SP  - pp 583-591
AB  - Previous studies identified roads as a source of habitat fragmentation and mortality for amphibians in Waterton Lakes National Park, Alberta, Canada, thus reducing the effects of roads became an important management issue. Vehicle traffic resulted in appreciable mortality of the Linnet Lake population of long-toed salamanders when adult and juvenile animals moved between this breeding site and terrestrial habitats. Tiger salamanders, western toads and red-sided garter snakes have also been killed by vehicles at this location. In spring 2008, drift fences and pitfall traps were installed for about 500 m along both sides of the Entrance Road that runs parallel to Linnet Lake to intercept and capture migrating amphibians attempting to cross the road. Road surveys were conducted daily before dawn for animals that evaded the fencing. Captured long-toed salamanders were marked with visible implant elastomer so a population estimate could be derived using a mark-recapture method and so that individual movement could be detected. Four specialised tunnels (AT500, built by ACO Wildlife) were installed in summer 2008 to allow long-toed salamanders and other small animals to cross safely under the road. Each tunnel is a "box culvert" 600 mm wide x 520 mm high. Each 1-m pre-cast segment was made of polymer concrete with slots that allowed air, moisture and light into the tunnel, creating a hospitable environment for amphibians. Segments were fitted together to span the width of the road (12 m), and set in concrete. Distances between tunnels varied from 80 m to 110 m. Installation took about two weeks; half of each tunnel was installed, traffic re-routed until the concrete set, then the other half was installed. The authors installed remotely-triggered cameras at the roof of each tunnel entrance to record animal movements. Cameras were set to detect motion and also to record images at fixed time intervals. The authors continued monitoring the population, movement patterns, and use of tunnels in 2009. In 2008 the authors captured 445 long-toed salamanders; the population was estimated at 1492 ± 214 adults. The authors also captured 15 tiger salamanders and 21 western toads. Two percent of long-toed salamanders (i.e., 10 of 445 individuals) travelling to or from Linnet Lake died on the road in 2008. Cameras photographed long-toed and tiger salamanders, western toads, and a variety of small mammals using the tunnels from 28 August to November 2008. Relatively few amphibians used the tunnels in 2008, because drift fences were still directing animals into the pitfall traps, and trapped animals were transported across the road. In spring 2009, fences were re-constructed to direct animals to the mouth of the tunnels, with one pitfall trap at the end of each tunnel. To 9 June 2009, 107 long-toed salamanders, moving both to and from the lake, have successfully navigated through the tunnels. Most images of the authors preliminary observations suggest that installation of drift fences effectively reduced road mortality and that the installation of road tunnels provides an effective and safe route of travel for a diversity of animals including long-toed salamanders. Monitoring via trapping and cameras promises to produce a meaningful assessment of the use of tunnels by amphibians and their effectiveness in reducing road mortality in Waterton Lakes National Park.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Alberta (Canada)
KW  - Box culverts
KW  - Fences
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Road kill
KW  - Tunnels
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session233.pdf
UR  - https://trid.trb.org/view/1346989
ER  - 

TY  - CONF
AN  - 01558748
AU  - Giles, Randy
AU  - Golbek, Scott
AU  - Sullivan, Amanda
AU  - Wood, Jerry
AU  - North Carolina State University, Raleigh
TI  - Integrating Ecosystem Needs with Transportation Facility Design: Design Engineering Challenges of the I-90 Snoqualmie Pass East Project
SN  - 9780977809448
PY  - 2010
SP  - pp 675-689
AB  - The Washington State Department of Transportation‘s (WSDOT's) I-90 Snoqualmie Pass East Project (I-90 Project) presents unique engineering design challenges and constraints due to its location along a high mountain pass in Washington State‘s Central Cascades. The topography is one of mountainous peaks and valleys. These steep mountain slopes contain bedrock at varying depths that are subject to deep fissures and cracks with weakened slip planes, which when combined with high annual precipitation and freeze thaw conditions, makes them susceptible to landslides, debris flow, and avalanches. For the first six miles of the project area, I-90 runs along a narrow corridor between the shores of Keechelus Lake and steep cliffs. Since Keechelus Lake is used as an irrigation reservoir, WSDOT must be careful to not impact the lake storage volume. WSDOT must also design work around lake elevation levels that vary by approximately 80 feet, depending on irrigation needs and the annual snow pack. To mitigate lake storage impacts, WSDOT has a no-net loss agreement with the US Bureau of Reclamation (USBR). WSDOT will excavate materials from the lake, which will later be incorporated into the project, to allow for construction. WSDOT also researched historical lake level averages and designed around those variables. WSDOT has been conducting geotechnical drilling on the mountain slopes and in the lakebed to collect data to finalize roadway designs. Early results indicate that there are areas of stable rock and favorable sediment, while other areas contain soft frangible rock and liquefiable soil conditions. As a result, WSDOT altered engineering designs to include replacement stone columns, modified structure foundations, and elevated the road profile in the westbound direction. WSDOT has also committed to address the issue of ecological connectivity as a project need. I-90 has been identified as a physical barrier to the north-south movement of fish and wildlife. Wildlife attempting to cross over the interstate present a safety concern to motorists, and the barrier I-90 forms between upstream and downstream aquatic habitats affects fish passage and hydrologic processes. To meet ecological connectivity needs, WSDOT has worked with many agencies that manage land and resources in the project area to help identify target species, habitat needs, and project constraints. Data gained from these partnerships allowed WSDOT to design bridges and culverts that improve wildlife connections, stream channel migration, fish passage, and habitat designs. In addition, the engineering team has been testing various prototypes of wildlife exclusionary fencing, intended to redirect wildlife away from the interstate to crossing structures, in order to find a design that will withstand winter weather conditions and maintenance operations. Other general engineering challenges include designing the project around the area‘s extreme temperatures and heavy snowfall, which limits the construction season to approximately six months a year, and creating construction detour routes in the narrow project corridor. WSDOT plans to keep two lanes open in each direction during peak travel times as a commitment to the freight community and traveling public. The I-90 Project corridor topography, geology, weather, ecological connectivity commitments, and traffic constraints have presented challenges when trying to integrate transportation objectives with ecological needs. In order to achieve a balance in objectives, the project team will continue to work with other agencies to resolve environmental and design challenges.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Avalanches
KW  - Ecosystems
KW  - Geotechnical engineering
KW  - Habitat (Ecology)
KW  - Highway design
KW  - Landslides
KW  - Passes (Mountains)
KW  - Washington State Department of Transportation
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session412.pdf
UR  - https://trid.trb.org/view/1347173
ER  - 

TY  - CONF
AN  - 01558746
AU  - Eilerts, Bruce D
AU  - Nordhaugen, Siobhan E
AU  - North Carolina State University, Raleigh
TI  - Looking to the Future with Retrofit Options from Lesson Learned
SN  - 9780977809448
PY  - 2010
SP  - pp 25-29
AB  - A statewide inventory and evaluation is in process for existing structures having potential for being modified for usage by wildlife. Using lessons learned from the authors research involving wildlife connectivity and  related reduction of wildlife/vehicle collisions, the authors would apply effective retrofit options in areas that may not be slated for immediate extensive upgrades. Many of these solutions are inexpensive and simple. On a segment of roadway that has a high number of recorded road kill, a targeted retrofit can provide huge safety benefits without a large financial commitment. Several of these cost saving remedies will be discussed. For example, a simple low cost alternative to removing existing right of way fencing and replacing it with traditional elk proof fencing involves the use of fence extensions. By way of another example, utilizing the topography in an area to create slope jump-outs for elk eliminates the necessity of building an actual structure. In times of budgetary constraints, such practices offer an inexpensive means of increasing safety and promoting environmental stewardship
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Arizona
KW  - Benefit cost analysis
KW  - Crashes
KW  - Fences
KW  - Highway safety
KW  - Retrofitting
KW  - Road kill
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session120.pdf
UR  - https://trid.trb.org/view/1345924
ER  - 

TY  - CONF
AN  - 01558741
AU  - Boyles, Stephanie L
AU  - Savitzky, Barbara A
AU  - North Carolina State University, Raleigh
TI  - An Analysis of the Efficacy and Comparative Costs of Using Flow Devices to Resolve Conflicts with North American Beavers Along Roadways in the Coastal Plain of Virginia
SN  - 9780977809448
PY  - 2010
SP  - pp 640-646
AB  - Road damage caused by beavers is a costly problem for transportation departments in the U.S. Population control and dam destruction are the most widely used methods to reduce road damage caused by beavers, but the benefits of such measures in some situations are often very short-term. At chronic damage sites, it may be more effective and cost-beneficial to use flow devices to protect road structures and critical areas adjacent to roads. To determine the potential benefits of using flow devices at chronic beaver damage sites, from June 2004 to March 2006 the authors installed 40 flow devices at 21 sites identified by transportation department personnel as chronic damage sites in Virginia’s Coastal Plain. Following installations, study sites were monitored to determine flow device performance and any required maintenance and repairs. Between March 2006 and August 2007, transportation department personnel were surveyed to collect data on flow device efficacy and comparative costs. As of August 2007, transportation department personnel indicated that 39 of the 40 flow devices installed were functioning properly and meeting management objectives. The costs to install and maintain flow devices were significantly lower than preventative road maintenance, damage repairs, and/or population control costs at these sites prior to flow device installations. Prior to flow device installations, the transportation department saved $0.39 for every $1.00 spent per year on preventative maintenance, road repairs, and beaver population control. Following flow device installations, the transportation department saved $8.37 for every $1.00 spent to install, monitor, and maintain flow devices. Given the demonstrated low costs to build and maintain flow devices, transportation agencies may substantially reduce road maintenance costs by installing and maintaining flow devices at chronic beaver damage sites.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Dams
KW  - Data collection
KW  - Highway maintenance
KW  - Preventive maintenance
KW  - Repairing
KW  - Virginia
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session411.pdf
UR  - https://trid.trb.org/view/1347166
ER  - 

TY  - CONF
AN  - 01558739
AU  - Sielecki, Leonard E
AU  - Puky, Miklós
AU  - North Carolina State University, Raleigh
TI  - Managing an Unpredicted and Unexpected Large Scale Amphibian Migration: Applying Hungarian Experience and Knowledge to Protect Western Toads on a British Columbia Highway
SN  - 9780977809448
PY  - 2010
SP  - pp 728-741
AB  - The plight of amphibians globally is becoming increasingly serious as the adverse impacts to their natural habitats caused by human development are being recognized. Throughout Europe and North America, formerly widespread indigenous amphibian species are becoming increasingly less common. The spatial distributions of some species, once considered ubiquitous throughout large regions of these continents, are becoming limited to progressively smaller and more isolated geographic areas. Where once, large expanses of undisturbed natural environments enabled amphibian populations to remain stable, human activities have resulted in extensive habitat fragmentation and reduced genetic diversity. The elimination of migratory routes between remaining habitats critical for the life cycle stages of amphibians has raised the significance of mitigating the impact of transportation corridors. While large mammals, such as deer, moose and elk have both the physical size and speed to avoid motor vehicles and trains; small, slow moving amphibians are completely vulnerable when attempting to cross transportation corridors. Large mammals can be protected from transportation corridors by the installation of wildlife exclusion fencing and critical habitat connectivity can be maintained to some degree by the construction of engineered crossing structures. Protecting amphibians is a more complicated task due to the greater number of species and their significantly wider range of physical sizes, movement patterns and life cycle characteristics. Consequently, species of amphibians co-existing in the same environments fragmented by transportation corridors may need a diverse range of mitigation strategies in order to survive. However, geographically distinct species from the same genus, with similar characteristics, such as physical size, migration radius, and migration patterns, may be protected with the same types of mitigation measures. In such cases, knowledge and experience collected while protecting a specific amphibian genus on one continent can effectively be used to protect the same genus on another continent. In August, 2007, the British Columbia Ministry of Transportation (BCMoT) was notified of an unpredicted and unexpected, large scale migration of Western toads (Bufo boreas) occurring across a major highway on Vancouver Island in British Columbia, Canada. Although extensive wildlife assessments conducted prior to the design and construction of the highway did not identify the potential for Western toads, an estimated one million toadlets were discovered converging on the highway. The migration was successfully managed in part with expertise developed by researchers at the Hungarian Danube Research Station of the Institute of Ecology and Botany of the Hungarian Academy of Sciences working to protect the same genus in Hungary. Temporary amphibian fencing was immediately installed and a collection system was developed. Approximately 950,000 toadlets were successfully recovered and transported across the highway. As a result of the migration, BCMoT developed a wildlife migration response protocol and initiated Western toad monitoring in the area. Similar migration events, with the same and other amphibian species, have the potential to occur at other locations in Europe and North America. The collection and dissemination of best practices can promote and facilitate the expedient use of existing experience and knowledge developed to protect amphibians on either continent.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal migrations
KW  - Best practices
KW  - Environmental impacts
KW  - Europe
KW  - Frogs (Amphibians)
KW  - Habitat (Ecology)
KW  - Hungary
KW  - North America
KW  - Transportation corridors
KW  - Vancouver Island
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session421.pdf.
UR  - https://trid.trb.org/view/1347221
ER  - 

TY  - CONF
AN  - 01558734
AU  - Van der Grift, Edgar
AU  - Ottburg, Fabrice
AU  - Snep, Robbert
AU  - North Carolina State University, Raleigh
TI  - Monitoring Wildlife Overpass Use by Amphibians: Do Artificially Maintained Humid Conditions Enhance Crossing Rates?
SN  - 9780977809448
PY  - 2010
SP  - pp 341-347
AB  - In the Netherlands wildlife overpass “Groene Woud” is one of the first that aims to provide habitat connectivity for amphibians. In both the design and management of the overpass much attention has been given to create optimal humid conditions for amphibians, including a chain of small pools across the overpass and its access ramps. The question the authors addressed is if the measures significantly improve the use of the overpass by amphibians. The authors monitored amphibians 1-2 times a week at the overpass and in the direct surroundings for three years (2006-2008). The authors analyzed the impact of the overpass adaptations on amphibian use by comparing amphibian numbers in the wetland zone on the overpass with amphibian numbers in the dry zone on the overpass. The authors found that, depending on general weather conditions, the adaptations to maintain a humid environment on the overpass and its ramps significantly improve overpass use by amphibians. As a result wildlife overpasses with special adaptations as implemented at the Groene Woud overpass may become an alternative, and less costly, measure than elevating roads to restore habitat connectivity for semi-aquatic species in wetland areas.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Habitat (Ecology)
KW  - Humidity control
KW  - Netherlands
KW  - Overpasses
KW  - Ramps
KW  - Weather conditions
KW  - Wetlands
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session213.pdf
UR  - https://trid.trb.org/view/1346326
ER  - 

TY  - CONF
AN  - 01558732
AU  - Hardy, Amanda
AU  - Wambach, Deb
AU  - North Carolina State University, Raleigh
TI  - Developing and Piloting an Eco-Logical Approach to Transportation Project Delivery in Montana
SN  - 9780977809448
PY  - 2010
SP  - pp 786-800
AB  - The recent federal guidance entitled "Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects", encourages agencies to strategically and cooperatively target ecosystem-based mitigation toward regional conservation priorities, early in the project planning and review process, thereby prioritizing resource allocation and potentially fulfilling regulatory obligations in advance of final design and construction, thus reducing costly delays in project delivery. Eco-Logical defines ecosystem-based mitigation as “the process of restoring, creating, enhancing, and preserving habitat and other ecosystem features in conjunction with or in advance of projects in areas where environmental needs and the potential environmental contributions have been determined to be greatest.” (Brown 2006) When ecosystem-based mitigation is accomplished early in the planning of infrastructure projects, agencies capitalize on meaningful conservation priorities and opportunities that may be vanishing or becoming prohibitively expensive over time, increasing the cost-effectiveness of the mitigation investments. Simultaneously, advanced mitigation planning can be targeted to fulfill regulatory requirements to avoid costly permitting delays in project development and delivery. Building on the guidance compiled in Eco-Logical, an interagency group in Montana created the "Integrated Transportation and Ecosystem Enhancements for Montana" (ITEEM) process. The broad objective of the ITEEM process is to streamline transportation program delivery while applying more effective ecosystem conservation. More specifically, the goal of the ITEEM process is to collaboratively identify information, issues and opportunities that will be useful in developing alternatives for offsetting adverse impacts associated with multiple transportation projects within a given region. These goals were developed based on the following desired outcomes: (1) Conservation: Protection of larger scale, multi-resource ecosystems; (2) Connectivity: Enhanced or restored habitat connectivity and reduced habitat fragmentation; (3) Early Involvement: Early identification of transportation and ecological issues and opportunities; (4) Cost Efficiency: Making the best use of transportation program funding by focusing mitigation efforts where they would be most effective; (5) Cooperation: Finding solution s acceptable to all participating agencies; (6) Predictability: Knowledge that commitments made early in the planning process by all agencies will be honored – that the planning and conservation agreements, results, and outcomes will occur as agreed; (7) and Transparency: Better stakeholder involvement to establish credibility, build trust, and streamline infrastructure planning and development. Concluding with the unfolding story of the pilot study progress to date, successes and lessons learned of the pilot study will be discussed. It is hoped that this case study provides encouragement and insights to help others develop their own ecosystem approach to streamline transportation project delivery while mitigating adverse impacts where the conservation efforts are most needed.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Conservation
KW  - Ecosystems
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Montana
KW  - Preservation
KW  - Project delivery
KW  - Regional planning
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session422.pdf
UR  - https://trid.trb.org/view/1347272
ER  - 

TY  - CONF
AN  - 01558716
AU  - Demich, Gary F
AU  - North Carolina State University, Raleigh
TI  - 'Sustainable Highway Construction' is Not an Oxymoron
SN  - 9780977809448
PY  - 2010
SP  - pp 752-762
AB  - Sustainable highway construction means applying a broad range of industry-leading sustainable transportation engineering design elements to a major highway project. Building "Green" has become a well-known sustainability concept for office buildings, homes and even manufacturing plants, but it is in its infancy in the highway design and construction industry. "Zero Waste" has become a well-known sustainability concept in the retail product manufacturing industry, but is essentially unheard of for major highway construction projects. This presentation describes a planning and design tool for improving the sustainability of highway projects and an example of its practical application for a proposed 7-mile, $700 million project, the Mid-Currituck Crossing. This will be a Finance-Design-Build-Operate-Maintain major new bridge and highway project for the North Carolina Turnpike Authority (NCTA). NCTA identified a "Waste Free" goal for the entire project, including demolition and construction debris. H. W. Lochner, Inc. has developed an easy-to-apply yet effective Sustainable Transportation Environmental & Engineering Design tool (STEED) to help ensure proper consideration of each of the three components of sustainability: Social, Environmental and Economic, in highway projects of all sizes. Elements of this tool will be presented including their practical application to the Mid-Currituck project. The Mid-Currituck Crossing is expected to be the first major bridge and roadway project to incorporate a broad range of sustainability elements including waste-free goals. It is anticipated that a successful project here will advance the rate of incorporation of sustainability in other transportation construction projects regardless of mode. The number of people living and recreating on the Outer Banks of North Carolina has reached the point where it is no longer possible to conduct a hurricane clearance within North Carolina's maximum standard 18-hour time period. Estimated clearance times for 2004 were nearly 26 hours and would increase to 36 hours by 2045 if nothing were done. The only feasible alternative for providing adequate hurricane clearance capabilities is to build a new corridor to the mainland and improve the capacity of adjacent highways near each end. The NCTA included industry-leading goals in its Request for Proposal. Among them: (1) Adapting the design to include climate change impacts over a 100-year life. (2) Stormwater containment and treatment, including bridge stormwater for a four-mile bridge. (3) Elimination of any off site requirement for wasting of material. (4) Use of recycled materials. (5) Permeable pavements in parking and/or sidewalk situations. (6) Low energy use lighting and non-carbon producing power sources. Potential Waste Free activities being considered that are atypical of new highway construction projects include: (1) Deconstruction of existing facilities for materials reuse rather than typical "wrecking-ball and haul" disposal methods. (2) Reuse/recycling of existing materials from the jobsite on the project, including existing concrete driveway paving, foundations and septic tanks, existing asphalt paving, and uncontaminated wood. (3) Identification of already-existing off-site recycled materials that are stockpiled locally for incorporation into the project. The anticipated results will be a clear demonstration that, in addition to being the right thing to do for future generations, it is financially feasible to incorporate industry-leading levels of sustainable design and operations elements into highway construction projects.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Climate change
KW  - Economics
KW  - Environmental impacts
KW  - Evacuation
KW  - Highway design
KW  - Hurricanes
KW  - Outer Banks (North Carolina)
KW  - Road construction
KW  - Sustainable transportation
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session421.pdf
UR  - https://trid.trb.org/view/1347259
ER  - 

TY  - CONF
AN  - 01558715
AU  - Berg, Joe
AU  - Underwood, Keith
AU  - North Carolina State University, Raleigh
TI  - Regenerative Stormwater Conveyance (RSC) as an Integrated Approach to Sustainable Stormwater Planning on Linear Projects
SN  - 9780977809448
PY  - 2010
SP  - pp 428-430
AB  - Stormwater conveyance practices are grounded in industrial design that neglects integration with system processes, economics, and aesthetics. As a result, the greater volume of runoff from impervious surfaces, coupled with smooth and hardened conveyance systems (e.g., pipes and trapezoidal concrete channels), magnifies and transfers energies to the discharge or outfall. Conventional stormwater outfalls cause erosion, conveyance structures fail, stream channels are degraded, in-stream sedimentation increases the influence of localized erosion upstream and downstream of the outfall, and an increasing spiral of degradation results. Local governments are forced to spend scare public funds on remediation measures. Alternatively, the technique of using stream restoration techniques to create a dependable open channel conveyance with pools and riffle-weir grade controls is a regenerative design since the use of these elements result in a system of physical features, chemical processes, and biological mechanisms that can have dramatic positive feedback effects on the ecology of a drainage area. This approach results in the delivery of low energy storm water discharge, potential volume loss through infiltration and seepage, increased temporary water storage, restoration of lowered groundwater, increases in vernal pool wetland area, improved water quality treatment, improvements in local micro-habitat diversity, and provides a significant aesthetic value. These projects are generally a win-win-win arrangement, as conventional construction practices and materials are more expensive, conventional conveyance provides no environmental benefits and are more difficult to permit, and people generally enjoy the aesthetics associated with a well vegetated channel form when compared to the conventional conveyance alternative.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Drainage
KW  - Ecology
KW  - Erosion
KW  - Habitat (Ecology)
KW  - Infiltration
KW  - Runoff
KW  - Sedimentation
KW  - Seepage
KW  - Wetlands
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session222.pdf
UR  - https://trid.trb.org/view/1346343
ER  - 

TY  - CONF
AN  - 01558707
AU  - Ruediger, William (Bill) C
AU  - Wall, Ken
AU  - Wall, Robin
AU  - North Carolina State University, Raleigh
TI  - New Concepts in Wildlife Habitat Linkage Assessments to Focus Mitigation Measures and Reduce Wildlife Crossing Costs
SN  - 9780977809448
PY  - 2010
SP  - pp 348-362
AB  - One of the greatest concerns State Departments of Transportation (DOT‟s) have is that wildlife mitigation costs will exceed available funds, or that mitigation costs will outweigh the benefits to wildlife and cannot be justified to the public or DOT Commissions. The process the authors describe has been used successfully in Utah and Idaho as part of wildlife habitat linkage assessment and has the potential to substantially reduce wildlife mitigation costs while providing recommendations for effective wildlife crossing structures. It has also been used to “negotiate” solutions to wildlife mitigation on highways where State DOT‟s, resource agencies and/or citizen groups disagree on appropriate mitigation measures. As with the wildlife habitat linkage process, the prioritization of the linkages is an interagency and interdisciplinary decision process. Both processes rely on DOT engineers and resource agency professionals as well as “hands-on” employees such as highway maintenance personnel. The processes also rely on state-of-the-art geographic information system (GIS) data to facilitate decision-making, including road-kill, vegetation, terrain, wildlife habitat and other data. Results in Utah and Idaho suggest that a relatively small proportion of highways rank “high priority” where the highest dollar investments for wildlife mitigation are warranted. Preliminary use of the wildlife habitat prioritization process suggest that a majority of highway mileage will rate out as “no priority” which suggests that transportation and resource agencies agree minimal mitigation measures are appropriate. The entire wildlife habitat linkage assessment and prioritization process took one day per DOT Region in Idaho (approximately 1,200 to 1,700 miles of highway per Region per day). Recommendations for size, type and number of wildlife crossings were made on an interagency and interdisciplinary basis in a matter of days or weeks for US 6 and I-70 in Utah.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Costs
KW  - Decision making
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Idaho
KW  - Road kill
KW  - State departments of transportation
KW  - Transportation planning
KW  - Utah
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1346327
ER  - 

TY  - CONF
AN  - 01558705
AU  - Thompson, Arthur R
AU  - Krohn, Alison
AU  - Poe, Ronald
AU  - Veys, Cynthia
AU  - Wienhold, Carol
AU  - North Carolina State University, Raleigh
TI  - Nebraska Department of Roads Plan for the Roadside Environment
SN  - 9780977809448
PY  - 2010
SP  - pp 251-267
AB  - Changing Nebraska Department of Toad's (NDOR’s) established landscaping approach from primarily beautification into a more ecologically-based program was desired in order to provide more durable and sustainable roadsides. The Plan for the Roadside Environment was created to promote development of roadside landscaping and mitigation designs that use native plant materials and to provide a common base of information for administration and staff. Selecting plant species that are adapted to the varying climatic and physical conditions across the state improves the survivorship of the plantings. The content of the Plan includes the Nebraska Landscape Regions Map, which provides a visual representation of the climate, soils, and ecosystem variability with in the six identified regions. For each of the six individual landscape regions, the Plan contains maps that summarize a variety of ecosystem information, as well as corridor classifications for each highway in the region. Descriptions of each region’s characteristics include components such as hydrology, climate, plant communities, and soils, along with sociological components such as history, land use and economic features. A list of plant species native to the area (grasses, wildflowers, woody shrubs and trees) that are known to do well in the region is included for each region. Additional components include five Roadway Corridor types for the state, which are defined and classified based upon their location, capacity, and traffic characteristics. Landscaping objectives were developed for each roadway corridor type to support the goals of safety, operation, maintenance, and improved environmental quality of the roadway corridors. Implementation of the Plan will include roadside environment consultation and review at the earliest stages of a project's development. During alignment selection, project scheduling, and design reviews, the elements important to the project's landscape region will be discussed and incorporated for best design development. The Plan integrates ecosystem information with highway design, safety, operation and maintenance needs, and presents that information for a broad internal and external audience. The Plan presents a process to establish roadsides that can 1) better overcome the disturbances of construction; 2) withstand the rigors of the Nebraska climate; and 3) perform the landscaping objectives that contribute to safe and sustainable roadsides while complementing the surrounding landscape
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Ecosystems
KW  - Environmental impacts
KW  - Landscape design
KW  - Nebraska
KW  - Regional planning
KW  - Roadside flora
KW  - Roadside improvement
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session211.pdf
UR  - https://trid.trb.org/view/1346182
ER  - 

TY  - CONF
AN  - 01558701
AU  - Horton, Michael
AU  - North Carolina State University, Raleigh
TI  - Endangered Species Act Section 7 Consultation and the US Fish and Wildlife Service‟s Information,
Planning, and Consultation (IPaC) System
SN  - 9780977809448
PY  - 2010
SP  - pp 141-142
AB  - Section 7(a)(2) of the Endangered Species Act requires Federal agencies (and their applicants) to consult with the Fish and Wildlife Service regarding any actions to be authorized, funded, or carried out that may affect listed species or designated critical habitat. One of the mo st effective methods of streamlining the consultation process and reducing the need for project modifications is for action agencies, applicants, and the Service to engage in early coordination during the project design phase to develop methods of integrating proposed activities with the conservation needs of listed species. The Service is currently developing an internet-based information, planning, and consultation system, the IPaC system, that can be used to obtain natural resource information screen out projects that will not affect listed species, construct needed consultation documents, complete the requirements of informal section 7 consultation, expedite formal section 7 consultation, and better integrate section 7 consultation with action agencies’ other environmental review processes, such as National Environmental Policy Act (NEPA). System development is currently supported by the Department of Homeland Security through Customs and Border Protection. The first phase of IPaC is currently being tested and employed along the Mexico border for Customs and Border Protection activities.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Endangered species
KW  - Endangered Species Act
KW  - Environmental design
KW  - Environmental impacts
KW  - Environmental streamlining
KW  - Habitat (Ecology)
KW  - Project management
KW  - Transportation planning
KW  - U.S. Fish and Wildlife Service
KW  - Websites (Information retrieval)
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session141.pdf
UR  - https://trid.trb.org/view/1345948
ER  - 

TY  - CONF
AN  - 01558697
AU  - Kintsch, Julia
AU  - Bailey, Connor
AU  - North Carolina State University, Raleigh
TI  - Are We There Yet? A Case for Spatially Explicit Linkage Modeling for Integrative Conservation Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 333-340
AB  - While a number of states have completed statewide connectivity mapping to identify landscape-scale linkages, the level of detail involved in such mapping varies greatly from state to state. A few states, such as Arizona, have conducted detailed modeling process from the outset of their linkage assessment processes. More typical is the example of states like Colorado, where broad linkage arrows representing connections across the landscape were identified, but without defined spatial extents, or that of New Mexico and Utah, where stretches of highway with pronounced wildlife conflicts were identified, but without consideration for the broader landscape linkage. These connectivity assessments are an important first step; however, without refined linkage modeling, these broad-scale assessments are not sufficiently detailed for integration into project-level transportation planning, county zoning, or public lands management. The authors sought to fill this gap in Colorado by conducting in-depth linkage modeling to give defined spatial extents to wildlife linkages identified in the statewide connectivity assessment. The authors adapted the Corridor Design methodology-a freeware geographic information system (GIS) tool developed by researchers at Northern Arizona University--for this purpose. The ArcGIS tool encompasses a series of spatial analyses that walk the user through steps to define suitable habitat for target species, identify core areas, map the optimal corridors between core areas. The authors team made several adjustments to the standard Corridor Design methodology to better address the needs and concerns. These adaptations include mapping key habitat rather than protected lands to define core habitat; reconsidering linkage width as a gradation of „costs‟ for animals moving across the landscape rather than delimiting a „biologically best corridor‟; and instead of assuming that all portions of the linkage are equally important for all specie s considered in the linkage area by merging single-species linkages to create a single multi-species linkage at a given location, the authors encourage planners to review linkages both individually as well as overlaid with one another. The resulting models allow consideration of connectivity needs on a species-by-species basis, while also evaluating how mitigation can be designed for the greatest benefit to multiple species. This modeling effort resulted in spatially-explicit wildlife linkage data for seven species of greatest conservation need and other species of management concern to the Colorado Division of Wildlife. These data have numerous applications in protecting and restoring habitat connections for wildlife, particularly as wildlife seek to adapt to climate changes and ecosystem shifts. Current applications for the linkage models include, targeting wildlife concerns in transportation project planning and design, including the Interstate 70 highway reconstruction project; county-level zoning and transportation planning; and identifying areas of concern for the Western Governors‟ Association's Wildlife Corridors Initiative and the Western Renewable Energy Zones Initiative.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Arizona
KW  - Climate change
KW  - Colorado
KW  - Ecosystems
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - New Mexico
KW  - Transportation planning
KW  - Utah
KW  - Wildlife
KW  - Zoning
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session213.pdf
UR  - https://trid.trb.org/view/1346325
ER  - 

TY  - CONF
AN  - 01558696
AU  - Osowski, Sharon L
AU  - Danielson, Jeff
AU  - Schwelling, Steve
AU  - German, Duane
AU  - Gilbert, Steve
AU  - Lueckenhoff, Dominique
AU  - Parrish, David
AU  - Ludeke, A Kim
AU  - Bergan, Jim
AU  - North Carolina State University, Raleigh
TI  - Texas Ecological Assessment Protocol (TEAP): Eco-Logical information for Transportation Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 801-811
AB  - Texas Environmental Resource Stewards (TERS) was established to seek greater federal and state interagency collaboration particularly regarding transportation issues. TERS agencies agreed to (1) develop a scientifically valid, ecosystem prioritization protocol for Texas; (2) apply this protocol to existing, available data using geographic information system (GIS); and (3) demonstrate the protocol to identify areas of highest ecological importance in Texas. TEAP evaluates the following three ecological criteria: (1) Diversity: What areas have the most diverse land cover? (2) Rarity: What areas have the highest number of rare species and land cover types? (3) Sustainability: What areas can sustain ecosystems now and in the future? These three layers were combined into a composite map that shows where ecologically important areas occur in Texas. Most of the ecologically important (1%, 10%) areas are located in Chihuahuan Desert Basin and Range, Stockton Plateau, and Rio Grande Plain ecoregions. Other areas that have high or moderately high ecologically important areas are the Edwards Plateau and the southern portion of the Mid Coastal Plains Western Section. Conversely, the most threatened areas are in the Blackland Prairies, Oak Woods and Prairies, Central Gulf Prairies and Marshes, and Louisiana/Eastern Gulf Prairies and Marshes ecoregions which TEAP indicates have the least sustainable ecological areas. The Nature Conservancy (The Conservancy) performed an independent accuracy assessment on the TEAP comparing the composite scores and The Conservancy portfolio sites. This assessment that showed that those areas ranked as highly important ecologically by TEAP corresponded to areas identified as very ecologically important in The Conservancy portfolio. The results of TEAP provide a tool for use in project planning and for reducing very large corridors to more manageable areas for more detailed field investigation. Identification of ecologically important areas in each ecoregion can be used as a tool to support ecosystem-driven mitigation sequencing (avoidance of impacts, minimization, and then compensation) and conservation planning throughout the state. TEAP can also be used to find high quality habitat remnants in all ecoregions in Texas. The TEAP is intended to be a supplemental tool for agency use, not to circumvent or replace agency policies, processes, or regulations.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Biodiversity
KW  - Conservation
KW  - Ecosystems
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Policy analysis
KW  - Sustainable development
KW  - Texas
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session422.pdf
UR  - https://trid.trb.org/view/1347273
ER  - 

TY  - CONF
AN  - 01558695
AU  - Sawaya, Michael A
AU  - Clevenger, Anthony P
AU  - North Carolina State University, Raleigh
TI  - Using Noninvasive Genetic Sampling Methods to Assess the Value of Wildlife Crossings for Black and Grizzly Bear Populations in Banff National Park, Alberta, Canada
SN  - 9780977809448
PY  - 2010
SP  - pp 702-715
AB  - The section of the Trans-Canada Highway (TCH) that bisects Banff National Park, Alberta supports the highest volume of traffic of any road in the North American national park system and is also the location of one of the most extensively-studied systems of wildlife crossing structures in the world. Wide-ranging carnivores, such as grizzly (Ursus arctos) and black bears (U. americanus), are vulnerable to road mortality and habitat fragmentation caused by roads such as the TCH. In order to mitigate these negative impacts on wildlife, 23 crossing structures have been constructed across the TCH. Over twelve years of intensive study of these wildlife crossings has shown they reduce mortality and maintain wildlife movements. Track pads have recorded both bear species crossing the TCH on 1764 occasions, but the number of different individuals using the crossings, their genders and the demographic and genetic benefits of the crossings for populations remain unknown. In 2004 and 2005, a pilot study was conducted at two of the crossing structures to evaluate the feasibility of using a barbed wire hair-sampling system to determine the number of individual male and female grizzly and black bears using the wildlife crossings. Based on the results of that pilot study, a three-year research project was initiated in 2006 to assess the conservation value of wildlife crossing structures for grizzly and black bear populations in the Bow Valley of Banff National Park. The hair sampling system was installed at 21 of 23 of the crossing structures to determine the total number of male and female bears using the crossings and the populations of grizzly and black bears in the Bow Valley surrounding the TCH were also sampled using a combination of hair snares and rub tree surveys. The genetic information derived from the hair samples will be used to: assess the effectiveness of different types of crossing structures, estimate the population sizes for both bear species in the Bow Valley, calculate the proportion of the population using the crossings and quantify the level of movement and gene flow across the TCH. This paper highlights some results from the authors 3-year evaluation of the demographic and genetic benefits of wildlife crossings for bear populations in Banff National Park. All three (3) of the noninvasive genetic sampling methods that the authors used proved successful at obtaining individual ID‘s and genders. In 2006, 11 grizzly bears (4 females, 7 males) and 11 black bears (5 females, 6 females) were identified from the samples collected at the crossing structures and 40 black bears (16 males, 24 females) and 63 grizzly bears (37 males, 26 females) were identified from the samples collected from the hair snares and rub trees. A total of 17% (n=11) of all grizzly bears and 25% (n=11) of all black bears were identified using the crossings. The conservation value of wildlife crossings must be assessed at the population level so that biologists and engineers can make informed decisions regarding the incorporation of wildlife overpasses and underpasses in transportation systems.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Banff National Park
KW  - Data collection
KW  - Demographics
KW  - Gender
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Population movements
KW  - Road kill
KW  - Trans Canada Highway
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session412.pdf
UR  - https://trid.trb.org/view/1347219
ER  - 

TY  - CONF
AN  - 01558690
AU  - Gartshore, Geoffrey
AU  - Thompson, Gillian
AU  - Harrington, Alex
AU  - Cox, Charlotte
AU  - Scott, Martin
AU  - Craig, Brian
AU  - Jongerden, Paula
AU  - Levick, Rick
AU  - North Carolina State University, Raleigh
TI  - Long Point World Biosphere Reserve Causeway Improvement Plan, Port Rowan Ontario: Benefits for Wildlife Movement, Species at Risk, Traffic and Pedestrian Safety
SN  - 9780977809448
PY  - 2010
SP  - pp 30-46
AB  - The Long Point World Biosphere Reserve (LPBR), located on the north shore of Lake Erie in the Province of Ontario, is one of Canada‟s most significant regions for herpetofauna. The Big Creek National Wildlife Area, within the LPBR, is a wetland refuge for animals in a fragmented landscape. The wetlands provide ha bitat for Species at Risk in Canada including the endangered Spotted Turtle (Clemmys guttata), and the Threatened Blanding‟s Turtle (Emydoidea blandingii) and Eastern Fox Snake (Elaphe vulpina gloydi), and federally and provincially designated Species of Concern such as the Map Turtle (Graptemys geographica geographica) and Eastern Milk Snake (Lampropeltis triangulum triangulum). The Long Point causeway is a vital community and recreational link that connects the mainland to the cottage community on Long Point. Constructed in 1927, the causeway disrupted natural hydrological processes and impeded wildlife movement between the wetlands and Long Point Inner Bay. The causeway is rated one of the fifth highest turtle mortality zones in the world, and has been responsible for over 10,000 wildlife mortalities in one year (including amphibians). The Long Point World Biosphere Reserve Foundation leads a multi-agency and NGO Steering Committee with the objectives of reducing wildlife road mortality, restoring hydrological connections, providing for safe wildlife movement between Big Creek Marsh and Inner Bay, and providing improved traffic and pedestrian safety. Ecoplans Limited, a Canadian Environmental consulting company with expertise in road ecology, was contracted to develop practical short and long term solutions to address the above-noted objectives. Ecoplans Limited worked closely with the Steering Committee to assess existing research on target wildlife species and movements, solicit public and stakeholder feedback, and prepare a recommended Causeway Improvement Plan that was presented to the public in 2008 (see www.longpointcauseway.com). The Causeway Improvement Plan embodies the following key elements: 1) provide an ecopassage system (culverts/bridges and funnel walls) to provide safe wildlife movement across the causeway; 2) re-establish the hydrological connection between the marsh and the Inner Bay; 3) provide supplementary turtle nesting habitat; 4) provide a safer roadway cross-section (and trail opportunities) for both local residents and visitors to the wetland; 5) provide signage to raise public awareness; 6) calm traffic; 7) provide temporary measures; and 8) monitoring. Temporary measures were implemented in 2008 until funding is available to implement the remaining stages of the project (Class Environmental Assessment, Detailed Design, and Construction). These included installation of temporary silt fencing to restrict the movement of animals onto the road and an associated monitoring program, turtle habitat enhancement work, and a vigorous public awareness campaign including mobile/active road signage and display boards. Preliminary road mortality monitoring results indicate a decrease in the number of animals killed on the causeway in summer/fall 2008. The results from current monitoring of wildlife activity associated with the silt fencing will be utilized in the permanent mitigation strategy. Public interest in the recommended Improvement Plan has been strong to date. Once the causeway upgrading is completed, monitoring of the mitigation measures will be a key benefit to ongoing road ecology research throughout the world.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Causeways
KW  - Endangered species
KW  - Habitat (Ecology)
KW  - Lake Erie
KW  - Long Point World Biosphere Reserve
KW  - Ontario (Province)
KW  - Pedestrian safety
KW  - Road kill
KW  - Traffic safety
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session120.pdf
UR  - https://trid.trb.org/view/1345925
ER  - 

TY  - CONF
AN  - 01558688
AU  - Pettler, Amy
AU  - Penrod, Kristeen
AU  - Winters, Karin
AU  - Erickson, Gregg
AU  - North Carolina State University, Raleigh
TI  - California Essential Habitat Connectivity Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 239-244
AB  - SAFETEA-LU (Safe, Accountable, Flexible, Efficient, Transportation Equity Act – A Legacy for Users) section 6001 (Metropolitan Transportation Planning) more specifically referred to as Title 23CFR 450.316 and 450.322 addresses consultation and cooperation requirements between State and regional Metropolitan Transportation Planning organizations (MPOs) and contains the requirement to discuss potential environmental mitigation activities in Regional Transportation Plans (RTP). To implement these sections of the Act, transportation planners and MPOs need appropriate data to effectively incorporate natural resource planning into transportation plans. The California Essential Habitat Connectivity Project developed a model to delineate natural landscape blocks and essential connectivity areas for habitat and wildlife throughout the state of California that will provide a vital data set at an appropriate scale to be useful for a variety of transportation and land use planning decisions and projects. Many data sets exist at several different scales and are successfully analyzed at the project level to evaluate specific impacts to a particular resource. However, while some connectivity analyses have been completed for some regions in California, there has been no comprehensive wildlife connectivity analysis completed statewide. Successful modeling of wildlife corridors or connectivity has been conducted in more localized areas of the state, but different methods were used in different parts of the state. Some models were more transparent in their design than others; some were based on habitat integrity while others utilized focal species. Some included local area or species expert input while others did not. This Project was initiated to model natural landscape blocks and essential habitat connectivity areas in the state of California and to establish an approach that is repeatable and developed in coordination with major land managers and regulatory agencies. While essential habitat connectivity information is needed in transportation planning per SAFETEA-LU, Caltrans is aware that integrated planning cannot be done with the sole focus of transportation planning needs in mind. Through a partnership between California Department of Transportation (Caltrans) and California Department of Fish and Game (DFG), a scope for this project was developed and received funds through the State Planning and Research special projects program. The project was developed with the following steps outlined: (1) establish a multidisciplinary team (MDT) that includes land management agencies, infrastructure agencies and wildlife or regulatory agencies; (2) construct a statewide wildlife habitat connectivity map using a Geographic Information System (GIS) based modeling approach; (3) identify criteria and priorities for connectivity analyses; and (4) develop a strategic plan that will outline the framework necessary to complete connectivity analyses on a local or regional level. This project and its’ final products is scheduled for completion in February 2010. The role of the MDT was to help shape the end products of this project by identifying their needs and uses for the products. Some members of the MDT volunteered to assist the project team in making key technical decisions regarding the products. These volunteers were called the Technical Advisory Group (TAG), who provided input on model preferences and criteria selection to inform the model, evaluated the results of the GIS model, and assisted with the development of a prioritization framework. The strategic plan was developed with ongoing input from the TAG and MDT. This team worked together to develop the products and provide consensus on the framework and approach that was used.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - California
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Land use planning
KW  - Metropolitan planning organizations
KW  - Regional planning
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Strategic planning
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session211.pdf
UR  - https://trid.trb.org/view/1346060
ER  - 

TY  - CONF
AN  - 01558687
AU  - Casper, Craig T
AU  - Landon, Melissa A
AU  - Crist, Patrick J
AU  - Walker, Doug
AU  - North Carolina State University, Raleigh
TI  - Moving Toward Sustainability – Case Studies in Integrating Land Use, Conservation, Transportation, and Community Planning
SN  - 9780977809448
PY  - 2010
SP  - pp 11-24
AB  - The Pikes Peak Area Council of Governments (PPACG) Moving Forward metropolitan transportation planning process introduced a Strategic assessment planning framework to the Pikes Peak region. This framework was selected because it integrates multi-disciplinary qualitative and quantitative information from technical expert s and regional stakeholders to determine and weight objectives and indicators within the evaluation process. In order to implement this framework the regional modeling system was updated and several new technical tools added; including Natureserve‟s Vista for habitat conservation, and Placeways‟ CommunityViz for community impact evaluation. PPACG received funding from the Federal Highway Administration (FHWA) to investigate integration and initial application of these planning tools at the regional level. Both the biological impacts of potential transportation investments and potential locations of regional mitigation sites were determined by integrating conservation planning concepts, planned land uses, and transportation planning concepts using Vista software. A matrix was created to describe the compatibility of each conservation species (selected to represent a larger conservation objective) with each land use class. The analyses found that, given current urban development, there should already be serious concerns about the long-term viability of some species and that some rare and imperiled species face significant threats from planned developments. The initial output was reviewed and refined by Colorado Natural Heritage Program ecologists in order to map ecologically relevant areas of conservation importance. This information was then incorporated in the CommunityViz growth scenarios. Several future socio-economic scenarios and their respective conditions were developed. The analyses in CommunityViz showed two key factors in the growth and development pattern of the study area. First, it showed that increasing density to support an increased transit system can concentrate growth around transportation corridors meeting or approaching transportation, social and economic goals from public input within the timeframe of the long-range plan. It also showed that a conservation plan could be applied in conjunction with this transit-oriented development to achieve publicly stated conservation goals. Combining transportation and conservation planning could successfully focus development around city centers while relieving development pressure on land that is necessary to meet conservation goals. The best scoring alternative was not adopted by the elected leaders in the region due to its dependence on changed land uses. The reason for this is that land uses are outside the purview of metropolitan planning organization (MPO). However, several smaller projects resulted from the enhanced communication, including the Colorado Department of Transportation (CDOT) and the Colorado Springs Stormwater Enterprise each moving water quality mitigation project locations to co-locate with a developer‟s project. This mitigation effort will create more total ecological benefit and an additional cultural amenity. The primary outcome of the PPACG process is that both citizens and decision-makers are better informed regarding the tradeoffs between transportation investment decisions and other planning and development decisions that were previously made in isolation.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Investments
KW  - Land use
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Pikes Peak Area Council of Governments
KW  - Regional planning
KW  - Strategic planning
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session120.pdf
UR  - https://trid.trb.org/view/1345789
ER  - 

TY  - CONF
AN  - 01558686
AU  - Kociolek, Angela V
AU  - Huijser, Marcel P
AU  - Galarus, Doug
AU  - Taylor, Dylan W
AU  - Kintsch, Julia
AU  - North Carolina State University, Raleigh
TI  - Motorists as Citizen Scientists: The Benefits of a Wildlife Reporting Website
SN  - 9780977809448
PY  - 2010
SP  - pp 116-129
AB  - In a growing number of states, wildlife-vehicle collisions are a top safety issue that generates interest with the public and the media. State Highway 75 near Ketchum, Idaho (SH- 75), Interstate 90 near Bozeman, Montana (I-90), and Interstate 70 near Vail, Colorado (I-70) are examples of roads that concern the public and officials about collisions with large mammals. Inspired by the Canadian "Road Watch in the Pass" project, the Western Transportation Institute (WTI) designed a wildlife reporting website so the public may enter their wildlife sightings (dead or alive). Live animal observations are important in order to get a clearer picture of wildlife use in the roadway corridor. Live animal observations are also more difficult to obtain. Therefore, a network of motorists/citizen scientists can supplement traditional data sources; however, there are potential biases and limitations of citizen science. The website also provides information about the road mortality problem and potential mitigation measures. During a deer/elk-vehicle collision (DEVC) study on SH-75, 312 public reports were logged on the "Ketchum on the Road" website be tween March 28, 2007 and March 24, 2008. Two hundred fifty six of the reports were considered to be related to separate events (i.e. they were "unique") and within the scope of the study. Live reports were of black bear, (escaped) bison, coyote, mule deer, white-tailed deer, elk, moose, red fox, and wolf. Road mortality reports were of deer, elk, red fox, raccoon, skunk, domestic dog, bird, and unknown animals. In addition to using the public’s reports, the study also relied on crash data (Idaho Highway Patrol), carcass data (Idaho Transportation Department), and road mortality data from four ten-day surveys (once per season) conducted during the study period (WTI). A minimum of 134 deer and elk were estimated to have been killed by traffic in the 26-mile section (an average of 5 carcasses per mile/year) after analyzing all data sources for 2007 only and accounting for replicate reports between sources. This minimum estimate of 134 DEVCs is considerably higher than previous annual estimates of 30-50. The website and systematic surveys likely account for the dramatic increase in the number of carcasses detected. Only 51% of the DEVCs were reported in agency databases. The public reported 38 unique deer and elk carcasses (28% of total) not accounted for by any other method. The findings show that the public’s wildlife reports from SH-75 in Idaho (1) reduced underestimation of DEVCs, (2) suggest that the need for mitigation is greater than previously thought, (3) bring attention to species smaller than deer that a re also killed by traffic, and (4) help identify locations of live animals on or near the road and locations with potential successful crossings. In October 2008, WTI’s wildlife reporting website was modified for American Wildlands’ "I-Spy on the Pass" project along I-90 in Montana. The website template will also be adapted for the "I-70 Wildlife Watch" project in Colorado by fall 2009. For both of these projects, the website, and the citizen science data it generates, aims to (1) supplement existing agency road mortality databases with information on live animals on or alongside the road, (2) provide a venue for engaging local communities, and (3) aid in the development of mitigation recommendations for wildlife. Based on the past and ongoing data collection efforts we conclude that using motorists’ observations via a wildlife reporting website is an effective way to boost data collection and increase support for mitigation measures.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Bozeman (Montana)
KW  - Cooperation
KW  - Crash data
KW  - Crashes
KW  - Databases
KW  - Deer
KW  - Drivers
KW  - Highway safety
KW  - Ketchum (Idaho)
KW  - Public participation
KW  - Road kill
KW  - Vail (Colorado)
KW  - Websites (Information retrieval)
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session132.pdf
UR  - https://trid.trb.org/view/1345945
ER  - 

TY  - CONF
AN  - 01558684
AU  - Colley, Christine
AU  - North Carolina State University, Raleigh
TI  - Development and Utilization of a Regional Invasive Plant Species Database at the New York State Department of Transportation
SN  - 9780977809448
PY  - 2010
SP  - pp 567-581
AB  - In a 2003 the International Conference on Ecology and Transportation (ICOET) abstract submission, the New York State Department of Transportation (NYSDOT or the Department) outlined a Ten-Point Invasive Species Management Plan. Two of the ten components detailed in the plan included; the field and Geographic Information System (GIS) mapping of existing invasive species populations and, the integration of invasive species identification and analysis as a part of the Department's normal National Environmental Policy Act (NEPA) and State Environmental Quality Review Act (SEQRA) processing of capital improvement projects (CIPs) (Falge, et al, 2003). In the years following the submission of the 2003 ICOET paper, the Department has actively engaged environmental staff in the acquisition of spatial data on invasive species within Department owned right-of-ways (ROWs). This paper will discuss the development and utilization of a region-wide invasive species database. It will also explore the methods the Department has used to include geographic data on invasive species into CIPs. Invasive species data collection has been incorporated into the Department's Asset Management initiative. Initial planning for the development of an invasive species database included intra and inter agency coordination, a literature review to determine best management practices and coordination with Operations personnel to determine how to increase the database‟s functionality and usefulness. A prioritized list of corridors for targeted data collection was developed and data collection began in the summer of 2006. The collected data is archived on a regional server and embedded into an ArcMap document called the “environmental viewer”. The Department‟s environmental staff uses the environmental viewer to make environmental assessments during project scoping. In 2008, the acquisition of invasive species spatial data was expanded to include data for capital improvement projects (CIPs). CIPs are reviewed for asset management data collection opportunities at all stages of project development. Invasive species data collected for a CIP fall into two categories; pre-construction data and post-construction data. Pre-construction data are used by design engineers to provide quantities for cost estimates or to highlight locations on the plans the contractor should avoid during construction. Post-construction data are used by the environmental staff to measure the success of invasive species control efforts. Invasive species data is collected using a Trimble® GeoXT™ 2005 unit. Databases developed before 2008 were created using ArcPad 7.0/7.1. Currently, the Region uses TerraSync™ software on the Trimble® GeoXT™ unit and Trimble® GPS Pathfinder® Office for data post processing. Exported shapefiles are converted to CADD format and incorporated into Microstation® design files. The development and use of geospatial data on invasive species in capital project planning and design has been beneficial. It has increased the accuracy of quantity take-offs for invasive species control item numbers in capital projects, provided the environmental staff with a tool to track the spread of invasive species after a construction project, increased the Department's compliance with NEPA and SEQRA regulations and helped Department's Operations staff ensure that their activities do not advance the spread of targeted invasive species.  The region will continue to collect global positioning system (GPS) data on invasive species. This data is integral to the planning and design of capital projects and maintenance activities. The regional environmental staff continue to look for ways to expand the utility of the database.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Asset management
KW  - Before and after studies
KW  - Costs
KW  - Data collection
KW  - Databases
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Invasive plants
KW  - National Environmental Policy Act
KW  - New York State Department of Transportation
KW  - Right of way (Land)
KW  - State Environmental Quality Review Act
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session232.pdf
UR  - https://trid.trb.org/view/1346976
ER  - 

TY  - CONF
AN  - 01558668
AU  - Bacher-Gresock, Bethaney
AU  - Schwarzer, Julianne Siegel
AU  - North Carolina State University, Raleigh
TI  - Eco-Logical: An Ecosystem Approach to Developing Transportation Infrastructure Projects in a Changing Environment
SN  - 9780977809448
PY  - 2010
SP  - pp 763-778
AB  - The development of infrastructure facilities can negatively impact critical habitat and essential ecosystems. There are a variety of techniques available to avoid, minimize, and mitigate negative impacts of existing infrastructure as well as future infrastructure development. However, such techniques may not always provide the greatest environmental benefit or may do very little to promote ecosystem sustainability. Concern for ecosystem protection, along with legislation and policy initiatives aimed at fostering an ecosystem-based approach, led an Interagency Steering Team to collaborate over a three-year period to write Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects. The Steering Team shared a vision of an enhanced and sustainable natural environment combined with the view that necessary infrastructure can be developed in ways that are more sensitive to terrestrial and aquatic habitats. Eco-Logical encourages all partners involved in infrastructure planning, design, review, and construction to use existing flexibility in regulatory processes. The Eco-Logical publication puts forth a conceptual framework for integrating plans across agency boundaries and endorses ecosystem-based mitigation–an innovative method of mitigating infrastructure impacts in today‟s changing environment. To test the concepts presented in Eco-Logical, the Federal Highway Administration‟s (FHWA) Office of Planning, Environment, and Realty initiated a grant program in 2007. Of the 40 applications from across the country, FHWA funded 14 cooperative agreements and 1 interagency agreement, totaling approximately $1.4 million. The number and diversity of applications indicate a changing climate in the field of transportation with a shift to more ecologically sensitive planning. The selected grant projects incorporate tools and techniques ranging from the integration of environmental considerations in the transportation planning process to the use of Geographic Information Systems (GIS) and public involvement to integrate infrastructure and conservation plans. For example, one project tests and demonstrates how interagency partnerships and a willingness to adapt existing processes can enhance cultural and environmental stewardship in the long-range transportation planning process. The grant recipients represent state and local departments of transportation, federal and state resource agencies, Metropolitan Planning Organizations (MPOs), local governments, Non-Governmental Organizations (NGOs), and one university. Initial findings from the grant program indicate a successful integration of ecologically sensitive principles into infrastructure planning and project development. By creating and using data-driven tools and processes, the Eco-Logical grant projects show that partnering with resource agencies and stakeholders early in the planning and project development processes enhances the preservation of high-functioning ecosystems.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Ecosystems
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Sustainable development
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session422.pdf
UR  - https://trid.trb.org/view/1347266
ER  - 

TY  - CONF
AN  - 01558664
AU  - Shipley, Holly P
AU  - North Carolina State University, Raleigh
TI  - Intercounty Connector (ICC): Environmental Compliance Management Using Integrated Technologies to Provide Context Sensitive Solutions
SN  - 9780977809448
PY  - 2010
SP  - pp 143-158
AB  - Currently the only east/west limited access highway is Interstate 495 (Capital Beltway) where gridlock is the norm resulting in significant safety and economic impact to the rapidly growing region. Public debate over the Intercounty Connector (ICC) $2.4 billion 18.8-mile new alignment design/build (D/B) project to relieve congestion in the northern suburbs of Washington D.C. has spanned 50 years, resulting in three separate Federal National Environmental Protection Agency (NEPA) studies, culminating with ROD approval in January 2006. As one of the most environmentally regulated project in Maryland’s history, obtaining the necessary approvals required the Maryland State Highway to commit to unprecedented levels of environmental management, review and oversight plan. For the 5 separate contracts, the project structure includes a General Engineering Consulting team (GEC) which provides primarily environmental design and construction quality assurance reviews, Independent Environmental Monitor team (IEM), and an environmental management team providing environmental permit compliance and quality oversight for design/build contracting team. To encourage natural resource avoidance and minimization, and successful erosion and sediment control performance, monetary incentives and disincentives are included . To many this level of environmental oversight would seem over-the-top and a waste of taxpayers’ funds but on a $2.5 billion dollar, 18.8- mile new alignment D/B highway project, the efforts are paying considerable environmental dividends including shifting the paradigm of an industry. As pioneers on this new approach for the first ICC contract, the Intercounty Constructors (IC) Environmental Compliance Team (ECT) found itself developing new environmental processes, approaches and systems as a member of the contractor team and in partnership with the client and regulatory agencies. As part of the contractor D/B team, the authors role is to ensure the D/B team meets the project permits, compliance requirements and commitments, obtain maximum incentives for avoidance/minimization efforts and for Erosion & Sediment Control (ESC) compliance along with providing full time design environmental reviews and construction quality control oversight. The ECT had to develop a system to track design and construction processes that could integrate with multiple systems and programs, could easily transfer data in real-time, would be a valuable tool in compliance and avoidance/minimization analysis and would keep the contractor and reviewing agencies informed to avoid critical time delays. The authors found that the use of an integrated environmental documentation management system that integrates web-based and geographic information system (GIS) technologies, and allows for real-time data sharing both in office and in field has resulted in a net reduction of design modifications, reduced environmental impacts during both design and construction and has avoided critical time delays as a result of environmental issues. This presentation will discuss some of the challenges and uniqueness associated with providing this level of environmental oversight working for the D/B contractor and the system put into place to keep the project in compliance during this fast paced and constantly changing project.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Data sharing
KW  - Design build
KW  - Economic impacts
KW  - Environmental design
KW  - Environmental impacts
KW  - Erosion control
KW  - Geographic information systems
KW  - Highway safety
KW  - Intercounty Connector (Maryland)
KW  - Sediments
KW  - Traffic congestion
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session141.pdf
UR  - https://trid.trb.org/view/1345949
ER  - 

TY  - CONF
AN  - 01558653
AU  - Lin, Shyh-Chyang
AU  - North Carolina State University, Raleigh
TI  - Ecological Effects of Road Construction on Regional Ecosystems
SN  - 9780977809448
PY  - 2010
SP  - pp 183-196
AB  - The impact of road networks on regional ecosystems is often overlooked by transportation planners and civil engineers. Due to a lack of scientific data, the ecological impact a road has on adjacent areas is the topic of debate between conservationists and engineers in developing countries. The extent of ecological impact varies depending upon species and is not sufficiently studied for some endemic species. Most research about ecological impact zones examines existing roads with adjacent ecosystems in a stable condition. Few studies have been carried out for roads under construction where dynamic and intense disturbances from construction may attract or repel animals from nearby natural areas. Those short term impacts may cause instant local extinction for some sensitive species and change local biodiversity. This study, performed on Kinmen Island, Taiwan, investigates the ecological impact of road construction. The species studied are mainly rodents, invertebrates, and amphibians. It was found that the Brown Country Rat‘s (Rattus losea) edge habitat is broader next to farmland (35m) than it is next to the road (15m). The disturbance of construction also reduces the edge habitat area. Since the Ornate Rice Frog (Microhyla ornate) typically resides and forages in dim and humid environments, they instinctually avoid edges. The dry environment and brightness of the road side prevent them from entering the edge area. Most invertebrates captured were found at an edge depth of 15m along the road side and 35m along the farmland. The authors data suggests that road construction can decrease the edge habitat area within woodlands more so than farmlands, but the creation of new edges by a road can provide more edge habitats for edge species and, therefore, may lead to an imbalance within the ecosystem. Edge depth and ecological impact data found in this study can be applied to planning, designing, and building roads with more ecologically friendly guidelines and principles
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Developing countries
KW  - Ecosystems
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway planning
KW  - Road construction
KW  - Taiwan
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session142.pdf
UR  - https://trid.trb.org/view/1346046
ER  - 

TY  - CONF
AN  - 01558645
AU  - Sexton, Tim
AU  - Roalkvam, Carol Lee
AU  - Landsberg, Karin
AU  - North Carolina State University, Raleigh
TI  - Washington State Department of Transportation Interim Approach to Project-Level Greenhouse Gas and Climate Change Evaluations for Transportation Projects
SN  - 9780977809448
PY  - 2010
SP  - pp 80-93
AB  - The February 23, 2009, version of the Washington State Department of Transportation‘s (WDSOT's) Interim Approach to Project-Level Greenhouse Gas and Climate Change Evaluations for Transportation Projects is a recommended approach and is not required at this time. The approach is intended for projects where WSDOT is the lead/co-lead agency, but can be applied to all transportation projects, regardless of jurisdiction. Within the approach, WSDOT recognizes the following: The need to better understand the relationship between GHG emissions and the transportation system, Transportation greenhouse gas (GHG) emissions are best addressed at the planning level, Currently, there is no set ―threshold‖ for project level GHG emissions to be considered significant, There is no federal guidance on how to address project level GHG emissions, The dynamic nature of climate change science and expects that any approach is likely to change. WSDOT developed this interim approach in response to internal and public interest in information about GHG emissions on projects. The agency encourages consistency between projects by setting out a standard analytical process and including template language to maintain key messages. Technical support for application of the approach is provided by the WSDOT Air Quality, Noise, and Energy Program. In addition, by including the qualitative approach the authors are able to place the authors project actions in context with important regional and statewide efforts to reduce GHG. WSDOT‘s approach explains how the authors recommend dealing with four types of emissions: operational (―tailpipe‖), construction, embodied, and lifecycle (―cradle to grave‖).
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Climate change
KW  - Environmental impacts
KW  - Exhaust gases
KW  - Greenhouse gases
KW  - Pollutants
KW  - Road construction
KW  - Washington State Department of Transportation
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session131.pdf
UR  - https://trid.trb.org/view/1345931
ER  - 

TY  - CONF
AN  - 01558643
AU  - van der Grift, Edgar A
AU  - Biserkov, Valko
AU  - Simeonova, Vanya
AU  - Huijser, Marcel P
AU  - North Carolina State University, Raleigh
TI  - Restoring Ecological Networks across Transport Corridors in Bulgaria
SN  - 9780977809448
PY  - 2010
SP  - pp 552-566
AB  - Bulgaria is currently in a phase of political and socio-economic transition and faces many challenges in balancing economic and environmental interests. One of these challenges is the development of a sustainable road and railroad network that facilitates the need for efficient transport of goods and people but does not threaten areas that are especially valuable for nature conservation. Currently plans have been developed to substantially upgrade and expand the national road and railroad network. The existing transportation corridors and the proposed extensions pose a threat to wildlife and affect the development and functionality of both a national and Pan-European ecological network. The authors objective is to provide the necessary knowledge to help the Bulgarian authorities set up a national program to minimize the fragmentation effects of these expanding transportation corridors so as to preserve biodiversity and develop a coherent and sustainable ecological network across the country. The main research questions the authors addressed are: (1) What sections of the road and railroad network are expected to significantly affect the viability of wildlife populations? (2) Which of these ecological bottleneck locations need to be addressed most urgently? (3) What measures could be taken to solve the problems? To identify bottleneck locations in the Bulgarian road and railroad network the authors used a combination of two strategies. First, an expert-based geographic information system (GIS) model – LARCH – was used to study the impact of existing and planned human transport corridors on the population viability of twelve indicator species. Second, and independent of the modeling approach, experts for all indicator species were asked to identify bottleneck locations in the road and railroad network in Bulgaria. The bottleneck locations identified by the LARCH model and the experts were mapped and analyzed for potential overlap. In total 283 bottleneck locations were identified in the existing road and railroad network of Bulgaria. About 30% of all bottlenecks are classified as high priority locations. Immediate action is recommended at these locations as these have been identified as locations where the impact on population viability is high and/or wildlife is frequently killed in traffic. In total 544 mitigation measures were identified as necessary to restore habitat connectivity and reduce wildlife mortality. A significant number (331) of these proposed mitigation measures involve adapting existing structures, such as road tunnels, viaducts or bridges, to allow for better use of these structures by wildlife. In addition 213 new structures, to be used exclusively by wildlife, are needed. Total costs of the proposed mitigation actions are estimated to be 132 million euro. The implementation of the here proposed road and railroad mitigation is expected to significantly improve the population viability of most threatened wildlife species and, as such, is an indispensable first step in preserving Bulgaria‟s biodiversity and developing a coherent and sustainable ecological network across the country.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Biodiversity
KW  - Bottlenecks
KW  - Bulgaria
KW  - Conservation
KW  - Ecology
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Road kill
KW  - Sustainable transportation
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session232.pdf
UR  - https://trid.trb.org/view/1346975
ER  - 

TY  - CONF
AN  - 01558642
AU  - Bloch, Philip
AU  - Celedonia, Mark
AU  - Tabor, Roger
AU  - North Carolina State University, Raleigh
TI  - Do Bridges Affect Migrating Juvenile Salmon: Tracking Juvenile Salmon and Predator Fish
Movements and Habitat Use Near the SR 520 Bridge in Lake Washington
SN  - 9780977809448
PY  - 2010
SP  - pp 299-316
AB  - Large anthropogenic infrastructure such as major bridges in and near waterways can influence the ecological dynamics of the nearby aquatic environment. These influences may affect behavior, habitat use, fitness, and survival of fishes. Chinook salmon (Oncoryhnchus tshawytscha) spawning in tributaries to Lake Washington typically spend three to five months rearing in Lake Washington before travelling through the Lake Washington Ship Canal to Puget Sound. Most salmon smolts in Lake Washington must pass beneath the SR520 Bridge en route to Puget Sound. Plans to replace the existing bridge have sparked interest in how smolts and potential predators behave around and use the bridge. To address this interest, the authors tracked Chinook smolts, smallmouth bass and northern pikeminnow in a 17.2 ha area along a 560 m stretch of the SR520 bridge during June-July 2007 and 2008 using fine-scale acoustic tracking. During the 2007 tracking season a total of 171 smolts were released in three June release groups and 162 were successfully tracked in the study area. Repeating the study design in 2008, 181 smolts were released and 133 were successfully tracked in the study area during a total of four release groups occurring in June and July. Although this study focused on the SR 520 bridge, many fish were also observed at a downstream tracking station approximately 2-miles downstream allowing the author to evaluate movements within and between sites. Different release groups appear to exhibit different behaviors, some release groups rapidly migrated through the SR 520 tracking area in < 3 h (“migrating”), while other release groups were often detected ≥ 2 days (“holding”). The bridge appeared to delay some migrating smolts. These delays were typically short in duration as salmon would move along the bridge–typically towards the shoreline–prior to migrating past the bridge. Many holding smolts used areas near the bridge extensively. Timing of migrational cues, physiological smolt status, water temperature and clarity, and macrophytes may have influenced movement timing and habitat use. During the same study periods small numbers of northern pikeminnow and smallmouth bass were also tracked. Bass preferred habitats under overwater structures, including the bridge–particularly near bridge columns. Pikeminnow preferred macrophytes and overwater structures other than the bridge. Predator diets and abundance were also evaluated in and near the study area. These results suggest that the bridge in its current form may affect the movements of some Chinook smolts and may be preferred habitats for some salmon predators. The SR 520 Bridge Replacement Project is continuing to evaluate these results to help inform design of the proposed bridge replacement.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal migrations
KW  - Bridge design
KW  - Ecosystems
KW  - Environmental impacts
KW  - Fishes
KW  - Habitat (Ecology)
KW  - Lake Washington
KW  - Puget Sound
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session212.pdf
UR  - https://trid.trb.org/view/1346318
ER  - 

TY  - CONF
AN  - 01558641
AU  - Langen, Tom A
AU  - North Carolina State University, Raleigh
TI  - Predictive Models of Herpetofauna Road Mortality Hotspots in Extensive Road Networks: Three Approaches and a General Procedure for Creating Hotspot Models
.
SN  - 9780977809448
PY  - 2010
SP  - pp 475-486
AB  - Road-kill and connectivity blockages caused by roads and road traffic can result in serious population declines of amphibians and reptiles. Landscape-scale modeling of road mortality risk and road-caused habitat fragmentation indicate that effective monitoring and mitigation of these impacts on herp etofauna require attention to the entire regional road network. The time and expense to adequately survey an extensive road network may be prohibitive to agencies, however, there is a need for accurate and efficient models to prospectively identify the most promising sites for monitoring and mitigation. In this paper, the author reviews three general methods by which road-kill hotspots and connectivity blockages caused by roads can be predicted throughout a road network by creation and use of predictive models. The author also reviews two studies, one focused on all herp etofauna and a second focused on freshwater turtles, which were designed to identify valid predictors of hotspots of road mortality in northeastern New York State, USA. In this paper, the author proposes a procedure to develop survey methodologies and to create and validate predictive hotspot models that use publicly-available geographic information system (GIS) data to locate severe road-kill sites or connectivity blockages for reptiles and amphibians. The author also explains some of the informational and logistical challenges to developing hotspot mode ls that are useful for management agencies. The author argues that predictive hotspot models are tools that are essential for effective and economical whole road-network survey and mitigation, and for planning new road routes that avoid areas of high road-kill risk or critical corridors for habitat and population connectivity. While such models have already proven useful for mammals, hotspot models may be especially effective for reptiles and amphibians, which typically have hotspots that are short in length but severe in effect.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Monitoring
KW  - New York (State)
KW  - Road kill
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session223.pdf
UR  - https://trid.trb.org/view/1346964
ER  - 

TY  - CONF
AN  - 01558640
AU  - Schelbert, Bruno
AU  - Trocmé, Marguerite
AU  - North Carolina State University, Raleigh
TI  - Down the Drain: How to Avoid Trapping Amphibians in Road and Sewer Drainage Systems–Designing Fauna Friendly Drainage Systems and Other Protective Measures
SN  - 9780977809448
PY  - 2010
SP  - pp 742-751
AB  - The high mortality toll paid by migrating amphibians on roads has been one of the earliest fragmentation impacts recognized. In Switzerland first mitigation measures were implemented in the late 1960's. Actions consisted in collecting migrating individuals in buckets along roads and manually bringing them to the safety on the other side. In the 1970s first amphibian passages were built at sites of regular migration. To date more than 180 road stretches have been mitigated with permanent constructive measures in Switzerland. However the road pavement is not responsible for all of the high mortality. In the 1990's it became evident that many small animals, especially amphibians were also falling into sewage systems or road drainage systems, staying trapped to death. Up to 3500 amphibians have been rescued in one single sewer treatment plant in one year. In the canton of Argovy in Switzerland the high mortality in certain sewage systems sparked a collaborative effort between maintenance personnel, road engineers and biologists to find solutions. Different escape ramps were developed and tested. The road design was also studied, to see how to keep amphibians out of drainage systems. First recommendations for local maintenance and road engineers were published in 1996 in a limited edition in German. More solutions were tested and proved their efficiency in saving animals. After 10 years of gathered experience, the Swiss Association of Road and Transportation Experts (VSS) decided to take up this work and publish it as an annex to their standards on roads and amphibians, developing a trilingual guideline. This paper presents the most innovative aspects of the guideline published in 2009. The measures tested go from escape ramps to adaptation of curb and drainage design. The presented solutions need to be adapted to each particular situation and are to be seen as design recommendations. By a broader application and thorough follow-ups, it is hoped that design can be further optimized and conflict points better mitigated.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Amphibians
KW  - Animal migrations
KW  - Culverts
KW  - Drainage structures
KW  - Gutters
KW  - Road kill
KW  - Roadside fauna
KW  - Switzerland
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session421.pdf
UR  - https://trid.trb.org/view/1347254
ER  - 

TY  - CONF
AN  - 01558635
AU  - Huijser, Marcel P
AU  - Allen, Tiffany D H
AU  - Blank, Matt
AU  - Greenwood, Mark C
AU  - Wang, Shaowei
AU  - North Carolina State University, Raleigh
TI  - A Quantitative Comparison of the Reliability of Animal Detection Systems and Recommended Requirements for System Reliability
SN  - 9780977809448
PY  - 2010
SP  - pp 592-602
AB  - Animal-vehicle collisions affect human safety, property, and wildlife, and the number of animal-vehicle collisions has been increasing in many regions across North America. For this project the authors investigated the reliability of nine different types of animal detection systems from five different manufacturers with regard to system reliability. These systems have the potential to improve human safety while not blocking or confining animal movements across the road. However, reliable warning signs are essential as the effectiveness of these systems depends on driver response. To investigate the reliability of the systems the authors constructed a controlled access test facility near Lewistown, Montana. The systems were installed to detect horses and llamas that roamed in an enclosure. The llamas and horses served as a model for wild ungulates. Data loggers recorded the date and time of each detection for each system. Animal movements were also recorded by six infrared cameras with a date and time stamp. By analyzing the images and the detection data, researchers were able to investigate the reliability for each system. The percentage of false positives (i.e., a detection is reported by a system but there is no large animal present in the detection zone) was relatively low for all systems (≤1%). The percentage of false negatives (i.e., an animal is present in the detection zone but a system failed to detect it) was highly variable (0-31%). The percentage of intrusions (i.e., animal intrusions in the detection area) that were detected varied between 73 and 100 percent. The results suggest that some animal detection systemsare quite reliable in detecting large mammals with few false positives and false negatives, whereas other systems have relatively many false negatives. The authors also surveyed three stakeholder groups—employees of transportation agencies,employees of natural resource management agencies, and the traveling public—with regard to their expectations on the reliability of animal detection systems. Based on the results from the survey, the researchers recommend the following performance requirements for the reliability of animal detection systems: (1) Animal detection systems should detect at least 91 percent of all large animals that approach the road; and (2) Animal detection systems should have fewer than 10 percent of all detections be false. The recommended reliability requirements of animal detection systems were compared to the results of the reliability tests. Five of the nine systems tested met the recommended requirements. The results of this study provide transportation and other agencies with the data to decide on minimum reliability requirements for animal detection systems. Furthermore, the data show that some of the systems tested are quite reliable and may be considered for implementation along a roadside where they can be investigated for their effectiveness in reducing collisions with large wild mammals. However, experiences with installation, operation and maintenance showed that the robustness of animal detection systems may have to be improved before the systems can be deployed on a large scale.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Crashes
KW  - Detection and identification systems
KW  - Highway safety
KW  - Montana
KW  - Reliability
KW  - Ungulates
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session233.pdf
UR  - https://trid.trb.org/view/1346999
ER  - 

TY  - CONF
AN  - 01558622
AU  - Sousa, Joana
AU  - Reto, Dyana
AU  - Filipe, Joel
AU  - Leitão, Inês
AU  - Grilo, Clara
AU  - Ascensão, Fernando
AU  - Lourenço, Rui
AU  - Marques, Ana
AU  - Ferreira, Dulce
AU  - Santos-Reis, Margarida
AU  - North Carolina State University, Raleigh
TI  - How Do Major Roads Affect Barn Owls? Distribution, Space Use, Food Source and Mortality
SN  - 9780977809448
PY  - 2010
SP  - pp 407-471
AB  - Road network expansion is known as one of the main factors responsible for the decline of Barn Owl (Tyto alba) populations in Europe, although the full causes of this decline are still poorly understood. In this context the authors evaluated several issues related to Barn Owl’s ecology, in Southern Portugal, when interacting with major roads: (a) the effect of highway distance on owl’s occurrence pattern, (b) the behavioral in the vicinity of major roads, (c) the role of road verges as an attraction factor due to prey abundance, and (d) owls’ spatial and temporal patterns of road mortality. To assess species occurrence (presence/absence) the authors broadcasted Barn Owl adult calls in 122 sites at several distances from major roads and detected 47 individuals. From the set of environmental and road-related variables tested using logistic regression, only the distance to the highway showed a significant positive influence on Barn Owl presence (β= 0.995; p<0.05). Space use patterns and road crossing rates were investigated on the basis of seven radio-tagged individuals (4 ♂, 3 ♀), captured in their nests located close to the highway (<5 km). The crossing rate was low (one road crossing per 34.19 hours of radio-tracking). Of the tracked individuals only four (3 ♂, 1 ♀) had sample sizes strong enough to provide robust estimates of home-range size (Fixed Kernel Density Estimator 95%) and just a peripheral overlap between home-ranges (ranging from 2.61 km² to 9.37 km²) and the highway was observed. The overall abundance of small mammals, assessed through live-trapping, was significantly higher in highway verges (n=248) than in the two other dominant land uses (cork oak woodlands (n=35), and croplands (n=64), suggesting that road verges could be a suitable habitat for hunting. Between 2004 and 2007, 373 road-kills were detected in 314 km of national roads surveyed (0.30 Barn Owls kills.km-¹.year-¹). A higher number of casualties was registered in fall and winter months when the dispersion of juveniles occurs, while lower mortality frequencies were detected in the end of summer and early spring, corresponding to hatching and fledgling periods. Mortality hotspots revealed to be strongly related with altitude (β =-0.026; p<0.05), eucalyptus or pine forest cover (β =-0.001; p<0.05) and percentage of cropland areas crossed by the road (β =0.332; p<0.05). Although major roads do not seem to act as effective barriers to Barn Owls’ movements, their occurrence pattern is significantly affected by this linear structure. Moreover, the potential attraction effect due to higher prey density in the highway verges does not seem to have an effect in the foraging behavior of adults.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Ecology
KW  - Europe
KW  - Habitat (Ecology)
KW  - Highways
KW  - Portugal
KW  - Road kill
KW  - Seasons
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session221.pdf
UR  - https://trid.trb.org/view/1346341
ER  - 

TY  - CONF
AN  - 01558617
AU  - Sharma, Ramesh C
AU  - North Carolina State University, Raleigh
TI  - Effective Mitigation: The Cumulative Impact of Climate Change on Transportation Network and its Implications on Aquatic Biodiversity of Ganges Headwaters, Garhwal Himalayas
SN  - 9780977809448
PY  - 2010
SP  - pp 512-522
AB  - Integrated approach to planning, building, maintaining and monitoring the health of the transportation system and natural ecosystem of Ganges headwaters, Garhwal Himalayas need to be addressed in the context of global climate change. It is a cause of concern that the poorly designed network of roads and trails in the mountain area are expanding, without giving due consideration to natural process of ecosystem function and climate change. These cumulative effects have been quantified for a period of five years (January 2004–December 2008) of climate change on transportation network and its implications on aquatic biodiversity of rapids and riffles of Ganges headwaters (Latitude 29° 61‘- 30°28‘ N; Longitude 77°49‘ – 80° 6‘ E). Transportation network of 573 km long passing along the glacier-fed Ganges headwaters, a project of US $ 290 million, is one of the most important networks in the mountain region of Garhwal Himalayas. Monitoring of meteorological data revealed an erratic behaviour of rainfall, temperature, humidity, sunshine, changes in the frequency of snowmelt, snow falls, floods, drought, in addition to increased CO₂ emission (370-403 μmol. mol⁻¹) in the valley of Ganges. It has cumulative impacts on transportation network in terms of massive landslides, submergence of roads at few places, thawing, and slope failures in monsoon and winter seasons, which have direct or indirect implications on transparency, dissolved oxygen, conductivity, bottom substrate composition and aquatic organisms of Ganges. A decline of 49% in annual mean density, 49% in alpha diversity and 17% in Shannon Weiner index (H) of periphyton was recorded during a five-year period. Periphyton of Ganges were represented by genera of Bacillariophyceae (25), Chlorophyceae (11) and Myxophyceae (4). A decline of 15% in mean annual density, 22% in alpha diversity and 17% in Shannon Weiner index (H) of zooplankton was estimated. Zooplankton were represented by the genera of Cladocera (2), Protozoa (2), Copepoda (2) and Rotifera (3). A depletion of 80% in annual mean diversity, 67% in alpha diversity and 28% in Shannon Weiner index (H) of macrozoobenthos was computed. Macrozoobenthos of Ganges headwaters were reported by the genera of Ephemeroptera (11), Trichoptera (3), Diptera (4), Coleoptera (5), Hemiptera (2), Plecotera (2), Odonata (1) and Molusca (1). A shrinking of 24% in annual density, 18% in alpha diversity and 30% in Shannon Weiner index (H) of fish was also calculated. Fish of Ganges headwaters were represented by 39 species belonging to 15 genera and five families. The authors have recommended the following mitigation measures: regular maintenance and monitoring of roads, raising the height of the roads from the river bed, natural recovery of functional habitats and effective management of landslides and slope failures through bioengineering methods and construction of retaining walls and toe walls, close watch on erratic behaviour of meteorological parameters and the strong co-ordination among transport planners, geologists, civil engineers, environmental biologists and climatologists. The suggestion to address climate change by providing alternative fuels, increasing vehicular efficiency and changes to travel behaviour has also been recommended.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Biodiversity
KW  - Climate change
KW  - Ecosystems
KW  - Environmental impacts
KW  - Fishes
KW  - Ganges River
KW  - Habitat (Ecology)
KW  - Highway maintenance
KW  - Himalayas
KW  - Landslides
KW  - Retaining walls
KW  - Zooplankton
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session231.pdf
UR  - https://trid.trb.org/view/1346969
ER  - 

TY  - CONF
AN  - 01558614
AU  - Johnson, Kurt
AU  - Walton, Gary
AU  - Johnson, Andrew
AU  - North Carolina State University, Raleigh
TI  - Wetland Mitigation in Abandoned Gravel Pits: Creating Fresh Meadow and Shrub Swamp
SN  - 9780977809448
PY  - 2010
SP  - pp 419-427
AB  - It is becoming increasingly difficult to provide on-site mitigation for wetland impacts due to road construction in northeastern Minnesota counties that retain greater than 80 percent of their pre-settlement wetlands. Abandoned gravel pits are one of the few remaining areas that can serve as wetland mitigation sites within the impacted watersheds. The overall goal of the project is to develop cost effective methods for creating functional mitigation wetlands on abandoned gravel pit sites to compensate for wetland impacts due to road construction in northeastern Minnesota. More specifically, the aim is to achieve "in-kind" compensation by creating wetlands of the same type and function as those being disturbed, such as fresh meadow and shrub swamp. A 1.3 hectare wetland demonstration site was established in an abandoned gravel/borrow pit within the U.S. Trunk Highway 53 reconstruction corridor in July 2007 to evaluate techniques for creating fresh meadow and shrub swamp wetlands. Aggregate material was removed from the site to a level below the water table and the resulting basin was filled with organic soil displaced by the road construction. Construction activities were monitored for subsequent cost analysis. A total of 50 – 5 m x 5 m plots were established to determine the effect of donor wetland soil applications, wetland temporary and native sedge/wet meadow seed mixes, and native willow hardwood cuttings on wetland establishment. Additional plots were established to determine growth and survival of hardwood cuttings of five native willow species. Plant species and percent cover, and willow survival and height were recorded for each plot in June and September of each year following establishment. Water level monitoring was conducted at the site throughout the growing season. Preliminary results for the site overall indicate a steady increase in plant species richness over time (September 2007 – 64 species, June 2008 – 101 species, and September 2008 –130 species). Percent plant cover is variable with native species dominance also increasing. Analyses of treatment effects and construction costs are ongoing. Reed canary grass is present, but effectively controlled by spot spraying with glyphosate herbicide. Mean hardwood willow cutting survival in treatment plots after the first year was approximately 65 percent. In the willow species trials, Salix planifolia and S. petiolaris had the top survival rates at 88 and 84 percent respectively. Ongoing monitoring and data analysis will help determine the efficacy of the various wetland establishment strategies resulting in more cost effective strategies for creating mitigation wetlands in abandoned gravel pits.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Cost effectiveness
KW  - Environmental impacts
KW  - Gravel pits
KW  - Minnesota
KW  - Plants
KW  - Road construction
KW  - Watersheds
KW  - Wetlands
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session222.pdf
UR  - https://trid.trb.org/view/1346342
ER  - 

TY  - CONF
AN  - 01558613
AU  - Gioia, Dionne
AU  - Zach, Eric
AU  - North Carolina State University, Raleigh
TI  - Avian Protection Plan for the Nebraska Department of Roads
SN  - 9780977809448
PY  - 2010
SP  - pp 397-406
AB  - Compliance with the Migratory Bird Treaty Act (MBTA) has presented challenges for the Nebraska Department of Roads (NDOR) and its contractors. NDOR has worked to reduce avian mortality through implementing changes in project scheduling, increasing migratory bird surveys, and introducing changes in project construction timelines to avoid avian conflicts. The attractiveness of bridges/culverts and right of way (ROW) habitat for migratory bird nesting, coupled with the overlap of the primary nesting period and construction season are the basis of the conflicts between avian conservation and construction of highway projects. The implications of the conflicts range from construction delays and shutdowns to the potential for violating the federal law (MBTA), resulting in costly claims and fines. NDOR was one of the first state transportation agencies to employ a Liaison with USDA-APHIS-Wildlife Services (WS). NDOR sought the expertise that the liaison provided concerning migratory birds. Additionally, the Liaison was able to use the WS depredation permit to take migratory birds if a conflict arose during construction. In 2006 though, an informal opinion from the United States Fish and Wildlife Service (FWS) solicitor’s office ended the use of the WS depredation permit (on NDOR projects), prompting NDOR to explore other avenues to comply with the MBTA, while minimizing effects on NDOR’s construction program. Avian Protection Plans (APP) are being developed by public and private entities nationwide, and NDOR recognized this as a way to formalize the department's MBTA procedures and to provide a resource for NDOR employees and contractors. NDOR’s APP is one of the first among transportation agencies. By implementing the APP, NDOR will attain its goals of (1) protecting and conserving avian populations and (2) reducing conflicts between construction of NDOR projects and the laws governing migratory bird protection. NDOR’s environmental stewardship will be enhanced, detrimental effects on migratory birds will be reduced, and regulatory compliance will be achieved with the implementation of this new plan.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Birds
KW  - Conservation
KW  - Delays
KW  - Environmental impacts
KW  - Environmental protection
KW  - Habitat (Ecology)
KW  - Migratory Bird Treaty Act
KW  - Nebraska Department of Roads
KW  - Regulations
KW  - Road construction
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session221.pdf
UR  - https://trid.trb.org/view/1346339
ER  - 

TY  - CONF
AN  - 01558609
AU  - Dodd, Norris L
AU  - Gagnon, Jeffrey W
AU  - Schweinsburg, Raymond E
AU  - North Carolina State University, Raleigh
TI  - Evaluation of an Animal-Activated Highway Crosswalk Integrated with Retrofit Fencing Applications
SN  - 9780977809448
PY  - 2010
SP  - pp 603-612
AB  - The authors evaluated the efficacy of 4 km of retrofit fencing integrated with an animal-activated detection system (AADS) to reduce wildlife-vehicle collisions (WVC) and maintain permeability across State Route 260 in central Arizona. Two types of right-of-way (ROW) fence extension (electric and barbed-wire) were used to prevent at-grade crossings by wildlife and funnel animals to 2 underpasses and a bridge. At the western fence terminus, an AADS-activated signs alerted motorists when wildlife approached the highway helping prevent an "end-run effect". The objectives of the authors 2007-2008 study were to evaluate: (1) WVC incidence before and after ROW fence modification, (2) effectiveness of an AADS in modifying motorist behavior, (3) AADS operational reliability, and (4) wildlife use of the crosswalk associated with the AADS. The authors compared WVC incidence after ROW fence modification to data from the authors long-term research project. In over 2 years since fence modification, only 1 WVC involving elk (Cervus elaphus) occurred, a 96% reduction from the 2001-2006 mean (11.7/year). The proportion of animal-caused single-vehicle accidents dropped 64%. To assess effectiveness of the the authors AADS and warning signs in eliciting modified motorist behavior (increased alertness and lowered vehicle speed) the authors assessed motorist response during paired 15-min sampling periods with and without variable message and crosswalk flashing signs activated. To assess speed, the authors determined average speeds with a permanent traffic counter. To assess braking, the authors measure of motorist alertness, the authors counted the proportion of vehicles braking during sampling periods. The authors documented a significant 16% reduction in motorist speed (15 km/hr) with signs activated, and braking 67% of the time signs were activated versus 8% with signs off. The authors assessed AADS reliability during 250 field visits and by 4-camera video surveillance of wildlife entering the detection zone that allowed simultaneous determination of warning sign status. The authors encountered few instances when the system was inoperable; it performed properly on 94% of the authors visits. Video surveillance recorded 104 groups of elk and 40 of white-tailed deer (Odocoileus virginianus) in the detection zone; 97% were detected by the RADS with warning signs activated before reaching the roadside. The authors assessed wildlife behavior and traffic relationships during at-grade crossings by video surveillance. Of 448 animals (8 species), 18% crossed the highway and 20 % went around the end of the fence into the ROW. Elk and deer passage rates averaged 0.21 and 0.10 crossings/approach, respectively. Probability of elk crossing the highway once approaching in crosswalk was 0.25 with traffic <1 vehicle/min and dropped to 0.02 at 12 vehicles/min. The applications of an AADS crosswalk and retrofit fencing add valuable options to the collective road ecology toolbox and base of knowledge.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Animal behavior
KW  - Arizona
KW  - Before and after studies
KW  - Crashes
KW  - Deer
KW  - Detection and identification systems
KW  - Fences
KW  - Right of way (Land)
KW  - Speed
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session233.pdf
UR  - https://trid.trb.org/view/1347000
ER  - 

TY  - CONF
AN  - 01558605
AU  - Rogers, Lydia
AU  - Stimson, Dan
AU  - Holden, Katie
AU  - Kay, Dave
AU  - Kaye, Delia
AU  - McAdow, Ron
AU  - Metcalfe, Bob
AU  - Windmiller, Bryan
AU  - Charney, Noah
AU  - North Carolina State University, Raleigh
TI  - Wildlife Tunnels Under a Busy, Suburban Boston Roadway
SN  - 9780977809448
PY  - 2010
SP  - pp 102-115
AB  - Wildlife use of passage structures has been documented in rural locations but infrequently in suburban settings. State Route 2 in Concord, Massachusetts is 20 miles west of Boston and has an average daily volume of about 50,000 vehicles. The roadway bisects some of the few remaining areas of open space, presenting a major potential barrier to wildlife movement. In 2005 MassHighway completed the installation of four wildlife crossing structures along a 2.5-mile segment of Route 2. The underpasses were constructed to mitigate wildlife habitat fragmentation exacerbated by the road safety improvement project that further divided the highway. The Town of Concord Division of Natural Resources formed the volunteer Wildlife Passages Task Force (WPTF) to study how wildlife responded to the underpasses. The four pre-cast concrete box culverts measure either 82.5’ or 96’ long and contain a 2-inch layer of dirt substrate. The internal dimensions are 6’ high by 9’ wide (two tunnels), 5’ by 8’, and 3’ by 5’. Wildlife activity was determined by two complementary methods: a tracking bed made from sifted substrate in the one tunnel that was sufficiently dry, and passive infrared-triggered digital photography in all underpasses. The authors recorded 32 species that used the tunnels, some frequently. The mean annual rate of passage detected by the tracking bed and cameras was calculated for each species recorded. The tracking bed documented species missed by cameras, primarily most small animals such as mice, voles, frogs, salamanders and snakes. Rate of passage varied widely by species and also by location and method of capture. Most species common to the area were recorded using the underpasses; however, the rate of use for some species was inconsistent with the authors expectations based on their relative abundance in the area. Road kill and snow tracking studies demonstrated that wildlife continue to cross Route 2 outside the underpasses. Remote photography recorded behaviors (e.g., carrying prey, scent marking, travel with young) that indicate the crossing structures provided linkage within species’ home ranges. The authors conclude that the Route 2 underpasses can facilitate wildlife movement even in areas severely impacted by human activity. Future studies will continue to monitor trends in species use over time, and possibly to evaluate wildlife responses to varied conditions within the tunnels.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Box culverts
KW  - Concord (Massachusetts)
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Road kill
KW  - Traffic volume
KW  - Tunnels
KW  - Underpasses
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session132.pdf
UR  - https://trid.trb.org/view/1345942
ER  - 

TY  - CONF
AN  - 01558599
AU  - Earsom, Stephen D
AU  - Harper-Lore, Bonnie
AU  - Kafalenos, Robert
AU  - Adkins, Carol
AU  - Marchese, April
AU  - Poe, Carson
AU  - North Carolina State University, Raleigh
TI  - The FHWA Carbon Sequestration Pilot Program: Economics, Environment and Policy
SN  - 9780977809448
PY  - 2010
SP  - pp 63-71
AB  - Climate change legislation has mainly focused on a policy tool known as cap-and-trade. In this approach a cap is set on emissions and entities covered by the cap must hold enough allowances to cover their emissions for the specified time period – usually a year. Many proposals allow for the use of credits if the entity goes above its allotted cap. In such a case, the entity would purchase these credits in a market to achieve compliance with the cap. Biological carbon sequestration, the process that plants use to take up carbon dioxide from the air and turn it into biomass, has been proposed as one type of carbon credit. Thus, vegetation growing along highway rights-of-way, under certain circumstances, may be a marketable commodity. In late 2007, the Federal Highway Administration (FHWA) launched a pilot program to (1) develop estimates of the amount of revenue that could be earned by state departments of transportation (DOTs) if they undertook such a program; (2) determine the cost-effectiveness of such a program on a national scale; and (3) create decision support tools that DOTs could use to determine the efficacy of a program in their state. The tentative results, current status, and future direction of the program will be discussed.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Cap and trade program
KW  - Carbon dioxide
KW  - Climate change
KW  - Decision theory
KW  - Emissions trading
KW  - Exhaust gases
KW  - Roadside flora
KW  - U.S. Federal Highway Administration
KW  - Vegetation
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session131.pdf
UR  - https://trid.trb.org/view/1345929
ER  - 

TY  - CONF
AN  - 01558593
AU  - Frantz, Ed
AU  - North Carolina State University, Raleigh
TI  - Judd Road Connector: Lessons Learned in Ecological Mitigation–Wildlife Crossings, Habitat Preservation, Wetlands and More
SN  - 9780977809448
PY  - 2010
SP  - pp 379-396
AB  - The Judd Road connector project began as regional planning vision in the early 70s and gained support in the mid-90s. The project is a new four lane highway alignment with associated features extending approximately four miles. The project went from a draft environmental impact statement (EIS) to a final EIS in less than two years. The project was progressed in a timely manner based on several factors including innovative environmental consideration and proactive agency collaboration. Also unique to this large of a project was that the design, environmental studies, and writing of the EIS were almost exclusively done by a team of staff at the New York State Department of Transportation (NYSD0T). No other project of his magnitude has ever been completed by NYSDOT without the aid of more outside sources. This close project familiarity by NYSDOT from scoping through completion provides a classroom of lessons learned that can serve as examples for future projects. Some primary issues that were identified by environmental studies and agency coordination were a need to address wetland, stream and the habitat issues. Items such as wildlife crossings and means to which reduce future conflicts with the new highway construction. Many factors determine feasible mitigation including information gathered from previous research on this topic. Some studies would lead one to believe the authors were wasting time including small culverts as wildlife crossings due to factors of crossing distance and lack of ambient light. Professional judgment determined to move forward and use small culverts at key locations regardless of some of the studies’ findings due to other factors such as installation costs during and after construction. In addition innovative use of surplus soil from the project was used to create landscaped berms that direct wildlife to the crossing structures. This also alleviated some waste disposal needs that can have secondary impacts offsite. These crossing structures have proven to be extremely effective and the monitoring information will be shared. Other habitat connectivity applications such as habitat buffer area acquisition and stream treatments will be touched on. The single most important issue that influenced the project alignment and profile throughout the corridor study area were wetlands, including avoidance of one of the largest wetland complexes in the county. The alignment today reflects these considerations. Many innovative considerations went into wetland mitigation that will be shared including profile considerations that minimized wetland impacts, but unknown later limited wildlife crossing opportunities. In addition a permeable flow through embankment was built to maintain hydrology to a large wetland system intersected by the project that may be a first of its kind. Overall this project has significant value as a model to future project planning, design, studies, and agency considerations. The project has left many clues that are obvious such a nationally recognized recreation trail to less obvious clues such as over a million dollars in project cost savings that were made due to environmental science expertise contributing to the engineering analysis. This project will spotlight how future projects can be delivered with balanced environmental considerations.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Before and after studies
KW  - Culverts
KW  - Embankments
KW  - Environmental impact statements
KW  - Habitat (Ecology)
KW  - New York State Department of Transportation
KW  - Regional planning
KW  - Streams
KW  - Wetland conservation
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session221.pdf
UR  - https://trid.trb.org/view/1346338
ER  - 

TY  - CONF
AN  - 01558590
AU  - Helldin, Jan Olof
AU  - Folkeson, Lennart
AU  - Göransson, Görgen
AU  - Van der Grift, Edgar
AU  - Henningsson, Marianne
AU  - Herrmann, Mathias
AU  - Kjellander, Petter
AU  - Kunc, Hansjoerg
AU  - Nilsson, Mats E
AU  - Pouwels, Rogier
AU  - Seiler, Andreas
AU  - Sjölund, Anders
AU  - North Carolina State University, Raleigh
TI  - Similar Impacts, Similar Solutions? The Effects of Transport Infrastructure on Outdoor Recreation and Wildlife
SN  - 9780977809448
PY  - 2010
SP  - pp 268-275
AB  - There is a striking similarity in how ecological and recreational landscape values are affected by transport infrastructure. Roads and railways form barriers to both wildlife and human movements across the infrastructure corridors. Further, they occupy an increasing area of land, they affect health and decrease the quality of life due to pollution and disturbances, and they cause injuries or death in traffic accidents. Despite these similarities, impacts on wildlife and humans are rarely addressed with an integrated approach in the current infrastructure planning practice. Ecological and social sciences use different methods and standards for environmental impact assessment and employ different preventive and mitigation measures. Here, the authors illustrate the resemblance between recreational and ecological responses to infrastructure, and the options for joint mitigation, with three examples: i) the similar response to traffic noise in breeding birds and in people during outdoor recreation, ii) the similarity in movement patterns of wildlife and people in the vicinity of roads, and its implication on barrier effects and landscape fragmentation, and iii) the combined use of passages such as viaducts and ecoducts. The author overview highlights the common interests between social and ecological nature conservation. The authors stress that coordinated treatment of social and ecological effects may reveal common performance targets, facilitate the development of practical guidelines, and improve the design of mitigation measures. The authors overview may strengthen the political support for integrating recreational and ecological landscape values in infrastructure planning.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Environmental impacts
KW  - Habitat (Ecology)
KW  - Highway safety
KW  - Infrastructure
KW  - Quality of life
KW  - Recreation
KW  - Traffic noise
KW  - Viaducts
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session211.pdf
UR  - https://trid.trb.org/view/1346313
ER  - 

TY  - CONF
AN  - 01558581
AU  - Peck, Andrew J
AU  - Wine, Mitch
AU  - Liller, Catherine
AU  - Looney, Randal
AU  - Harris, John
AU  - North Carolina State University, Raleigh
TI  - Use of Habitat Credit Trading as a Mitigation Tool for Transportation Projects: A Federal Highway Administration Pilot Project in Arkansas
SN  - 9780977809448
PY  - 2010
SP  - pp 207-220
AB  - Two programs within the U.S. Fish and Wildlife Service‟s Habitat Credit Trading Program currently exist to allow for “banking” of habitat credits: traditional Conservation Banking and the recently introduced Recovery Crediting System (RCS). Both of these mechanisms embody the intent of Executive Order 13352 on Facilitation of Cooperative Conservation and the environmental stewardship and streamlining direction of Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The RCS was introduced by the U. S. Fish and Wildlife Service in November 2007 as an additional conservation tool to aid Federal agencies in meeting their Endangered Species Act (ESA) obligations to conserve listed species. Similar to a conservation bank, a RCS allows Federal agencies to bank credits in advance of anticipated impacts to threatened and endangered species, their habitat, and its functions. Unlike a conservation bank, recovery crediting encourages Federal agencies to partner with private and non-Federal landowners to accrue credits through mutually beneficial conservation agreements, which maybe in perpetuity (easement or fee title purchase) for permanent impacts, or that may address temporary construction impacts through non-perpetual easements. The first application of the RCS occurred in Texas where the U.S. Army/Ft. Hood Military Reservation banked credits for conservation actions conducted on private lands to offset impacts to endangered golden-cheeked warbler habitat. Recognizing the need to avoid piecemeal approaches to endangered species conservation, the Federal Highway Administration (FHWA) is considering a pilot project to establish a market-based system, Habitat Credit Trading, to address Section 7 of the ESA requirements for transportation projects on a local scale. Arkansas State Highway 18 connects the city of Jonesboro and other townships in northeast Arkansas to Interstate 55. A proposed FHWA funded project will upgrade the facility from two to four lanes. Highway 18 (bridge and approaches) forms the southern boundary of Big Lake National Wildlife Refuge near Manila, Arkansas and the project will impact < 10 acres of the 11,038 acre refuge. The federally endangered fat pocketbook mussel (Potamilus capax) occurs in streams adjacent to private lands within the project area downstream of U.S. Army Corps of Engineer water control structures that drain Big Lake National Wildlife Refuge. In this paper the authors analyze the applications of the RCS and evaluate the efficiency of this conservation tool in relation to the proposed and future transportation projects. The authors examine the RCS as one of the tools available to Federal agencies, which allows them to meet their ESA obligations through a more innovative and customized approach.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Arkansas
KW  - Credit
KW  - Endangered species
KW  - Endangered Species Act
KW  - Environmental impacts
KW  - Environmental policy
KW  - Habitat (Ecology)
KW  - Pilot studies
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - U.S. Federal Highway Administration
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session143.pdf
UR  - https://trid.trb.org/view/1346048
ER  - 

TY  - CONF
AN  - 01558577
AU  - La Porte, Angela  C
AU  - North Carolina State University, Raleigh
TI  - Integrating Environmental Concerns with the Planning and Construction of the South Extension of Interstate 355 into Will County, Illinois
SN  - 9780977809448
PY  - 2010
SP  - pp 173-182
AB  - Highway agencies face environmental challenges in achieving responsible growth while simultaneously protecting the environment. On September 30, 2004 the Illinois Tollway Board of Directors approved a $6.3 billion dollar capital program which included the highway extension of Interstate 355 from Interstate 55 to Interstate 80. The new 12.5 mile extension serves Will County, one of the fastest growing counties in Illinois and would potentially impact some of the most environmentally sensitive species in the region. The I-355 South Extension included the construction of a 6 lane, 1.3 mile long bridge over the highly sensitive Des Plaines River Valley. In an effort to address agency concerns, the Illinois Tollway established an environmental team consisting of University of Illinois and South Dakota scientists, the U.S. Fish and Wildlife Service, the U.S. Army Corps of Engineers, the Illinois Department of Natural Resources, Will Cook and DuPage County Forest Preserve Districts and the ecological and engineering firm AECOM. The Des Plaines River Valley is home to several federal and State protected species including but not limited to the state threatened Blanding‘s Turtle, the federally endangered Hine‘s Emerald Dragonfly and the federally endangered Leafy Prairie Clover. In order to avoid and minimize the impacts on these species the Tollway developed nine ways to build an environmental team. The I-355 environmental team worked to successfully address issues such as wetland mitigation, species mitigation and research, regional multi-use trail connections as well as identified new ways to coordinate and communicate issues along the corridor. The environmental team building approach helped the Tollway deliver a new 12.5 mile, $730 million dollar, six lane Tollway facility, on time, within budget all while minimizing impacts to the natural and physical environment.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Context sensitive design
KW  - Endangered species
KW  - Environmental impacts
KW  - Illinois
KW  - Road construction
KW  - Transportation planning
KW  - Wetlands
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session142.pdf
UR  - https://trid.trb.org/view/1346043
ER  - 

TY  - CONF
AN  - 01558575
AU  - McAllister, Kelly R
AU  - North Carolina State University, Raleigh
TI  - Washington's Habitat Connectivity Highway Retrofit Initiative
SN  - 9780977809448
PY  - 2010
SP  - pp 363-365
AB  - At the Washington State Department of Transportation (WSDOT), an Executive Order–“Protections and Connections for High Quality Natural Habitats,” is influential in directing resources toward investments in habitat connectivity improvements. A habitat connectivity retrofit program is in its early phases of development, with cost estimates completed for nine proposed projects. Deer and elk carcass removal data and outputs from rare forest carnivore least cost distance models were the primary sources of information used to select these project locations. Each one employs, primarily, highway right-of-way fencing, jump-out escape ramps, double-cattle guards at intersecting side roads, and under-crossings to reduce wildlife-vehicle collisions and provide wildlife with safe access to habitat on either side of the highway. Staff resources have also been directed toward a statewide habitat connectivity assessment. WSDOT co-leads the multi-organization working group that is producing the assessment. The group has completed a study plan, selected sixteen focal species, and assembled draft geographic information system models that utilize least cost distance and circuit theory modeling methods to provide insights to landscape characteristics conducive to wildlife movements. The outputs from these models will be used to support the development of priorities for future habitat connectivity retrofit projects.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Escape lanes
KW  - Fences
KW  - Geographic information systems
KW  - Habitat (Ecology)
KW  - Retrofitting
KW  - Washington State Department of Transportation
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session213.pdf
UR  - https://trid.trb.org/view/1346328
ER  - 

TY  - CONF
AN  - 01558570
AU  - Wagner, Paul J
AU  - Anderson, Scott E
AU  - Park, Jim
AU  - Zirkle, Karen
AU  - North Carolina State University, Raleigh
TI  - Where the River Meets the Road: How Washington State is Providing Habitat while Protecting Highways
SN  - 9780977809448
PY  - 2010
SP  - pp 504-511
AB  - The configuration of today‘s road system owes more to historic travel routes, and transportation needs than to regard for ecological and fluvial processes. Roads are often located along rivers where they are subject to periodic damage from seasonal high flows and severe storms. The traditional response is to protect the roadway with rock armoring to stabilize eroding banks and fend off the water‘s force. This work, as maintenance or emergency response, may need repeating if it only addresses a symptom. Threats to the roadway and risk of road closures may continue. This approach can also result in significant loss of aquatic habitat in the ongoing cycle of damage and repair. Severe weather, high flows and flooding exhibit increasing frequency and intensity Washington State and elsewhere. Projections for climate change show this trend continuing. How can the problems with repetitive maintenance while improving aquatic habitat be reduced? Washington State Department of Transportation (WSDOT), working closely with Washington Department of Fish & Wildlife (WDFW) established the Chronic Environmental Deficiency (CED) program, where projects are developed and implemented with the goal of optimizing habitat improvement. This allows specialized focus on long-term solutions beyond the scope of maintenance or emergency response. Sites with repetitive maintenance concerns are nominated by WSDOT, WDFW, Tribes or others and evaluated against program criteria. WSDOT conducts a reach assessment, reach analysis, or corridor analysis that identifies the hydrologic mechanisms for failure and develops a conceptual design solution. A scientifically based prioritization methodology provides ranking based on ecological gain and effectiveness of the correction. Since 2004, WSDOT has successfully completed seven CED projects with an investment in excess of $10 million. Engineered logjams have worked both as bank stabilization and as mid-channel flow diffusion structures on the Hoh, Nooksack and Clallam Rivers. Bridges that were replaced Nolan Creek have restored channel migration. Buried woody groins on the Snoqualmie and Newaukum rivers have protected shorelines as predicted. The Hoh River project, WSDOT‘s largest CED project to date, involves some of the world‘s largest engineered log jams. Monitoring for ongoing assessment of structural integrity, geomorphic changes, and biological performance is in development. There are currently 13 CED projects funded for $50 million to be constructed by 2010. About 30 additional projects are currently included in the CED process. During recent winters these projects held up very well to historic floods. Defining road projects based on environmental as well transportation needs is a path to more comprehensive, long term solutions. This approach demonstrates the importance of detailed reach analysis and effectiveness of bioengineering technique, and has wide application for transportation professionals adapting to change.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Aquatic life
KW  - Bank protection
KW  - Channel stabilization
KW  - Ecology
KW  - Floods
KW  - Habitat (Ecology)
KW  - Highway maintenance
KW  - Washington (State)
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session231.pdf
UR  - https://trid.trb.org/view/1346967
ER  - 

TY  - CONF
AN  - 01558563
AU  - Paul, Kylie
AU  - Graham, Jon
AU  - Broberg, Len
AU  - Quinn, Michael S
AU  - Huijser, Marcel
AU  - North Carolina State University, Raleigh
TI  - Can Citizen Science Represent Wildlife Activity Along Highways? Validating a Monitoring Program
SN  - 9780977809448
PY  - 2010
SP  - pp 130-131
AB  - Using volunteers for scientific data collection is increasingly recognized as a method to gather management-relevant environmental information. Citizen scientists can provide an inexpensive and potentially large long-term labor force that can amass large datasets in a relatively short time while covering large geographical areas. Although there is a distinct need for large, long-term datasets in road ecology to address the numerous effects of roads on wildlife, few projects involving wildlife and highways have incorporated citizens in their research or conservation efforts. The spatially and temporally explicit data on wildlife movement near highways that is required to improve the authors understanding of wildlife movement along and across highways has the potential to be collected by highway users as citizen scientists. Yet, in order to be integrated meaningfully into decision-making processes, citizen science must be valid and reliable. It is therefore essential to examine whether these programs can provide robust, reliable data.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Alberta (Canada)
KW  - Data collection
KW  - Decision making
KW  - Highways
KW  - Monitoring
KW  - Public participation
KW  - Travelers
KW  - Volunteers
KW  - Wildlife
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session132.pdf
UR  - https://trid.trb.org/view/1345946
ER  - 

TY  - CONF
AN  - 01558558
AU  - Bekker, Hans G J
AU  - Dekker, Jasja J A
AU  - North Carolina State University, Raleigh
TI  - Effectiveness of Mitigation Measures to Reduce Road Mortality in the Netherlands: Badger
Meles Meles
SN  - 9780977809448
PY  - 2010
SP  - pp 613-624
AB  - In the 1900‘s, the badger population of the Netherlands was estimated to count 2500 to 3000 setts with over 4000 individuals. Between then and the 1960‘s, the number declined drastically and stayed low until the mid-1980‘s with about 400 setts in the whole of the Netherlands. In the 1980‘s a high percentage of the population, locally up to 25%, was killed yearly by road traffic. For this reason the Dutch government implemented mitigation measures such as fauna tunnels and fences. It was easy to monitor the use of such measures. By census the authors know that the population increased to around 5000 individuals in 2006. But were these "badger tunnels" effective: did the number of traffic victims at these tunnels decrease? To answer this question the authors analyzed data on badger traffic victims gathered by NGO "Das & Boom" and the Center for Transport and Navigation (Rijkswaterstaat) between 1990 and 2006. First, the authors determined the distribution of victims over motorways, provincial roads and local roads. In absolute terms, most victims were reported from local roads. However, relative to the length of road in the range of the badger, most victims occur at provincial roads. Second, the authors tested whether taking mitigating measures resulted in a decrease of traffic victims. Realization of fauna tunnels resulted in a small but significant decrease in the local number of victims, but effects varied from site to site: at most sites, the number of victims was lower, but at some the number of victims was higher after implementation of the measure. Analysis on a local scale should provide a clearer picture of the effect of mitigation measures on badger mortality. Such a study was done in the area 'Eindegooi‘ where the increase of the population of badgers is spectacular. It appears that the increase is related to a package of measures taken in that area. The challenge for conservation now lies in minimizing victim numbers at local roads. As badger victims occur over a huge length of local roads, mitigation will be difficult. Still, a number of measures are feasible, for example locally designed tunnels and fences, decreasing speed limits or closing roads for through traffic, especially at 'black spots‘ with high numbers of victims.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Countermeasures
KW  - Fences
KW  - High risk locations
KW  - Netherlands
KW  - Road kill
KW  - Roadside fauna
KW  - Speed limits
KW  - Tunnels
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session233.pdf
UR  - https://trid.trb.org/view/1347001
ER  - 

TY  - CONF
AN  - 01558556
AU  - Seiler, Andreas
AU  - Olsson, Mattias
AU  - North Carolina State University, Raleigh
TI  - Are Non-Wildlife Underpasses Effective Passages for Wildlife?
SN  - 9780977809448
PY  - 2010
SP  - pp 317-331
AB  - In order to mitigate barrier effects of highways and exclusion fences on wildlife, many countries have invested in specific wildlife crossing structures placed at selected strategic locations. While such structures may be significant to species conservation o r management at local scale, they may not necessarily suffice to maintain landscape connectivity at broad scale. Conventional, non-wildlife road bridges, tunnels and culverts, however, are usually abundant along the major infrastructure corridors and are known to be used by animals at least occasionally. Given the large number and density of such passages, their accumulative effect may well be underestimated. On the other hand, there is uncertainty about how effectiveness of wildlife passages should be judged, because clear objectives and performance targets are undeveloped. The authors used track inventories to study the relative use of a total of 57 conventional road underpasses in south-central Sweden by common wildlife species such as moose (Alces alces), roe deer (Capreoluscapreolus), red fox (Vulpes vulpes), badger (Meles meles) and hares (Lepusspp.). The authors  studied the influence of passage dimensions, design, human disturbance and landscape factors and derived recommendations on limits in size and openness based on selected multiple regressions. The authors results support earlier findings in that ungulates are more sensitive to underpass dimensions as medium- sized carnivores and hares. In general, moose and, to some degree also roe deer, used underpasses much less than expected from their occurrence in the surrounding habitat, whereas badgers and foxes, in particular, showed clear preference towards the underpasses. Openness appeared as a strong predictor for the relative use by most species, but also traffic within the underpasses and distance to nearest forest cover were important variables. Landscape attributes, such as habitat composition within 500 m around the passage or the distance to the nearest alternative crossing option, were of less significance to the relative use of underpasses. The authors estimated that underpasses with a relative openness of 2.3 (and minimum width of 11m), with limited human and vehicular traffic (12 passages per day) and nearby forest cover (distance <15 m) are likely to be used by moose at random , i.e., as much as expected from moose activity on control track beds. Smaller animals, including roe deer, will use such passages more frequently. The authors propose establishing random passage use (use as expected) as a performance target for non-wildlife crossing structures. Higher targets should be set for adapted wildlife passages. Additional, ecologically scaled performance targets must address the distance between adjacent crossing facilities. The authors conclude that, at least in Sweden, only a minor proportion of conventional road underpasses built for local access roads provide effective passages to roe deer and smaller species, and only very few to moose. It is worthwhile studying, however, whether other facilities can be created to provide safe passage for wildlife across roads or whether additional protective features can increase the attractiveness of existing structures and thereby provide more cost-efficient mitigation than the investment in new, adapted wildlife passages.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Crashes
KW  - Fences
KW  - Habitat (Ecology)
KW  - Landscape design
KW  - Sweden
KW  - Underpasses
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downlo...dings/ICOET09-Proceedings-Session212.pdf
UR  - https://trid.trb.org/view/1346319
ER  - 

TY  - CONF
AN  - 01558550
AU  - Craighead, April C
AU  - Craighead, Frank L
AU  - Oechsli, Lauren
AU  - North Carolina State University, Raleigh
TI  - Bozeman Pass Wildlife Pre- and Post-Fence Monitoring Project
SN  - 9780977809448
PY  - 2010
SP  - pp 469-474
AB  - The Bozeman Pass transportation corridor between Bozeman and Livingston, Montana, includes Interstate-90, frontage roads, and a railroad. The highway supports 8,000-12,000 daily vehicles during the winter and 10,000 to 15,000 daily vehicles during the summer. The interstate has essentially become a barrier and hazard to animal movements in the Bozeman Pass area. To determine the extent of the animal-vehicle conflicts and where conflicts may best be mitigated, Craighead Environmental Research Institute (CERI) began collecting field data on Bozeman Pass in 2001. Data analysis led to recommendations to incorporate approximately 2 miles of wildlife fencing, cattle guards and landscaping design modifications into the reconstruction of a Montana Rail Link (MRL) overpass. These recommendations were accepted by the Montana Department of Transportation (MDT) and MRL in 2005 and a wildlife fence and four jump-outs were constructed in 2007. Adding relatively low cost wildlife mitigation measures to existing highway projects are effective in increasing highway permeability and reducing animal mortality, and could be incorporated into the Obama infrastructure initiative. Data on wildlife crossings and animal-vehicle collisions (AVC) were collected before and after installation of the fencing to evaluate if the fencing reduces animal-vehicle collisions, and to determine animal movements under the highway via existing culverts and the MRL overpass. Data collection includes seven tasks, as follows: (1) Road kill surveys between Bozeman and the Jackson Creek interchange. (2) Track bed monitoring of wildlife movements under the MRL bridge. (3) Remote camera monitoring of wildlife movements at fence ends. (4) Infrared counter monitoring of wildlife movements at jump-outs. (5) Track bed monitoring of wildlife movements at fence ends and jump-outs. (6) Remote camera monitoring of wildlife movements in two culverts at east end of fence. (7) Opportunistic snow tracking under MRL bridge and in fenced area. Power analyses (power = 0.8; α = 0.05) indicated three to five years of post-fencing study would be optimal in order to make reasonable quantitative comparisons between the pre- and post-fencing ungulate-vehicle collision (UVC) data. This presentation reports on 2 years of data. Nearly 2,000 animals have been killed along 23 miles of Interstate 90 from 2001 - June 2009. Since the installation of the wildlife fence about 1.5 miles long, two white-tailed deer has been killed within the fenced area and three have been killed at the fence ends. There has not been an increase in animal-vehicle collisions (AVC) at the ends of the fence. Preliminary results indicate an increased use of underpasses and culverts by wildlife. Costs for this project were much lower than new wildlife crossing structures since the fencing was added on to a structure replacement project for an existing underpass. More wildlife appears to travel through the rebuilt underpass as well as through other existing crossing structures (culverts and county road bridge). This suggests that fencing alone can be added to help direct animals through existing structures. Wildlife fencing leading to existing crossing structures is a cost-effective method of reducing AVC and thus reducing risk to motorists as well as increasing connectivity for wildlife. Design improvements in jump-outs and fence-ends will be discussed.
U1  - 2009 International Conference on Ecology and Transportation (ICOET 2009)Federal Highway AdministrationUSDA Forest ServiceU.S. Fish and Wildlife ServiceU.S. Environmental Protection AgencyDefenders of WildlifeCalifornia Department of TransportationWashington State Department of TransportationTransportation Research BoardUniversity of California, DavisNorth Carolina State University, RaleighDuluth,Minnesota,United States StartDate:20090913 EndDate:20090917 Sponsors:Federal Highway Administration, USDA Forest Service, U.S. Fish and Wildlife Service, U.S. Environmental Protection Agency, Defenders of Wildlife, California Department of Transportation, Washington State Department of Transportation, Transportation Research Board, University of California, Davis, North Carolina State University, Raleigh
KW  - Before and after studies
KW  - Crashes
KW  - Culverts
KW  - Deer
KW  - Fences
KW  - Highway safety
KW  - Montana
KW  - Road kill
KW  - Underpasses
KW  - Wildlife crossings
UR  - http://www.icoet.net/ICOET_2009/downloads/proceedings/ICOET09-Proceedings-Session223.pdf
UR  - https://trid.trb.org/view/1346963
ER  - 

TY  - RPRT
AN  - 01531744
AU  - Edil, Tuncer B
AU  - Benson, Craig H
AU  - O’Donnell, Jonathan B
AU  - Komonweeraket, Kanokwan
AU  - University of Wisconsin, Madison
AU  - Federal Highway Administration
TI  - Evaluation of the Environmental Performance of CCPS in Roadway Applications
PY  - 2010///Final Report
SP  - 414p
AB  - This report consists of two theses prepared at the University of Wisconsin-Madison. The two theses are: (1) "Leaching of Trace Elements from Roadway Materials Stabilized with Fly Ash" by Jonathan O'Donnell (2009) MS Thesis; and (2) "Leaching from Soil Stabilized with Fly Ash: Behavior and Mechanisms" by Kanokwan Komonweeraket (2010) PhD Thesis.
KW  - Coal combustion products
KW  - Environmental impacts
KW  - Fly ash
KW  - Leaching
KW  - Soil stabilization
KW  - Trace elements
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/11/Edil-No.-52-Evaluation-of-the-Environmental-performance-of-CCPs-in-Roadway-Applications.pdf
UR  - https://trid.trb.org/view/1316216
ER  - 

TY  - CONF
AN  - 01485242
AU  - Ngai, Florence
AU  - Kusuma, Markus
AU  - Yao, Jun
AU  - Transportation Research Board
TI  - Application of Dynamic Traffic Assignment in a Small-Urban Area
PY  - 2010
SP  - 12p
AB  - Many attempts had been made to improve the highway assignment component of a four-step travel demand model, in such that the model would generate more realistic speed and travel time estimates. These estimates determined performance measures, which were used to evaluate projects and help policy makers to make decisions in the planning process. With the help of advanced computer technology, and research and development efforts, dynamic traffic assignment (DTA) had become a viable modeling option. This paper explored the benefits of applying the DTA methodology in a small urban environment and the implications in planning analysis. Unlike in static assignment, where time and speed were unrealistically assumed to be constant over a period of analysis time and that the results of one analysis period did not affect the next analysis period, DTA assumed that travel time and speed changed by time segment and that the results of one time segment would affect the next time segment. In DTA the demand trips were assumed to enter the network over the course of the model time period and that no link would handle more traffic than its capacity. These features would conceptually enable DTA to produce results that were more reflective to reality. A case study was conducted for Morristown, a small urban town in New Jersey with a population of 18,500. Two assignment applications, static and DTA were developed using the Cube software. Input data was obtained from subarea-extraction of the Morris County Transportation Model. The assignment methodologies were tested using two hypothetical network scenarios. The analysis results were compared and the assignment methodologies were evaluated. This study also demonstrated a process of developing a DTA assignment application for a small urban area based on a regional model.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Benefits
KW  - Case studies
KW  - Dynamic traffic assignment
KW  - Highway capacity
KW  - Morristown (New Jersey)
KW  - Travel demand
KW  - Travel time
KW  - Urban areas
UR  - https://trid.trb.org/view/1253860
ER  - 

TY  - CONF
AN  - 01485241
AU  - Schaub, Charles
AU  - Transportation Research Board
TI  - Prioritizing Projects for the Metropolitan Transportation Plan -- The Lexington Experience
PY  - 2010
SP  - 11p
AB  - A federal certification review recommended that the Lexington area Metropolitan Planning Organization (MPO) formalize and enhance the project selection process for potential projects to be included in the long-range or metropolitan transportation plan. After reviewing several processes used by other MPOs, a scoring process was developed that attempted to address each of SAFETEA-LU’s planning factors and the unique objectives of the Lexington area. The process included 18 different criteria such as: economic impact, congestion reduction, multimodal involvement, safety impact, project feasibility, public support, and a benefit/cost adjustment factor. Criteria were both quantitative and qualitative. The initial intent was to make the scoring process multimodal by including transit, bicycle, and pedestrian projects along with traditional highway projects. However, due to an on-going transit operational analysis and transit’s separate funding sources, transit projects were not considered. Bicycle and pedestrian projects were incorporated into highway projects where appropriate. Nearly 100 different projects were scored. These projects were from the previous long-range transportation plan (funded and unfunded), various congestion and corridor studies, and the MPO area’s two county comprehensive plans. The projects were scored by utilizing available data and staff knowledge. Qualitative scores were determined by staff consensus. After all projects were scored and cost estimates were calculated, they were listed in order and a fiscal constraint analysis was done to ascertain final recommendations for the plan. The MPO staff was pleased with the process and believes it was successful and will be useful for future project analysis and prioritization.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Bicycle travel
KW  - Economic impacts
KW  - Lexington (Kentucky)
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Multimodal transportation
KW  - Pedestrian traffic
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Traffic congestion
UR  - https://trid.trb.org/view/1253858
ER  - 

TY  - CONF
AN  - 01485240
AU  - Matson, Phil
AU  - Chittaluru, Prasad
AU  - Transportation Research Board
TI  - Vacant Land Inventory and Development Assessment Tool
PY  - 2010
SP  - 9p
AB  - The Indian River County Metropolitan Planning Organization (MPO) created a vacant land inventory (VLI) application to identify the development status of land at the parcel level. The results of the vacant land inventory are used by the MPO to develop more accurate travel demand models by improving model inputs and assumptions about future land use and development scenarios. While originally developed as the central component of the MPO’s Visioning and modeling efforts, the model has seen new life as a school planning, utilities modeling, and emergency modeling tool as well. The VLI application integrates a vast amount of spatial data including parcel data, building permit data, future land use and zoning data, traffic analysis zones and street centerlines. The application automates an extensive analysis process and provides outputs in both report format and spatial data files. Parcel development status, as well as future development potential, are determined through a series of spatial overlays and the use of a customized algorithm that determines development status based on the taxable value of the parcel. Building permit data is used to further refine the development status and allows the county to analyze development projects as they progress through the development process. Look-up tables allow users to modify future land use densities and perform various buildout scenarios based on alternative future land use scenarios. The application was built using Mircosoft Access 2000 and ESRI’s ArcGIS and allows users to perform sophisticated geographic information system (GIS) and database analysis without requiring a high level of GIS or database knowledge. Custom ArcGIS map templates were created to allow users to visualize the spatial analysis and results in printer-friendly formats. The model also produces output at the TAZ level for direct input into Land Use and Travel Demand Forecasting models. The MPO developed the tool for use in the 2030 Long Range Transportation Plan and is currently using the application in its development of the 2035 Long Range Transportation Plan. The results of the VLI application have allowed the MPO to analyze the association between land use and transportation. The School Board of Indian River County has used the application for locating a future high school, and for projecting populations by section/township/range. The MPO also provided data from the application to FEMA following Hurricane Frances to assist in the location of temporary housing units based on specific site-selection criteria. Overall, the VLI application has integrated the analysis of numerous spatial data sources and improved the MPO’s ability to plan for the transportation future of Indian River County. For these reasons, the MPO model has been featured in Civil Engineering News and at the annual ESRI GIS conference.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Development
KW  - Forecasting
KW  - Land use planning
KW  - Metropolitan planning organizations
KW  - Travel demand
KW  - Vacant land
KW  - Zoning
UR  - https://trid.trb.org/view/1253854
ER  - 

TY  - CONF
AN  - 01485239
AU  - Wood, Brett
AU  - Fluitt, Allison
AU  - Transportation Research Board
TI  - Lessons Learned: A Community Driven Approach to Infrastructure Improvement
PY  - 2010
SP  - 13p
AB  - Every agency is learning to do more with less. Communities are learning that traditional funding sources for transportation improvements may not provide the financial backing needed to keep their existing infrastructure maintained or provide new improvements to meet the needs of a growing community. In 2006, Sumter County attempted to pass a sales tax referendum intended to fund community infrastructure improvements. The effort was unsuccessful largely because the community was not informed of the proposed projects and the benefits that might come from the improvements. Concurrent to this attempt, the City and County planning staff and Kimley-Horn began updating the Sumter community-wide Long Range Transportation Plan. The staff determined to use this project as a vehicle for improving its approach to the sales tax referendum and identifying strategic projects for future implementation. The study included a more detailed look at needed projects, and an emphasis on revenue projections based on successfully passing the next sales tax referendum. As an offshoot of this project, the City and County staff and Kimley-Horn conducted a corridor study for Lafayette Drive, one of the most heavily traveled corridors in the community. This study included a closer evaluation of two of the proposed sales tax project locations, with conceptual improvement designs as a primary deliverable. The project included an intense public outreach component, providing an opportunity for citizens and  business owners to become involved in the plan’s development and ultimately provide buy-in for the improvements. At the conclusion of these projects, the County attempted to pass another sales tax referendum. This time, the planning staff provided greater outreach and education opportunities and a better definition of the included projects. The second referendum passed successfully, and the City and County are currently implementing or designing the proposed projects. The public outreach efforts continue as a means to maintain the community’s involvement. This paper focuses on the lessons learned from these efforts, including the importance of strong community outreach, innovative visualization tools, strategic project selection, and development of both the Long Range Transportation Plan and the subsequent corridor study.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Communities
KW  - Development
KW  - Implementation
KW  - Improvements
KW  - Infrastructure
KW  - Lessons learned
KW  - Long range planning
KW  - Strategic planning
UR  - https://trid.trb.org/view/1253859
ER  - 

TY  - CONF
AN  - 01485238
AU  - Agnello, Paul
AU  - Transportation Research Board
TI  - Developing Travel Demand Modeling Tools for Medium-Sized Communities in Virginia
PY  - 2010
SP  - 9p
AB  - The Virginia Department of Transportation (VDOT) maintains travel demand models for all Metropolitan Planning Organizations (MPOs) within the state of Virginia through the Virginia Transportation Modeling (VTM) program including seven medium-sized community MPOs. These seven MPOs are all located in the western part of the state. Traditionally, travel demand modeling for all MPO areas within Virginia has been performed by VDOT modeling staff, but during FY-2009 and 2010, MPO model application work was transferred from VDOT to MPO modeling staff. VDOT provided training for all MPO regions to assist with this transitional process, but additional training and resources were provided for medium-sized community MPOs since they lacked the technical staff resources that the larger MPO regions in the eastern part of the state had. This presentation and paper will discuss the new modeling tools that VDOT staff developed to assist medium-sized community MPOs in Virginia in this process including standardized interfaces and methodologies, reports for summarizing model results, integrating models with State geographic information system (GIS) systems, and customizing model capabilities to better meet MPO needs. Additionally, within the next few years, VDOT is planning to make further improvements to these modeling tools using new data that will be available, e.g., 2009 NHTS, 2010 Census, etc. This paper and presentation will discuss lessons learned during the recently completed effort and plans for future improvements.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Geographic information systems
KW  - Methodology
KW  - Metropolitan planning organizations
KW  - Technical assistance
KW  - Training
KW  - Travel demand
KW  - Virginia
UR  - https://trid.trb.org/view/1253842
ER  - 

TY  - CONF
AN  - 01485237
AU  - Smith, Larry T
AU  - Transportation Research Board
TI  - An Economical Methodology for Development of Land Use and Socio-economic Forecasts for Long-range Transportation Plans (LRTPS)
PY  - 2010
SP  - 9p
AB  - The Central Mississippi Planning and Development (CMPDD), the Metropolitan Planning Organization (MPO) for the Jackson, MS area, developed an innovative methodology for forecasting population, number of dwelling units, employment and school enrollment based upon adopted Land Use Plans from counties and municipalities (most of which the CMPDD prepared) in the study area for the 2030 Jackson Urbanized Area Transportation Plan (the Long-Range Transportation Plan). That LRTP was part of the Statewide Mississippi Unified Long-Range Transportation Infrastructure Plan (MULTIPLA), which won an American Association of State Highway and Transportation Officials (AASHTO) award for State-MPO cooperation. The forecast methodology utilized measurements of acreage from adopted Land Use Plans for various land uses, including residential, commercial, industrial, and public/quasi-public uses, and applied residential population density factors from the ITE Trip Generation Manual to develop the forecasts. These forecasts were applied by a consultant, using TRANSCAD traffic simulation software, to develop traffic projections for all arterial and collector roadways in the study area to determine where traffic capacity deficiencies would occur in 10-year increments for 2010, 2020 and 2030. The presenter will use a power point presentation to discuss how the methodology was utilized to prepare the population and other forecasts and the development of the 2030 Jackson Urbanized Area Transportation Plan. This economical methodology is particularly useful for small or medium-sized MPO’s which do not have a large staff to develop the necessary forecasts for an LRTP.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Forecasting
KW  - Jackson (Mississippi)
KW  - Land use planning
KW  - Long range planning
KW  - Metropolitan planning organizations
KW  - Socioeconomic factors
KW  - Traffic simulation
KW  - Trip purpose
UR  - https://trid.trb.org/view/1253855
ER  - 

TY  - CONF
AN  - 01485236
AU  - McDonald, Andy
AU  - Transportation Research Board
TI  - Northern Minnesota/Northern Wisconsin Freight Plan
PY  - 2010
SP  - 11p
AB  - The Northern Minnesota/Northwest Wisconsin Regional Freight Plan is a multimodal, comprehensive look at freight movement beyond traditional state and metro area boundaries. This freight planning effort built upon prior planning activities by the Minnesota Department of Transportation, Wisconsin Department of Transportation, the Duluth-Superior Metropolitan Interstate Council, the Arrowhead Regional Development Commission, and the University of Wisconsin Superior Transportation and Logistics Program. The plan was undertaken to provide a better understanding of the demand from freight transportation on the local and regional transportation infrastructure and to identify necessary improvements that enhance freight mobility and accommodate economic growth within the region. It emphasizes heightened inter-agency coordination, stakeholder engagement, critical investment making and assists the region in creating a vision for maintaining and improving the freight system. This area has some unique challenges and opportunities in the freight movement system. Potential new mining developments in Northeast Minnesota in integrated steel making, nonferrous mining and mining byproducts create pressure on current transportation resources. Other transportation challenges include moving large wind energy components to sites throughout the Northern Plains and Midwest and over-dimension equipment bound for the Oil Sands in Alberta. These large pieces are manufactured worldwide and arrive at the Duluth port by water and move out by truck and rail. The principal elements of this plan include a freight inventory, freight analysis stakeholder engagement followed by research on key regional freight issues and trends. Recommendations were developed to address policies and improve freight related infrastructure.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Demand
KW  - Economic growth
KW  - Freight traffic
KW  - Infrastructure
KW  - Minnesota
KW  - Mobility
KW  - Multimodal transportation
KW  - Transportation planning
KW  - Wisconsin
UR  - https://trid.trb.org/view/1253839
ER  - 

TY  - CONF
AN  - 01485235
AU  - Jamei, Bahram
AU  - Mann, William W
AU  - Transportation Research Board
TI  - Comparison of Five Metropolitan Washington Travel Demand Models
PY  - 2010
SP  - 11p
AB  - Several of the Virginia suburban jurisdictions in the Washington, DC region have developed their own travel forecasting models. We now have 4 sub-area models for this region. One was developed for Prince William County, one for Loudoun County, one for Fairfax County and one for the Town of Leesburg. Each one was developed by a different consultant hired by the local jurisdiction and each is structured a little differently. The regional model developed by the Metropolitan Washington Council of Governments (MWCOG) has always been available for its member jurisdictions to use, but these jurisdictions took it upon themselves to develop their own models with consultant help. Some of the reasons for this proliferation of travel forecasting models are: (1) locals want more detail with smaller zones and more highway links than the regional model provides; (2) locals want to be in control of the models for quick turn-around when asked. MWCOG staff is not always available when a quick turnaround is needed; and (3) locals want a simpler model than the regional model so they can understand the outputs to explain to their elected officials. The characteristics of each of these 4 sub-area models will be described in this paper for each of the 4 steps in the standard 4-step modeling process, along with a discussion of how they differ from the parent model – the one developed by MWCOG.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Alternatives analysis
KW  - Fairfax County (Virginia)
KW  - Highways
KW  - Leesburg (Virginia)
KW  - Loudoun County (Virginia)
KW  - Metropolitan Washington Council of Governments
KW  - Prince William County (Virginia)
KW  - Traffic forecasting
KW  - Transportation planning
KW  - Travel demand
UR  - https://trid.trb.org/view/1253851
ER  - 

TY  - CONF
AN  - 01485234
AU  - Slavin, Howard
AU  - Ricotta, Paul
AU  - Brandon, Jonathan
AU  - Rabinowicz, Andres
AU  - Sundaram, Srinivasan
AU  - Transportation Research Board
TI  - A New Traffic Assignment Method for Small and Medium Communities
PY  - 2010
SP  - 11p
AB  - This paper describes a new equilibrium traffic assignment method, compares it with prior methods, and illustrates how it can provide improved results for the models that are applied in small and medium-sized communities. The new origin user equilibrium (OUE) method, based on an algorithm developed by Robert Dial, provides superior convergence and more reliable estimates of link flows than the conventional method provided in most travel demand forecasting software packages. Utilizing a regional model for Victoria, British Columbia, the authiors compare traffic assignment results for test cases at different levels of assignment convergence and using different algorithms for computing user equilibrium. The authors demonstrate that OUE can achieve levels of convergence that are virtually indistinguishable from the true equilibrium solution and do so rather quickly on commonly available computers. The test cases illustrate that low levels of convergence lead to gross errors and spurious effects in traffic assignment, but that these problems disappear with higher levels of convergence. Consequently, the ability of OUE to achieve high levels of convergence quickly leads to much more reasonable and reliable traffic assignment results. Small community planners often rely on select link and select zone analysis to understand who benefits from road improvement projects and to share that information with stakeholders. The authors examine the select link analysis that is derived from different traffic assignment algorithms and convergence levels. The authors show that the results are very sensitive to these factors and that, with a proportionality correction, the OUE method provides more robust and reliable select link analysis.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Algorithms
KW  - Traffic assignment
KW  - Traffic equilibrium
KW  - Traffic flow
KW  - Transportation planning
KW  - Travel demand
KW  - Victoria, British Columbia, Canada
UR  - https://trid.trb.org/view/1253853
ER  - 

TY  - CONF
AN  - 01485233
AU  - Azimi, Ed
AU  - Jamei, Bahram
AU  - Gondy, Chowdhary S
AU  - Transportation Research Board
TI  - A Standardized Tool for Calculating Road User Benefits
PY  - 2010
SP  - 12p
AB  - The Highway User Benefit-Cost Analysis Program (HUB-CAP) provides the Virginia Department of Transportation (VDOT) with a standardized method to quantify road user benefits/costs to the traveling public based on roadway geometric, traffic, and operating characteristics. Based on this information, the Department can determine the cost effectiveness of various alternatives including detours, temporary roadway or shoulder construction, off-peak hour day work, night work, and the most appropriate project delivery method (i.e., Incentive/Disincentive, A+B Bidding, etc.). HUB-CAP provides valuable information to the designers and project managers when determining the most appropriate construction staging and final design. This application should be used early in the design process while there is still flexibility in the design. The optimal design will mitigate or avoid disruptions before they can occur. This application can also determine future highway user benefits-costs based on future improvement needs. By understanding the major factors influencing highway user benefits-costs, the analyst can take steps to minimize the effect of any future rehabilitation activities on roadway users. This tool was developed after researching the methodologies and application used by several States’ Department of Transportations and finally chose to utilize AASHTO’s 2003 Highway User Benefit Analysis method as a starting point. AASHTO’s worksheets were modified to include before and after scenarios, look-up tables for various inputs necessary to run the tool, and consistencies in the type of required data. It consists of three main modules: (1) Value of Time Savings / Benefits (both based on ADT and hourly volumes); (2) Accident Costs / Benefits; and (3) Operating and Ownership Costs / Benefits. The HUB-CAP application has already been implemented at VDOT by area construction engineers and construction managers. This has resulted in several projects being delivered on time with substantial saving to the users and VDOT in construction duration, user costs and completion of the project on-time.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Benefit cost analysis
KW  - Highway operations
KW  - Off peak periods
KW  - Road construction
KW  - Standardization
KW  - Traffic volume
KW  - User benefits
KW  - Value of time
KW  - Virginia
UR  - https://trid.trb.org/view/1253857
ER  - 

TY  - CONF
AN  - 01485232
AU  - Grimm, Lewis G
AU  - Rickards, Mark D
AU  - Geyer, Dorothy M
AU  - McDaniel, Danny
AU  - Transportation Research Board
TI  - Moving the Guests at a 400th Anniversary: Jamestown 2007
PY  - 2010
SP  - 13p
AB  - The year 2007 marked the 400th anniversary of the establishment of the first permanent English colony in North America at what is now known as Jamestown, Virginia. In preparation for this most recent in a series of anniversary events celebrated every 50 years since the early 1800s, a group of federal, state, and local agencies undertook the development of a multimodal transportation plan to accommodate the expected increases in visitation to the Jamestown–Williamsburg–Yorktown area, commonly referred to as “America’s Historic Triangle.” Under the general direction and leadership of the Virginia Department of Rail & Public Transportation, a group of public and private organizations formulated and implemented a visitor transportation plan for the region which fulfilled all defined transportation objectives. In addition to the Department of Rail & Public Transportation, the participants in this process included the Virginia Department of Transportation, the National Park Service, the Colonial Williamsburg Foundation, the Jamestown-Yorktown Foundation, the City of Williamsburg, James City County, York County, the College of William and May, Williamsburg Area Transit Authority, Hampton Roads Transit, and a team of consulting planning and engineering firms. The resulting visitor transportation plan built upon existing visitor parking, shuttle bus services, and traveler information system elements to create a system to both link visitors to individual sites as well as to link major visitor attractions to each other. Many of the plan elements developed for the 400th Anniversary commemoration activities in 2007 have been retained and incorporated into the local public transportation system serving “America’s Historic Triangle.” This paper describes how the plan was developed, its implementation for the 400th Anniversary events, and its continuing evolution since 2007.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Jamestown (Virginia)
KW  - Parking facilities
KW  - Public private partnerships
KW  - Regional planning
KW  - Shuttle buses
KW  - Special events
KW  - Tourism
KW  - Transportation planning
KW  - Traveler information and communication systems
UR  - https://trid.trb.org/view/1253856
ER  - 

TY  - CONF
AN  - 01485231
AU  - Bittner, Jason
AU  - Kleinmaier, Dan
AU  - Levine, Josh
AU  - Transportation Research Board
TI  - Transportation of Wind Energy Industry Components: Planning for Growth in the Heartland
PY  - 2010
SP  - 12p
AB  - The wind energy industry is growing in the United States. However, transportation of the wind turbine components from the point of production to the wind farm site incurs multiple challenges and obstacles. Along with the wind turbine components, the transportation of supplemental construction materials such as sand and gravel also has a significant impact. By the time a wind farm project is completed, it is likely that significant infrastructure damage has occurred, especially at the local level. Better and earlier communication between counties, townships, and developers can enhance the planning of infrastructure development to minimize damages and costs. Also, innovative design of wind turbine components and the vehicles that carry the components, along with more efficient logistical planning, can help to reduce some of this damage. Although these designs and strategies may reduce damages and cost, it is advisable to local counties and municipalities to sign an agreement with the developer prior to construction that specifically addresses infrastructure damage and repair.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Design
KW  - Infrastructure
KW  - Logistics
KW  - Transportation planning
KW  - Turbines
KW  - United States
KW  - Wind power generation
UR  - https://trid.trb.org/view/1253838
ER  - 

TY  - CONF
AN  - 01485125
AU  - Bricka, Stacey
AU  - Transportation Research Board
TI  - Data Alternatives in Support of Regional Travel Demand Modeling
PY  - 2010
SP  - 9p
AB  - Historically, data collection in support of regional travel demand models for small and medium-sized communities has been limited, largely due to a lack of resources. As a result, travel demand models in these regions are often based on generalized trip rates and other characteristics (such as those detailed in NCHRP Report 365). Another common trend is to “borrow” a data set from a “comparable” region. Finally, a growing research focus is on the ability to conduct a small sample survey to supplement or refresh older travel survey data. The purpose of this paper is to provide a resource for transportation planners in small and medium-sized communities through presenting practices on the use of secondary data to support travel demand modeling. This is accomplished through detailing common practice in the use of the two most common transferable practices as well as presenting an alternate approach that blends a smaller focused “fresh” survey sample with secondary data.
U1  - 12th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationFederal Transit AdministrationWilliamsburg,VA,United States StartDate:20100922 EndDate:20100924 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Transit Administration
KW  - Best practices
KW  - Data collection
KW  - Medium sized cities
KW  - Regional planning
KW  - Small cities
KW  - Travel demand
KW  - Travel surveys
UR  - https://trid.trb.org/view/1253597
ER  -