TY  - RPRT
AN  - 01102120
AU  - Federal Highway Administration
TI  - SH-75 Timmerman to Ketchum, US-20 to Saddie Road : environmental impact statement
PY  - 2008/02//Volumes held: Draft(3v)(v.2 fol), Final
KW  - Environmental impact statements
KW  - Idaho
UR  - https://trid.trb.org/view/862081
ER  - 

TY  - RPRT
AN  - 01099051
AU  - Vipulanandan, Cumaraswamy
AU  - Puppala, Anand J
AU  - Jao, M
AU  - Kim, M S
AU  - Vasudevan, H
AU  - Kumar, P
AU  - Mo, Y L
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Correlation of Texas Cone Penetrometer Test Values and Shear Strength of Texas Soils: Technical Report
PY  - 2008/02//Technical Report
SP  - 208p
AB  - This report discusses the correlation of Texas Cone Penetrometer (TCP) test values and shear strength of Texas soils. Data collected over the past decade by the Texas Department of Transportation (TxDOT) from several parts of Texas were used to verify the current correlation between TCP blow count and the undrained shear strengths of clays with higher (CH) and low liquid limits (CL), sandy clay (SC) and other soils. Over 4000 sets of data were used to verify the current TxDOT relationships for the entire state of Texas and three TxDOT districts from where most of the data were collected. Limited field studies were performed to verify the current TxDOT relationship with CH and CL soils. Based on the data available and statistical analyses, linear and nonlinear relationships between undrained shear strength of soil and TCP blow count have been developed. The statistical parameters including the probability distribution functions (PDF) for the undrained shear strength (S sub u) and TCP blow count (N sub TCP ) based on the type of soil were determined. Analyses showed that the current TxDOT design relationships overestimated the undrained shear strength (S sub u ) and TCP blow count (N sub TCP ) was dependent on the depth for all types of soils investigated. The depth dependency also varied from location to location. The undrained shear strength versus TCP blow count relationships developed were also influenced by the locations.
KW  - Clay soils
KW  - Cone penetrometers
KW  - Correlation analysis
KW  - Distributions (Statistics)
KW  - Shear strength
KW  - Soil penetration test
KW  - Soils
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-4862-1.pdf
UR  - https://trid.trb.org/view/859447
ER  - 

TY  - RPRT
AN  - 01098935
AU  - D'Angelo, John A
AU  - Harm, Eric E
AU  - Bartoszek, John C
AU  - Baumgardner, Gaylon L
AU  - Corrigan, Matthew R
AU  - Cowsert, Jack E
AU  - Harman, Thomas P
AU  - Jamshidi, Mostafa
AU  - Jones, H Wayne
AU  - Newcomb, David E
AU  - Prowell, Brian D
AU  - Sines, Ronald A
AU  - Yeaton, Bruce A
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Warm-Mix Asphalt: European Practice
PY  - 2008/02
SP  - 72p
AB  - Warm-mix asphalt (WMA) is a group of technologies that allow a reduction in the temperatures at which asphalt mixes are produced and placed. These technologies tend to reduce the viscosity of the asphalt and provide for the complete coating of aggregates at lower temperatures. WMA is produced at temperatures 20 to 55 °C (35 to 100 °F) lower than typical hot-mix asphalt (HMA). In 2007, a team of U.S. materials experts visited Belgium, France, Germany, and Norway to evaluate various WMA technologies through the Federal Highway Administration’s International Technology Scanning Program. The scan team learned that the benefits of WMA technologies include reduced fuel usage and emissions in support of sustainable development, improved field compaction, which can facilitate longer haul distances and cool weather pavement, and better working conditions. A range of technologies is available to produce WMA. European agencies expect WMA performance to be the same as or better than the performance of HMA. Although several areas need to be addressed as these technologies are adapted to U.S. materials and production practices, the scan team believes that the United States has no long-term barriers to WMA use. With additional research and trials, the team expects that highway agencies will allow WMA as an alternative to HMA.
KW  - Belgium
KW  - Benefits
KW  - Compaction
KW  - France
KW  - Fuel consumption
KW  - Germany
KW  - International Technology Scanning Program
KW  - Norway
KW  - Pavement performance
KW  - Pollutants
KW  - Study tours
KW  - Sustainable development
KW  - Warm mix paving mixtures
KW  - Working conditions
UR  - http://international.fhwa.dot.gov/pubs/pl08007/pl08007.pdf
UR  - https://trid.trb.org/view/859207
ER  - 

TY  - RPRT
AN  - 01098911
AU  - Sandt, Laura S
AU  - Schneider, Robert James
AU  - Nabors, Dan
AU  - Thomas, Libby
AU  - Mitchell, Colleen
AU  - Eldridge, R J
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - A Resident's Guide for Creating Safe and Walkable Communities
PY  - 2008/02//Final Guide
SP  - 79p
AB  - This guide is intended to assist residents, parents, community association members, and others in getting involved in making communities safer for pedestrians. The guide includes facts, ideas, and resources to help residents learn about traffic problems that affect pedestrians and find ways to help address these problems and promote pedestrian safety. The guide includes information on identifying problems, taking action to address pedestrian concerns, finding solutions to improve pedestrian safety, and resources to get additional information.
KW  - Communities
KW  - Community action programs
KW  - Education
KW  - Handbooks
KW  - Information resources
KW  - Pedestrian safety
KW  - Residential areas
KW  - Walking
UR  - http://safety.fhwa.dot.gov/ped_bike/ped_cmnity/ped_walkguide/index.cfm
UR  - http://safety.fhwa.dot.gov/ped_bike/ped_cmnity/ped_walkguide/residentsguide.pdf
UR  - https://trid.trb.org/view/859124
ER  - 

TY  - RPRT
AN  - 01098909
AU  - More, Alec
AU  - Munnich, Lee W
AU  - University of Minnesota, Twin Cities
AU  - Federal Highway Administration
TI  - Rural Transportation Safety and the Strategic Highway Safety Plan: An Examination of Select State Programs and Practices
PY  - 2008/02//Final Report
SP  - 27p
AB  - This first in a series of Center for Excellence in Rural Safety (CERS) research summaries examines the current state of safety planning through interviews and a comprehensive review of the newly mandated strategic highway safety plans (SHSPs) and supporting documents from six states representing different U.S. regions: Alabama, Idaho, Maryland, Minnesota, Vermont, and Washington. The researchers took several steps to develop a knowledge base of existing conditions pertaining to safety planning in the six states. During the analysis, five key themes emerged: 1. A focus on changing driver behavior; 2. The importance of state-level public policy and political leadership; 3. The use of emerging technologies; 4. The importance of sustained, collaborative approaches; and 5. The use of measurement-driven approaches, which rely on enhanced data collection and new interpretive methodologies. In addition to these findings, case studies of each state provide a synopsis of certain aspects of their SHSPs. Recommendations concerning the SHSP development process and emphasis areas include: strengthening public engagement activities and initiatives to communicate the importance of roadway safety, reviewing the development structure and safety stakeholders involved, and continuing integration across agencies contributing to safety.
KW  - Alabama
KW  - Behavior
KW  - Case studies
KW  - Cooperation
KW  - Drivers
KW  - Highway safety
KW  - Idaho
KW  - Leadership
KW  - Maryland
KW  - Minnesota
KW  - Public policy
KW  - Recommendations
KW  - Rural transportation
KW  - State government
KW  - Strategic Highway Safety Plan
KW  - Strategic planning
KW  - Technological innovations
KW  - Vermont
KW  - Washington (State)
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=880
UR  - http://www.ruralsafety.umn.edu/publications/documents/ImprovingRuralTransp-01.pdf
UR  - https://trid.trb.org/view/857434
ER  - 

TY  - RPRT
AN  - 01091846
AU  - Skolnik, Jonathan
AU  - Noyes, Kristin
AU  - Nguyen, Paul
AU  - Jack Faucett Associates, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Driver Education for Safety in Adverse Driving Conditions
PY  - 2008/02//Final Report
SP  - 169p
AB  - Under certain adverse driving conditions, often times the driver of a vehicle has inadequate training or education and ends up taking wrongful action leading to severe crashes. The purpose of this research was to determine the state-of-the-art practices in educating drivers for safety in certain adverse driving conditions and to develop a realistic module of a driver education program addressing that topic. In addition, the research sought to determine whether any relevant laws and regulations related to driving in the State of Arizona need to be changed in order to properly address safety under adverse driving conditions. The study consisted of four main tasks, which included a literature review, statistical analysis of Arizona crash data, a survey of other states regarding their driver education programs, and targeted case studies of selected states and other private or semi-government agencies involved in driver education curriculum development and implementation. It is the recommendation of this report that Arizona continue its on-going efforts to convene a driver education task force consisting of both Arizona Department of Education and Motor Vehicle Department representatives with the goal of developing uniform standards for both driver education curriculum and training for driver education instructors to apply to both the public school driver education program and the professional driver training schools. In addition, because Arizona does not have an existing state-level driver education curriculum, the state should adopt a complete driver education curriculum as opposed to a module geared towards adverse driving conditions. That said, should that effort not be possible, it is the recommendation of this report that one of the two adverse conditions related modules (Montana or Texas/Virginia). Both of these modules are well designed and thorough and both would service Arizona well. They are similar in their coverage of adverse driving conditions. The choice between the two would come down to Arizona's preference between the NIDB model with which the Montana curriculum is more closely aligned, and the ADTSEA model with which the Virginia/Texas module is more closely aligned.
KW  - Arizona
KW  - Case studies
KW  - Curricula
KW  - Driver education
KW  - Driver training
KW  - Driving conditions
KW  - Policy
KW  - Safety
KW  - Standardization
KW  - State laws
KW  - Weather conditions
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ609.pdf
UR  - https://trid.trb.org/view/851333
ER  - 

TY  - RPRT
AN  - 01091700
AU  - Federal Highway Administration
TI  - Real-Time Traveler Information Program
PY  - 2008/02
SP  - n.p.
AB  - The Real-Time Traveler Information program focuses on information for all sorts of travel on the surface transportation networks, including how the information is collected, how it is processed, how it is provided to consumers, and how it may be used by transportation system operators to improve travel for everyone.  The 511 Traveler Information Telephone Number promises to provide people with unprecedented access to traveler information.  511 is a simple 3-digit number that can be available anywhere in the country, providing current travel conditions and information.
KW  - 511 (National Travel Information Number)
KW  - Advanced traveler information systems
KW  - Ground transportation
KW  - Real time information
UR  - http://ops.fhwa.dot.gov/travelinfo/about/aboutus.htm
UR  - https://trid.trb.org/view/851297
ER  - 

TY  - RPRT
AN  - 01091309
AU  - Quiroga, Cesar
AU  - Koncz, Nicholas
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Engineering Design Data Management - Practices and Framework Development
PY  - 2008/02//Technical Report
SP  - 196p
AB  - During the project development process, districts produce enormous amounts of engineering data in a variety of data formats with varying levels of accuracy and resolution on several types of storage media. Examples include aerial photography and topographic information, drawings at various levels of development, survey data, right of way and utility maps, and traffic counts. These data are a valuable asset, and the Texas Department of Transportation (TxDOT) has begun to implement strategies to ensure the usability and integrity of the data. However, the amount of data that districts produce and receive is growing steadily, which makes it increasingly difficult to manage the data effectively. Although district personnel have a wealth of data at their disposal, frequent lack of data integrity, accessibility, quality control, or plain awareness makes it unnecessarily difficult to put the data to good use. These inefficiencies result in redundant data collection efforts and contribute to project delays. This report summarizes research conducted to evaluate and document current engineering design data management practices at TxDOT. The report also describes a prototype engineering data management framework to assist divisions and districts in their effort to manage engineering data effectively. The focus of the report is on data types, spatial and temporal data attributes, and associated documentation used during the design phase of typical highway improvement projects. The report summarizes procedures, practices, and systems TxDOT and other government agencies use for managing engineering design data; describes an integrated geographic information system (GIS)-based data model for engineering design data that complies with TxDOT data architecture requirements; and documents the results of tests completed on the engineering design data model by using offline and online testing environments.
KW  - Data management
KW  - Data quality
KW  - Design engineering
KW  - Engineering data
KW  - Geographic information systems
KW  - Highway improvement projects
KW  - Project management
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5246-1.pdf
UR  - https://trid.trb.org/view/851761
ER  - 

TY  - RPRT
AN  - 01090633
AU  - Aguiniga, Francisco
AU  - Matakis, Kevin
AU  - Estrada, Hector
AU  - Sai, Joseph
AU  - Leelani, Pat
AU  - Shelden, Jeff
AU  - Texas A&M University, Kingsville
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Report Synthesis of Wave Load Design Methods for Coastal Bridges
PY  - 2008/02//Technical Report
SP  - 178p
AB  - Several coastal bridges have been destroyed by historic and recent hurricanes. Currently no guidelines exist for the design of bridge superstructures when subjected to the action of waves. This document presents an introduction to weather and hurricanes, fundamental concepts of water waves, and a compilation of available sources of information that contain information related to forces produced by waves acting on engineering structures such as sea walls, suspended walls, and bridge decks. A section on the parameters most relevant to the design of bridge superstructures against hurricane waves is included in this document. This report provides a synthesis of data found in several historical databases and databases maintained regularly by government organizations and research laboratories. A methodology to update the databases is also presented. A plan of action to develop design methodology is also included and followed by a chapter on benefits of expanding this research beyond the synthesis stage. The document ends with a set of conclusions and recommendations.
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge superstructures
KW  - Coastal engineering
KW  - Coasts
KW  - Databases
KW  - Hurricanes
KW  - Ocean waves
KW  - Sea walls
KW  - Updating (Databases)
KW  - Water waves
UR  - https://trid.trb.org/view/850858
ER  - 

TY  - RPRT
AN  - 01090632
AU  - Sebesta, Stephen
AU  - Harris, J Patrick
AU  - Liu, Wenting
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Lab Compaction Methods for Roadway Base Materials
PY  - 2008/02//Technical Report
SP  - 96p
AB  - The Texas Department of Transportation (TxDOT) employs the impact hammer method of sample compaction for laboratory preparation of road base and subgrade materials for testing. Experience has shown that this method may not adequately represent the true field performance of the materials. This report describes results investigating how different lab compaction methods influence the laboratory characterization of the materials. As compared to Tex-113-E, modified compaction improved the performance of a Grade 2 Texas base, but not the Grade 1 material tested. Vibratory compaction resulted in improved performance for both bases tested. Unfortunately, efforts to study the soil fabric to investigate what lab technique best mimics the field structure were unsuccessful. However, future work in this project will utilize four additional Texas base materials, including field sections, in efforts to validate the preliminary findings described in this report.
KW  - Base course (Pavements)
KW  - Compaction
KW  - Laboratory compaction
KW  - Laboratory tests
KW  - Materials tests
KW  - Sample preparation
KW  - Subgrade materials
KW  - Vibratory compaction
UR  - http://tti.tamu.edu/documents/0-5135-2.pdf
UR  - https://trid.trb.org/view/850870
ER  - 

TY  - RPRT
AN  - 01090230
AU  - Aguiniga, Francisco
AU  - Matakis, Kevin
AU  - Estrada, Hector
AU  - Sai, Joseph
AU  - Leelani, Pat
AU  - Shelden, Jeff
AU  - Texas A&M University, Kingsville
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Wave Forces on Bridge Decks: State of the Art and State of the Practice Review
PY  - 2008/02//Technical Report
SP  - 83p
AB  - The extensive bridge damage caused by recent hurricanes on the Gulf of Mexico showed a need for a design method against wave forces. A literature review revealed that current guidelines offer limited help to bridge designers, since current information related to the design of bridge superstructures when subjected to the action of waves is inadequate. This document presents a compilation of available sources of information that contain information related to forces produced by waves acting on engineering structures such as sea walls, suspended walls, and bridge decks.
KW  - Bridge decks
KW  - Bridge members
KW  - Bridge superstructures
KW  - Gulf of Mexico
KW  - Hurricanes
KW  - State of the art
KW  - State of the practice
KW  - Water waves
KW  - Wave height
KW  - Wind waves
UR  - https://trid.trb.org/view/850686
ER  - 

TY  - RPRT
AN  - 01090225
AU  - Chu, Chi-Lueng
AU  - Chaudhary, Nadeem A
AU  - Johnson, Jeremy D
AU  - Sunkari, Srinivasa R
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Enhancements to PASSER V Signal Timing Optimization Program
PY  - 2008/02//Technical Report
SP  - 55p
AB  - The Texas Department of Transportation (TxDOT) and many other agencies in the U.S. prefer to time their traffic signals to maximize through progression for arterial traffic. Because of this need, the PASSER™ series of traffic signal timing optimization software has become an important asset to these agencies. Recent access management analysis of several arterial roadways in Texas required the comparison of alternatives with different signal spacing, inevitably leaving some intersections unsignalized. Since all the members of the PASSER software family cannot presently analyze unsignalized intersections, it was necessary to use the Synchro® traffic optimization tool for analysis. However, as the Synchro tool is not designed to provide arterial progression, questions were raised about the usability of the results, since TxDOT would inevitably time signals along an arterial to achieve progressed flow. The objective of this project is to enhance PASSER V to provide the capability to analyze the impacts of unsignalized intersections, including driveways, located on signalized arterials. In projects including traffic management improvements or access management improvements, different intersections are signalized or unsignalized to achieve various operational or safety improvement objectives. With the additional feature to analyze unsignalized intersections, PASSER V users are able to make side-by-side comparisons between alternatives for these projects.
KW  - Arterial highways
KW  - Bandwidth (Traffic signals)
KW  - Intersection elements
KW  - PASSER V (Computer program)
KW  - Signalization
KW  - Signalized intersections
KW  - Texas
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic signal control systems
KW  - Traffic signal timing
KW  - Traffic simulation
UR  - http://ntl.bts.gov/lib/55000/55800/55873/FHWA-TX-0-5424-1.PDF
UR  - https://trid.trb.org/view/850712
ER  - 

TY  - RPRT
AN  - 01090204
AU  - Hu, Xiaodi
AU  - Zhou, Fujie
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Pilot Implementation of the Overlay Tester and Double-Blade Saw
PY  - 2008/02//Technical Report
SP  - 34p
AB  - Past experience and recent field performance data has shown that several of Texas Department of Transportation’s (TxDOT’s) widely used asphalt mixtures are rut resistant but increasingly prone to cracking. Under Research Project 0-4467 the Overlay Tester (OT) was successfully demonstrated as a simple performance-related test to identify the crack resistance of asphalt mixtures. This implementation project focused on developing specifications for the OT, purchasing three units, and conducting shakedown tests on the new units. Within lab testing at the Texas Transportation Institute produced very consistent results. However, variability problems were encountered in the initial Round-Robin tests between labs. An investigation was conducted to identify the source of the differences. Several factors were identified and these are described in this report. Recommendations were made to modify the test protocol and it is highly recommended that a second Round-Robin test be conducted to evaluate the repeatability and reproducibility of the overlay tester. Additionally, specifications for double-bladed saws were developed and three saws were purchased and delivered to Districts labs. The samples cut with these saws meet the required operational tolerances. However, it was recommended that calibration may be required on mixtures made with extremely hard rock, such as river gravels. The results obtained with both the new overlay testers and double bladed saws are presented in this report. The specifications for each device are given in the Appendices.
KW  - Asphalt mixtures
KW  - Calibration
KW  - Field tests
KW  - Overlays (Pavements)
KW  - Pavement cracking
KW  - Shakedown tests
KW  - Surface course (Pavements)
KW  - Testing equipment
KW  - Texas
UR  - https://trid.trb.org/view/850709
ER  - 

TY  - RPRT
AN  - 01090192
AU  - Chrysler, Susan T
AU  - Williams, Alicia A
AU  - Fitzpatrick, Kay
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Driver Comprehension of Signing and Markings for Toll Facilities
PY  - 2008/02//Technical Report
SP  - 144p
AB  - This report describes research activities regarding the comprehension of the signs and pavement markings for toll roads and managed lanes. Texas Transportation Institute researchers conducted seven focus groups, which explored driver understanding of toll road route markers, open road tolling payment options, pavement marking symbols, and preferential lane pavement markings in four Texas cities. Researchers also reviewed the ongoing development of revisions to the toll road chapter for the Texas Manual of Uniform Traffic Control Devices.
KW  - Guide signs
KW  - Managed lanes
KW  - Rate, fare and toll collection
KW  - Road markings
KW  - Texas
KW  - Toll collection
KW  - Toll roads
KW  - Traffic control devices
KW  - Traffic signs by purpose
UR  - http://tti.tamu.edu/documents/0-5446-2.pdf
UR  - https://trid.trb.org/view/850706
ER  - 

TY  - RPRT
AN  - 01090149
AU  - Estakhri, Cindy K
AU  - Alvarez, Allex E
AU  - Martin, Amy Epps
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines on Construction and Maintenance of Porous Friction Courses in Texas
PY  - 2008/02//Technical Report
SP  - 44p
AB  - Porous or permeable friction courses (PFC) are hot mix asphalt mixtures placed at the surface of a pavement structure in a thin layer to produce several benefits for the traveling public in terms of safety, economy, and the environment. It is a sacrificial wearing course consisting of an aggregate with relatively uniform grading and little or no fines and mineral filler and it is designed to have a high air void content compared to dense-graded mixtures. This document presents construction and maintenance guidelines for PFC which is based on a compilation of information from (1) published literature; (2) interviews with engineers and inspectors of the Texas Department of Transportation (TxDOT) districts with experience in the construction of PFCs; and (3) onsite field observations during the construction of 10 PFC projects around the state. Construction guidelines are presented on mixture production, storage and transportation, surface preparation, mixture placement, compaction and joint construction, and mixture acceptance. Since most of the PFCs constructed in Texas have performed very well to date, there is little experience regarding maintenance of PFCs. Based on information from the literature, guidelines are presented on corrective maintenance, surface maintenance, winter maintenance, and rehabilitation.
KW  - Aging (Materials)
KW  - Asphalt mixtures
KW  - Compaction
KW  - Friction course
KW  - Mix design
KW  - Open graded aggregates
KW  - Pavement design
KW  - Pavement maintenance
KW  - Porous materials
KW  - Texas
KW  - Winter maintenance
UR  - https://trid.trb.org/view/850713
ER  - 

TY  - RPRT
AN  - 01090127
AU  - Brydia, Robert E
AU  - Ruback, Leonard G
AU  - Rajbhandari, Rajat
AU  - Johnson, Jeremy D
AU  - Brackin, Edward
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Communications Trends and their Impact On TXDOT Its Deployments
PY  - 2008/02//Technical Report
SP  - 90p
AB  - The Advanced Traffic Management System (ATMS) from the Texas Department of Transportation (TxDOT) has been used in multiple Intelligent Transportation System (ITS) deployments across the state. ATMS utilizes a physical communications infrastructure that provides connections to field devices, provides video streams, and enables information flow to other centers, the media and/or the public. Several trends have an impact on the design and operation of this physical infrastructure, including: (1) development of the next generation software interfaces for ATMS, (2) development of a core technology architecture for TxDOT, (3) communication of industry trends, and (4) needs of information providers. This project documented the current state of ATMS deployments, analyzed the impacts of the above trends, and developed a conceptual model for an ATMS network architecture to be used in future ITS deployments. This architecture is discussed in terms of services, security, and areas of responsibility.
KW  - Advanced traffic management systems
KW  - Architecture
KW  - Communication systems
KW  - Information dissemination
KW  - Information technology
KW  - Infrastructure
KW  - Intelligent transportation systems
KW  - Technological innovations
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5586-1.pdf
UR  - https://trid.trb.org/view/850185
ER  - 

TY  - RPRT
AN  - 01090087
AU  - Donaldson, Bridget M
AU  - Lafon, Nelson W
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Testing an Integrated PDA-GPS System to Collect Standardized Animal Carcass Removal Data
PY  - 2008/02//Final Contract Report
SP  - 24p
AB  - Animal-vehicle collisions (AVCs) have a growing impact in the United States in terms of safety, economic loss, and species conservation. According to estimates from insurance claims, Virginia has consistently ranked as one of the top seven states for deer-vehicle collisions (DVCs) since 2002. Of the state’s estimated 43,500 to 47,700 DVCs in 2006, less than 14% were reported to the police and stored in the Virginia Department of Transportation’s (VDOT's) accident database. Virginia has no standardized method of sufficiently tracking AVC occurrences and locations, creating difficulty in researching and implementing mitigation efforts to reduce accidents. Valuable AVC data can be obtained from documenting the instances and locations of animal carcasses from the roadway, but most transportation organizations do not systematically record these removals. This project entailed testing a personal data assistant (PDA) enabled with a global positioning system (GPS) receiver for the collection and analysis of animal carcass removals (CRs) from the roadway. Using GPS-enabled PDAs and software developed by Western Transportation Institute, maintenance personnel from a VDOT area headquarters in Rockbridge County collected 8 months of spatially accurate CR data. Rockbridge County DVC estimates derived from the CR data collected for this study were more than 9 times greater than the number of AVCs reported in police records. These spatial data can be easily used for density analyses to determine “hotspots” of AVCs. Implementing mitigation at these areas can ultimately lead to fewer AVCs and associated reductions of human deaths, injuries, and financial losses; improved traffic operations; a reduction in maintenance costs related to carcass removal and disposal; and wildlife conservation. VDOT is currently undergoing changes to its method of documenting roadway maintenance activities, including the deployment of GPS-enabled PDAs to all area headquarters. These PDAs provide a mechanism for collecting spatially accurate and standardized CR data, but collecting and reporting CRs are currently not requirements. Given the PDA’s ease of use and the benefits these data would provide, the study recommends that this procedure be integrated into regular practice by VDOT area headquarters. As VDOT is receiving added regulatory pressure to implement measures to reduce AVCs, improving CR data collection using the technology described in this report can help provide an objective method for deciding whether and where mitigation is needed.
KW  - Animal vehicle collisions
KW  - Data collection
KW  - Deer
KW  - Global Positioning System
KW  - Personal digital assistants
KW  - Road kill
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-cr10.pdf
UR  - http://ntl.bts.gov/lib/37000/37400/37477/08-cr10.pdf
UR  - https://trid.trb.org/view/850379
ER  - 

TY  - RPRT
AN  - 01090085
AU  - Mokarem, David W
AU  - Lane, D Stephen
AU  - Ozyildirim, H Celik
AU  - Sprinkel, Michael M
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Measurement of Early Age Shrinkage of Virginia Concrete Mixtures
PY  - 2008/02//Final Report
SP  - 23p
AB  - Concrete volume changes throughout its service life. The total in-service volume change is the result of applied loads and shrinkage. When loaded, concrete undergoes an instantaneous elastic deformation and a slow inelastic deformation called creep. Deformation of concrete in the absence of applied loads that results in a volume decrease is often called shrinkage and is related to moisture loss and temperature change. Drying shrinkage has been studied extensively; ASTM C 157 measures the shrinkage of concrete prisms over time. The specimens are cured and tested in a variety of ways; however, they are not tested for length change during the first 24 hr after they are cast. Therefore, the magnitude of the early age (first 24 hr) volume change is not measured using this standard. With the use of high performance concrete and rapid setting cements, there is a potential for a significant early age volume change because of the increased cement content and heat of hydration within the first 24 hr after the concrete is cast. Therefore, there is a need to measure this early age volume change in order to determine its magnitude and its effect on the durability of the concrete structure. The first objective of this investigation was to develop a simple, accurate technique to measure the early age volume change of concrete. The second objective was to investigate the early age volume change of a variety of concrete mixtures used by the Virginia Department of Transportation using the developed technique to aid in determining if the mixtures tested had significant early age shrinkage, which could lead to a higher probability of concrete cracking. Measurements on a variety of concretes using the testing procedure developed showed that mixtures with lower early age shrinkage tended to have greater shrinkage at later ages relative to mixtures with greater early age shrinkage. By using this procedure, VDOT will be able to determine the total magnitude of shrinkage in various concrete mixtures, which will lead to a better understanding of the material being used. The result will be project specifications that will lead to a more durable, longer lasting, and safer concrete structure.
KW  - Concrete
KW  - Cracking
KW  - Durability
KW  - Shrinkage
KW  - Volume changes
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r9.pdf
UR  - http://ntl.bts.gov/lib/37000/37400/37475/08-r9.pdf
UR  - https://trid.trb.org/view/850380
ER  - 

TY  - RPRT
AN  - 01089797
AU  - Wang, Linbing
AU  - Lane, D Stephen
AU  - Lu, Yang
AU  - Druta, Cristian
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Portable Image Analysis System for Characterizing Aggregate Morphology
PY  - 2008/02//Final Contract Report
SP  - 60p
AB  - In the last decade, the application of image-based evaluation of particle shape, angularity and texture has been widely researched to characterize aggregate morphology. These efforts have been driven by the knowledge that the morphologic characteristics affect the properties and ultimate performance of aggregate mixtures in hot-mixed asphalt, hydraulic cement concrete and bound and unbound pavement layers, yet the lack of rapid, objective, and quantitative methods for assessment have inhibited their application in the engineering process. Developed systems for computer-based imaging and image analysis can cost up to $30- 40,000 and are usually not portable to the field. However, recent advances in technology have produced pocket computers having as much processing power as was available in some desktop computers. This project takes advantage of these advances to develop an inexpensive portable image analysis system for characterizing aggregate morphology. The system was developed with an integral pocket computer-high resolution camera but can also use individual components consisting of a digital camera and lap- or desk-top computer. Digital images of aggregate particles are captured with the camera. These images are analyzed within the Matlab software program environment with a macro developed and written for this project that uses Fast Fourier Transform to characterize the particle morphology with respect to three parameters: shape, angularity and texture, based on the particle perimeter (outline or edge). By analyzing a number of particles from a source, it can be characterized with respect to these three parameters. Following development of the analysis program, 10 coarse aggregates from various Virginia sources were analyzed. Particles of each aggregate were randomly chosen so that each group contained the various shapes and textures representative of the source. Three images of each particle were obtained at distances of 2, 3, and 10 in. to evaluate the resolution needed for adequate analysis. The reliability of the image processing was assessed by statistically analyzing the shape, angularity, and texture values to determine how the threshold parameter affects the particle edge acquisition. Asymptotic analysis was performed to determine the number of images needed to obtain a statistically stable value for each aggregate parameter. It was determined that images acquired at close range (2 or 3 in.) were needed to provide sufficient resolution to adequately characterize the aggregate. It was also found that statistically valid values for aggregate shape, angularity, and texture can be obtained from fifteen particle images of random orientation. It can be concluded that the system can be successfully used to characterize coarse aggregate morphology. It is recommended that the Virginia Department of Transportation’s Materials Division begin collecting images of aggregates used statewide and collaborate with the VTRC to perform the characterizations and build the database of aggregate morphologic characteristics. This information, coupled with performance testing of the materials, will provide the basis for incorporating the characterization parameters into specifications and guide material usage in the future.
KW  - Aggregates
KW  - Aggregates by shape and surface texture
KW  - Angularity
KW  - Coarse aggregates
KW  - Geomorphology
KW  - Image analysis
KW  - Imaging systems
KW  - Shape
KW  - Texture
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-cr11.pdf
UR  - http://ntl.bts.gov/lib/37000/37400/37476/08-cr11.pdf
UR  - https://trid.trb.org/view/850377
ER  - 

TY  - RPRT
AN  - 01089667
AU  - Nixon, Jeffery M
AU  - Schindler, Anton Karel
AU  - Barnes, Robert W
AU  - Wade, Samuel A
AU  - Auburn University
AU  - Alabama Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Maturity Method to Estimate Concrete Strength in Field Applications
PY  - 2008/02//Research Report
SP  - 332p
AB  - Estimating the strength of concrete is essential to contractors and engineers to allow concrete construction operations to proceed safely and expediently. The maturity method is a technique that allows the in-place concrete strength to be estimated using the time and temperature history of freshly placed concrete. The purpose of this project was to evaluate the accuracy of the maturity method to assess concrete strength under field conditions and develop a specification for Alabama Department of Transportation (ALDOT) to implement the maturity method. The construction of a precast prestressed girder and bridge deck sections were monitored for this project. For each project, the accuracy of the maturity method for estimating the in-place strength of concrete was evaluated. A mock girder and mock bridge decks were constructed to test the in-place strength. The in-place strength was tested with pullout tests, compression testing of cast-in-place cylinders, and compression testing of cores. The accuracy of using laboratory-cured specimens versus field-cured specimens for developing the strength-maturity relationship to estimate the in-place strength was also evaluated. Seasonal effects on the maturity method were also evaluated during the bridge deck project. The optimum locations of temperature sensors used in estimating the in-place strength were determined in the prestressed girder and bridge deck. Finally, the American Society for Testing and Materials (ASTM) Standard ASTM C 1074 recommended procedures for implementing the maturity method were evaluated on the actual bridge decks that were constructed. It was found that the maturity method may only be accurate for estimating the in-place strength of the concrete up to an equivalent age of seven days. The Nurse-Saul maturity function with a datum temperature of 0 °C (32 °F) was found to be the most accurate function for estimating the strength when considering all projects and variables. When comparing the activation energies for the Arrhenius maturity function, an activation energy of 33,500 J/mol was more accurate for the warm-weather concrete placements, and an activation energy of 40,000 J/mol was more accurate for the cold-weather concrete placements. This supports the results of the laboratory study. The maturity method accurately estimated the pullout and cast-in-place cylinder strengths. The ASTM C 1074 recommended procedures were determined to be useful, but some modifications were recommended for implementation on ALDOT projects. A draft specification to implement the maturity method is presented in this report.
KW  - Accuracy
KW  - Activation (Chemistry)
KW  - Bridge decks
KW  - Compression tests
KW  - Concrete
KW  - Concrete maturity method
KW  - Concrete strength
KW  - Field tests
KW  - Girders
KW  - Laboratory tests
KW  - Pullout tests
KW  - Seasonal variations
KW  - Specifications
KW  - Strength of materials
KW  - Test procedures
UR  - https://trid.trb.org/view/850218
ER  - 

TY  - RPRT
AN  - 01089657
AU  - Wang, Yinhai
AU  - Hallenbeck, Mark E
AU  - Cheevarunothai, Patikhom
AU  - University of Washington, Seattle
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Quantifying Incident-Induced Travel Delays on Freeways Using Traffic Sensor Data
PY  - 2008/02//Final Research Report
SP  - 79p
AB  - Traffic congestion is a major operational problem for freeways in Washington State. Recent studies have estimated that more than 50% of freeway congestion is caused by traffic incidents. To help the Washington State Department of Transportation (WSDOT) identify effective countermeasures against such congestion-inducing incidents, a thorough understanding of travel delays caused by incidents is essential. This research project developed a new algorithm for quantifying travel delays induced by different incident categories using traffic data extracted from archived loop detector data and incident log data recorded by the WSDOT Incident Response (IR) team. The algorithm applies a modified deterministic queuing theory to estimate incident-induced delay using one-minute aggregated loop detector data. Incident-induced delay refers to the difference between the total delay and the recurring travel delay at the time and location associated with the impact of incident. The specialty of the delay calculation in this study is the use of a dynamic traffic-volume-based background profile, which is considered a more accurate representative of prevailing traffic conditions. According to the test results, the proposed algorithm can provide good incident-induced delay estimates and capture the evolution of freeway traffic flow during incident duration. Since the actual traffic data measured by loop detectors are used in this study to compute vehicle arrival and departure rates for delay calculations, the estimated incident-induced delay should be much closer to the reality than simulation based estimates. Additionally, the proposed algorithm was implemented in the Advanced Roadway Incident Analyzer (ARIA) system. ARIA is a database-driven computer system that automates all the computational processes. More accurate incident delay information will help WSDOT improve its understanding of congestion-inducing incidents and select more effective countermeasures against incident-related traffic congestion on freeways.
KW  - Advanced Roadway Incident Analyzer
KW  - Algorithms
KW  - Freeways
KW  - Loop detectors
KW  - Traffic congestion
KW  - Traffic data
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic incidents
UR  - http://ntl.bts.gov/lib/26000/26800/26829/TNW2008-02_Yinhai.pdf
UR  - https://trid.trb.org/view/850059
ER  - 

TY  - ABST
AN  - 01464750
TI  - Research for AASHTO Standing Committee on Highways. Task 251. Consideration of Pavement Preservation in the AASHTO Mechanistic-Empirical Pavement Design Guide
AB  - <font size="3"><font size="2">This topic will develop a chapter on pavement preservation to be included in the Mechanistic-Empirical Pavement Design Guide (MEPDG).  A consultant has been selected and work started in late January 2008.  Work is proceeding on schedule.</font></font>
KW  - American Association of State Highway and Transportation Officials
KW  - Mechanistic design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Preservation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2332
UR  - https://trid.trb.org/view/1232982
ER  - 

TY  - RPRT
AN  - 01108453
AU  - Brown, V J
AU  - Anderson, M S
AU  - Sell, R N
AU  - Zewatsky, J A
AU  - Orban, J E
AU  - Battelle
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Kentucky Commercial Vehicle Safety Applications Evaluation: Technical Report
PY  - 2008/01/31/Technical Report
SP  - 144p
AB  - An advanced-technology Integrated Safety and Security Enforcement System (ISSES), now deployed at three commercial vehicle inspection sites along interstate highways in Kentucky, was evaluated from the point of view of system performance, potential effects on inspection selection efficiency (choosing the highest-risk trucks from the stream of commerce), user acceptance, and costs. Overall, despite the fact that commercial vehicle law enforcement staffing levels in Kentucky did not allow for full-time, dedicated use of the ISSES by inspectors at the time of the evaluation, the subsystems that were under evaluation in this task were found to be performing effectively in a stand-alone mode. The ISSES software and components now deployed, though operational, are considered to be in a development mode. The roadside system was not yet integrated with in-state or national databases of historical safety information on carriers or vehicles, so the ISSES was not able to provide instant, “actionable” historical information that the inspectors could apply in their decision-making. Such integration has the potential, if implemented, to afford significant benefits in vehicle screening and safety enforcement. Kentucky’s current inspection selection methods were compared with potential applications of ISSES technology across a set of scenarios, used to model improvements in commercial vehicle safety. Applying various combinations of inspection selection strategies and available or envisioned technologies for real-time vehicle identification and safety information exchange at the roadside, in a hypothetical statewide deployment supporting about 44,000 vehicle inspections and 86,000 driver inspections in a year, the ISSES was estimated to contribute to incremental reductions of between 63 and 629 commercial vehicle-related crashes per year, reductions of between 16 and 163 personal injuries, and reductions of up to 7 fatalities. Overall, to the extent that they had been exposed to the ISSES, the users were positive toward it and appeared to recognize its potential, but within their current organizational environment, they regarded it as more of a developmental test or research device than as a tool that they wanted to use immediately in their day-to-day commercial vehicle inspection and law enforcement duties.
KW  - Commercial vehicle operations
KW  - Inspection
KW  - Inspection stations
KW  - Integrated Safety and Security Enforcement System
KW  - Kentucky
KW  - Law enforcement
KW  - Trucking
KW  - Vehicle safety
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14400.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14400_files/14400.pdf
UR  - https://trid.trb.org/view/868487
ER  - 

TY  - RPRT
AN  - 01105107
AU  - Brown, V J
AU  - Anderson, M S
AU  - Sell, R N
AU  - Zewatsky, J A
AU  - Orban, J E
AU  - Battelle
AU  - Federal Highway Administration
TI  - Technical Report For Kentucky Commercial Vehicle Safety Applications Evaluation
PY  - 2008/01/31/Technical Report
SP  - 144p
AB  - An advanced-technology Integrated Safety and Security Enforcement System (ISSES), now deployed at three commercial vehicle inspection sites along interstate highways in Kentucky, was evaluated from the point of view of system performance, potential effects on inspection selection efficiency (choosing the highest-risk trucks from the stream of commerce), user acceptance, and costs. Overall, despite the fact that commercial vehicle law enforcement staffing levels in Kentucky did not allow for full-time, dedicated use of the ISSES by inspectors at the time of the evaluation, the subsystems that were under evaluation in this task were found to be performing effectively in a stand-alone mode. The ISSES software and components now deployed, though operational, are considered to be in a development mode. The roadside system was not yet integrated with instate or national databases of historical safety information on carriers or vehicles, so the ISSES was not able to provide instant, “actionable” historical information that the inspectors could apply in their decision-making. Such integration has the potential, if implemented, to afford significant benefits in vehicle screening and safety enforcement. Kentucky’s current inspection selection methods were compared with potential applications of ISSES technology across a set of scenarios, used to model improvements in commercial vehicle safety. Applying various combinations of inspection selection strategies and available or envisioned technologies for real-time vehicle identification and safety information exchange at the roadside, in a hypothetical statewide deployment supporting about 44,000 vehicle inspections and 86,000 driver inspections in a year, the ISSES was estimated to contribute to incremental reductions of between 63 and 629 commercial vehicle-related crashes per year, reductions of between 16 and 163 personal injuries, and reductions of up to 7 fatalities. Overall, to the extent that they had been exposed to the ISSES, the users were positive toward it and appeared to recognize its potential, but within their current organizational environment, they regarded it as more of a developmental test or research device than as a tool that they wanted to use immediately in their day-today commercial vehicle inspection and law enforcement duties.
KW  - Acceptance
KW  - Commercial vehicle operations
KW  - Commercial vehicles
KW  - Costs
KW  - Inspection
KW  - Intelligent transportation systems
KW  - Kentucky
KW  - Law enforcement
KW  - Motor carriers
KW  - Risk analysis
KW  - Technological innovations
KW  - Trucking safety
KW  - Weigh station bypasses
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14400.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14400_files/14400.pdf
UR  - https://trid.trb.org/view/864075
ER  - 

TY  - ABST
AN  - 01487984
TI  - Design and Construction Guidelines for Thermally Insulated Concrete Pavements (MnROAD Study)
AB  - The main objective of the proposed research is to perform life cycle cost analysis comparisons and develop design and construction guidelines for thermally insulated concrete pavements (TICPs) (i.e. composite thin hot mix asphalt overlays of new or structurally sound existing portland cement concrete pavements). The study also has the following secondary objectives: (1) Validation of the structural and climatic models of the Mechanistic-Empirical Pavement Design Guide (MEPDG) for asphalt overlays of concrete pavements. (2) Investigation of applicability of the MEPDG for design of TICPs. (3) Investigation of applicability of reflective cracking and asphalt rutting models developed in California. (4) Development of recommendations for feasibility analysis of newly constructed TICPs or thin overlays of the existing concrete pavements. These objectives will be accomplished by collecting field performance data and evaluating the influence of design, material properties and construction on the performance of TICPs. A portion of this project involves constructing new test sections at the Minnesota Road Research Facility (MnROAD) to study TICPs.  The funding for initial construction of the test sections will be obtained separately from the Minnesota Department of Transportation and other partners.
KW  - Concrete pavements
KW  - Guidelines
KW  - Heat insulating materials
KW  - Life cycle costing
KW  - Pavement design
KW  - Paving
UR  - http://www.pooledfund.org/Details/Study/376
UR  - https://trid.trb.org/view/1257024
ER  - 

TY  - ABST
AN  - 01525128
TI  - International Conference on Accelerated Pavement Testing
AB  - The purpose of the conference is to provide a forum for the exchange of technical information on accelerated pavement testing and associated topics.
KW  - Accelerated pavement tests
KW  - Accelerated tests
KW  - Conferences
KW  - Pavements
UR  - http://www.pooledfund.org/Details/Study/298
UR  - https://trid.trb.org/view/1309976
ER  - 

TY  - ABST
AN  - 01464615
TI  - Research for the AASHTO Standing Committee on the Environment. Task 43. Guidance on Legal Sufficiency Criteria for Adequate Cumulative and Secondary Impacts Analysis in EIS Documents
AB  - <div><font size="3">To meet the requirements of the National Environmental Protection Act (NEPA), a transportation agency must evaluate the secondary and cumulative impacts of proposed transportation projects, along with the direct impacts, in <span>Environmental Impact Statements or Environmental Assessments. The Council on Environmental Quality's (CEQ) regulations for implementing the National Environmental Policy Act (NEPA) define cumulative effects as "<strong>the impact on the environment which results from the incremental impact of the action when added to other past, present, and reasonably foreseeable future actions regardless of what agency (Federal or non-federal) or person undertakes such other actions" (40 CFR ~ 1508.7). </strong>Secondary, or indirect, impacts are defined as "<strong>effects which are caused by the action and are later in time or farther removed in distance, but are still reasonably foreseeable." (40 CFR 1508.8(b). </strong>In spite of these definitions, the legal sufficiency of many such analyses of indirect and cumulative impacts have been called into question by the courts. The objective of this project is to develop guidelines on the most effective ways to analyze cumulative and indirect impacts in the context of NEPA requirements.</span></font></div>
KW  - Environment
KW  - Environmental impact statements
KW  - Environmental impacts
KW  - Guidelines
KW  - Impact studies
KW  - Impact tests
KW  - Transportation projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1661
UR  - https://trid.trb.org/view/1232846
ER  - 

TY  - ABST
AN  - 01464745
TI  - Target-Setting Methods and Data Management To Support Performance-Based Resource Allocation by Transportation Agencies
AB  - Transportation agencies at all levels of government are embracing performance measurement to guide their resource allocation decisions for operations, asset management, capital investment, planning, and policy development. While there is extensive and growing literature on defining and applying performance measures, little attention has been given to specific methods for setting performance targets within the context of their efforts to achieve multiple objectives and interact with multiple decisionmakers and stakeholder groups. Setting targets generally entails balancing among competing objectives and dealing with political implications. Unless performance targets are set with sound and defensible bases, and with the concurrence of key decisionmakers and stakeholders, the effectiveness of performance measurement as a management tool to improve agency efficiency and accountability is compromised. The objectives of this research are to (1) describe a comprehensive framework and set of methods (a) to analyze opportunities to improve the multiple-objective performance of transportation systems within the context of broader societal goals and (b) to set specific performance targets to guide agency policies, plans, and programs; (2) detail the factors that influence target setting and the success of performance-based resource allocation systems and explain how agencies may successfully design, implement, and use such systems; and (3) analyze the data and information needs, data acquisition and management systems, and institutional relationships required to support successful performance-based resource allocation systems. The research will guide agencies in establishing and applying performance-based resource-allocation decisionmaking and target setting. Case studies of organizations that use performance-based resource allocation will be provided, together with examples to illustrate methods for presenting performance information to decisionmakers and other stakeholders. Examples of successful performance-based decision-support systems will be provided from transportation and other fields, and directions given for adapting these cases and examples to transportation agencies. The project will be accomplished in three phases.</font></div><div style="MARGIN: 0in 0in 0pt"><font size="3"> </font><font size="3"> </font></div>
KW  - Data management
KW  - Decision making
KW  - Policy
KW  - Policy making
KW  - Resource allocation
KW  - Target search
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2147
UR  - https://trid.trb.org/view/1232977
ER  - 

TY  - RPRT
AN  - 01100224
AU  - Rangaraju, Prasada Rao
AU  - Pattnaik, Rashmi Ranjan
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Rapid Set Patching Materials for PCC Applications
PY  - 2008/01/22/Final Report
SP  - 169p
AB  - A wide variety of rapid set patching materials are available in the industry for repair of concrete.  However, the selection of an appropriate material for a particular repair job is challenging as these materials possess a range of physical and mechanical properties and definitive criteria for establishing the compatibility between repair materials and substrate concrete are not adequately defined.  Improper selection of repair material, without investigating the compatibility between repair materials and substrate concrete, is a common reason for failure.  In this research study, compatibility between eight repair materials, that are on the approved list of the South Carolina Department of Transportation, and a typical substrate concrete was investigated in three stages.  First, individual properties of the repair materials such as setting time, flow, compressive strength, flexural strength, split tensile strength, bond strength, drying shrinkage, freeze-thaw resistance, and permeability, were determined using standard ASTM test procedures.  Second, the compatibility between repair material and substrate concrete was investigated by testing a composite beam (substrate concrete patched with repair material) in flexure under third point loading.  Third, a correlation between the individual repair material properties and the performance of the composite beam was investigated to predict the compatibility of the concrete repair.  Based on these studies, the compatibility of the repair materials was evaluated and a new test method is proposed to examine the compatibility between repair material and substrate concrete.
KW  - Beams
KW  - Bond strength (Materials)
KW  - Laboratory tests
KW  - Materials compatibility
KW  - Patching
KW  - Portland cement concrete
KW  - Properties of materials
KW  - Rapid setting patch materials
KW  - Repairing
KW  - Test procedures
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR%20654A-%20Final%20Report%20-%201-23-2008.pdf
UR  - http://ntl.bts.gov/lib/55000/55800/55868/FHWA-SC-07-07.PDF
UR  - https://trid.trb.org/view/860104
ER  - 

TY  - ABST
AN  - 01464684
TI  - Research for AASHTO Standing Committee on Highways. Task 256. Safety Impacts of the Emerging Digital Display Technology for Outdoor Advertising Signs
AB  - This topic will review on-going human factor studies and guidelines with regard to highway agency DMS's and CMS's now in use on highways. The panel noted that the panel for this topic should include a representative from the outdoor advertising industry. 
KW  - Digital communication systems
KW  - Guidelines
KW  - Highways
KW  - Research projects
KW  - Roadside advertising
KW  - Traffic safety
KW  - Variable message signs
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2334
UR  - https://trid.trb.org/view/1232916
ER  - 

TY  - ABST
AN  - 01463872
TI  - Evaluation of Bridge-Scour Research: Abutment and Contraction Scour Processes and Predictions
AB  - Since about 1990, significant resources have been devoted by state highway agencies, federal agencies, and others to conduct research on bridge scour. Research has been conducted in the following areas: (a) prediction of scour at bridge piers and abutments, (b) selection and design of bridge-scour countermeasures, (c) stream bank protection, (d) tidal scour, and (e) analysis of river systems and methodologies for predicting channel instability. In 1997, NCHRP Project 24-08, "Scour at Bridge Foundations: Research Needs," completed a comprehensive strategy to identify and guide bridge-scour-related research. In developing this strategy, it was necessary to assess the validity and applicability of research related to bridge scour and fluvial system instability; define the state of practice; identify gaps, deficiencies, and potential improvements in current scour technology; and make recommendations for future research. Using the comprehensive strategy developed under Project 24-08, the American Association of State Highway and Transportation Officials (AASHTO) has, through NCHRP, initiated and completed a number of bridge-scour-related research studies. In addition, agencies and institutions other than NCHRP have conducted bridge-scour-related research studies related to the comprehensive strategy. The AASHTO Technical Committee on Hydrology and Hydraulics is currently developing two new manuals: "Policy for Design of Highway Drainage Facilities" and "Recommended Procedures for Design of Highway Drainage Facilities." To assist in development of the bridge-scour sections of these manuals, AASHTO needs a critical evaluation of bridge-scour research completed since 1990 with recommendations for the adoption of specific research results. These recommendations will be used by AASHTO in developing policies and procedures in the bridge-scour area for the two new highway hydraulic engineering guidance documents. The objectives of this project are to (1) critically evaluate research completed since 1990 in abutment and contraction scour processes and prediction in comparison with current practice and (2) develop recommendations for adoption of specific research results by AASHTO and use by the engineering community in general. This project includes scour in cohesive soils, cohesionless soils, and rock.
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge foundations
KW  - Cohesive soils
KW  - Countermeasures
KW  - Drainage
KW  - Scour
KW  - Tidal currents
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1598
UR  - https://trid.trb.org/view/1232099
ER  - 

TY  - ABST
AN  - 01463068
TI  - Evaluation of Bridge-Scour Research: Abutment and Contraction Scour Processes and Predicitions
AB  - Since about 1990, significant resources have been devoted by state highway agencies, federal agencies, and others to conduct research on bridge scour. Research has been conducted in the following areas: (a) prediction of scour at bridge piers and abutments, (b) selection and design of bridge-scour countermeasures, (c) stream bank protection, (d) tidal scour, and (e) analysis of river systems and methodologies for predicting channel instability. The objectives of this project are to (1) critically evaluate research completed since 1990 in abutment and contraction scour processes and prediction in comparison with current practice and (2) develop recommendations for adoption of specific research results by AASHTO and use by the engineering community in general. This project includes scour in cohesive soils, cohesionless soils, and rock. In conducting this project, the contractor will closely coordinate with the contractors for Projects 24-27(1) and 24-27(3) and the coordination contractor selected by NCHRP.
KW  - Bridges
KW  - Evaluation and assessment
KW  - National Cooperative Highway Research Program
KW  - Policy
KW  - Research projects
KW  - Scour
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1598
UR  - https://trid.trb.org/view/1231293
ER  - 

TY  - ABST
AN  - 01462878
TI  - Research for AASHTO Standing Committee on Highways. Task 225. Best Practices in the Management of Design Errors and Omissions
AB  - This study will draft an AASHTO publication on best practices related to the formulation and implementation of professional errors and omission policies and practices.
KW  - Best practices
KW  - Design
KW  - Errors
KW  - Management
KW  - Manuals
KW  - National Cooperative Highway Research Program
KW  - Policy
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1240
UR  - https://trid.trb.org/view/1231102
ER  - 

TY  - ABST
AN  - 01462080
TI  - FHWA Long-Term Bridge Performance Program
AB  - The Federal Highway Administration (FHWA) has launched a major new strategic initiative designated as a flagship research project, "The Long Term Bridge Performance Program (LTBP Program )". Authorization of the program was included in legislation for surface transportation programs enacted by the U.S. Congress in 2005: The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A legacy for Users (SAFETEA-LU). The LTBP Program is intended to be a 20-year undertaking, with the global objective of collecting scientific quality data from the nation's highway bridges, as representing critical node-points of the highway transportation network. The LTBP program includes detailed inspection, periodic evaluation and testing, monitoring, and forensic investigation of representative samples of bridges nationwide. The program will deliver a high-quality quantitative database for highway bridges that will provide greater knowledge about bridge performance and degradation, support better design methods and performance predictive models, and support advanced management decision-making tools.
KW  - Bridge maintenance
KW  - Bridge management systems
KW  - Data collection
KW  - Decision making
KW  - Highway bridges
KW  - Long-Term Bridge Performance Program
KW  - Monitoring
KW  - Preservation
KW  - Quantitative analysis
KW  - Research projects
UR  - https://trid.trb.org/view/1230300
ER  - 

TY  - RPRT
AN  - 01151300
AU  - Frey, H Christopher
AU  - Rasdorf, William
AU  - Kim, Kangwook
AU  - Pang, Shih-Hao
AU  - Lewis, Phil
AU  - Abolhassani, Saeed
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Real-World Duty Cycles and Utilization for Construction Equipment in North Carolina
PY  - 2008/01/04/Final Report
SP  - 142p
AB  - Field data for in-use fuel consumption and emission rates were collected for 15 nonroad vehicles using a portable emission measurement system (PEMS). Each vehicle, including 5 backhoes, 4 front end loaders, and 6 motor graders, were tested once on petroleum diesel and once on B20 biodiesel. The vehicles included different model years and thus represent a variety of engine certification tiers. A methodology was developed for study design, field data collection, data screening and quality assurance, data analysis, and benchmarking of the data. The average rate of loss of data due to data quality issues was 6.9%. On average, over 3 hours of valid data were collected in each test. Time-based emission factors were found to increase monotonically with respect to engine manifold absolute pressure. Fuel-based emission factors were mainly sensitive to differences between idle and non-idle engine operation. Typical duty cycles were quantified in terms of frequency distributions of manifold absolute pressure (MAP) and used to estimate cycle average emission factors. On average, the use of B20 instead of petroleum diesel lead to an insignificant 1.8% decrease in NO emission rate and significant decreases of 18, 26, and 25% for opacity, HC, and CO, respectively. Emission rates were also found to decrease significantly when comparing newer, higher tier vehicles to lower ones. Fuel use rate, and NO, HC, and CO emission factors, were found to be of similar magnitude as independent benchmark data. An emissions inventory was developed for these vehicles. The current fuel mix of B20 and petroleum diesel is estimated to produce 0.4 to 6.4 percent lower emissions, depending on the pollutant, than usage of 100 percent petroleum diesel. If NCDOT were to use 100% B20 in the same vehicles, then additional reductions in emissions of each pollutant would be approximately 2.0% to 36.9% lower than for the current fuel mix of B20 and petroleum diesel. Although higher tier engines have lower emissions factors for each pollutant than lower tier engines, their annual average emissions tend to be higher because of greater utilization. Specific recommendations are made for future work, including expansion of the use of B20 to further reduce tailpipe emissions in the NCDOT inventory, replacement of older vehicles with newer ones, field data for larger sample sizes of vehicles for each Tier in order to improve confidence in the emissions factors and inventories, assessment of Tier 4 vehicles as they become available using improved instrumentation, evaluation of fuel formulations, evaluations of other vehicle types, and others.
KW  - Construction equipment
KW  - Data quality
KW  - Exhaust gases
KW  - Fuel consumption
KW  - North Carolina
KW  - Special purpose vehicles
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-08FinalReport.pdf
UR  - https://trid.trb.org/view/913326
ER  - 

TY  - RPRT
AN  - 01099487
AU  - Wiebelhaus, Mitch J
AU  - Polivka, Karla A
AU  - Faller, Ronald K
AU  - Rohde, John R
AU  - Sicking, Dean L
AU  - Holloway, James C
AU  - Reid, John D
AU  - Bielenberg, Robert Wayne
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Evaluation of Rigid Hazards Placed in the Zone of Intrusion
PY  - 2008/01/03/Final Report
SP  - 170p
AB  - The objectives of this research were to evaluate the current practices for the placement of luminaire poles both on top of and behind single-slope concrete barriers and to determine their effects on safety for both the driver and occupants of the impacting vehicle and nearby pedestrians. Three full-scale crash tests were performed on the barrier system and luminaire poles, with the first two full-scale crash tests evaluating the performance of a luminaire pole placed on top of a single-slope concrete barrier and the third test evaluating the performance of a luminaire pole placed behind the single-slope concrete barrier. The first full-scale crash test, test number ZOI-1, was performed according to the test designation 4-12 of National Cooperative Highway Research Program (NCHRP) Report Number 350. The test consisted of a 7,985-kg (17,605-lbs) single-unit truck impacting the barrier at a speed of 81.0 km/h (50.4 mph) and at an angle of 15.6 degrees. This test passed all of the NCHRP Report Number 350 safety requirements as the single-unit truck was safely brought to a controlled stop. The second full-scale crash test, test number ZOI-2, was performed according to test designation 4-11 of NCHRP Report Number 350. The test consisted of a 2,009 (4,430-lbs) pickup truck impacting the barrier at a speed of 99.3 km/h (61.7 mph) and at an angle of 23.4 degrees. This test passed all of the NCHRP Number 350 safety requirements as the pickup truck was safely brought to a controlled stop. The third full-scale crash test, test number ZOI-3, was performed according to test designation 4-12 of NCHRP Report Number 350. The test consisted of a 8,000-kg (17,637-lbs) single-unit truck impacting the barrier at a speed of 80.8 km/h (50.2 mph) and at an angle of 16.4 degrees. This test passed all of the NCHRP Number 350 safety requirements as the single-unit truck was safely brought to a controlled stop.
KW  - Columns
KW  - Concrete barriers
KW  - Highway safety
KW  - Impact tests
KW  - Lighting columns
KW  - Luminaires
KW  - Pickup trucks
KW  - Poles (Supports)
KW  - Traffic safety
KW  - Zones of intrusion
UR  - http://www.nlc.state.ne.us/epubs/R6000/B016.0125-2008.pdf
UR  - https://trid.trb.org/view/855942
ER  - 

TY  - ABST
AN  - 01570485
TI  - Technology Transfer Concrete Consortium
AB  - This pooled fund project allows for state representatives to continue the collaborative effort begun in TPF-5(066) Materials and Construction Optimization.  The Technology Transfer Concrete Consortium (TTCC) is open to any state desiring to be a part of new developments in concrete paving leading to the implementation of new technologies, which will lead to longer life pavements through the use of innovative testing, construction optimization technologies and practices, and technology transfer.
KW  - Concrete pavements
KW  - Optimization
KW  - Paving
KW  - Service life
KW  - Technological innovations
KW  - Technology transfer
UR  - http://www.pooledfund.org/Details/Study/390
UR  - https://trid.trb.org/view/1362126
ER  - 

TY  - ABST
AN  - 01462321
TI  - Survey and Review of Wind Load Criteria for Cable-Supported Structures
AB  - This research will serve as a basis for later development of consistent procedures for establishing design wind loads.
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Design criteria
KW  - Design standards
KW  - Research projects
KW  - Wind
KW  - Wind shear
UR  - https://trid.trb.org/view/1230542
ER  - 

TY  - ABST
AN  - 01462320
TI  - Measurement of Dynamic Properties of Cables on New Cable-Stayed Bridges
AB  - This research project will perform full-scale vibration tests on the cables of several new cable-stayed bridges to establish a database of representative dynamic cable properties for use in developing design criteria for the aerodynamic design of bridge stay cables.
KW  - Aerodynamic force
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Databases
KW  - Dynamic tests
KW  - Prototype tests
KW  - Research projects
KW  - Vibration
UR  - https://trid.trb.org/view/1230541
ER  - 

TY  - ABST
AN  - 01462314
TI  - NDGPS Reference Station Modernization
AB  - This project involves research to define existing global positioning system capability area.
KW  - Differential Global Positioning System
KW  - Global Positioning System
KW  - Modernization
KW  - Research projects
KW  - Technological innovations
UR  - https://trid.trb.org/view/1230535
ER  - 

TY  - ABST
AN  - 01462313
TI  - DSRC/Wireless Access for Vehicular Environment
AB  - The objective of this research project is t develop telecommunications technology to include spectrum allocation from the Federal Communications Commission, licensing rules, standards, prototypes, and initial deployment.
KW  - Dedicated short range communications
KW  - Research projects
KW  - Technological innovations
KW  - Telecommunications
KW  - U.S. Federal Communications Commission
KW  - Wireless communication systems
UR  - https://trid.trb.org/view/1230534
ER  - 

TY  - ABST
AN  - 01462312
TI  - Telecommunications Interface Model for Predicting Ionospheric Changes
AB  - The objective of this research project is to develop and evaluate an ionospheric model to predict interference levels to telecommunications systems.
KW  - Interference
KW  - Ionosphere
KW  - Research projects
KW  - Technological innovations
KW  - Telecommunications
UR  - https://trid.trb.org/view/1230533
ER  - 

TY  - ABST
AN  - 01462309
TI  - Bridge Inspectors Nondestructive Evaluation (NDE) Showcase
AB  - This research project will complete a training course to provide bridge inspectors with nondestructive evaluation (NDE) tools to supplement standard visual inspection practices.
KW  - Bridge inspection
KW  - Bridges
KW  - Inspection
KW  - Nondestructive tests
KW  - Research projects
KW  - Training programs
UR  - https://trid.trb.org/view/1230530
ER  - 

TY  - ABST
AN  - 01462308
TI  - Long-Term Bridge Performance Program Bridge Sampling
AB  - As part of the Long-Term Bridge Performance Program, this research project will identify the relevant sample of bridges for the pilot study. An interim report will be available.
KW  - Bridge design
KW  - Bridge inspection
KW  - Bridge management systems
KW  - Bridges
KW  - Long-Term Bridge Performance Program
KW  - Pilot studies
KW  - Research projects
UR  - https://trid.trb.org/view/1230529
ER  - 

TY  - ABST
AN  - 01462307
TI  - Long-Term Bridge Performance Program Road Map
AB  - In collaboration with both internal and external partners, a research roadmap highlighting short-term goals of the Long-Term Bridge Performance Program will be developed.
KW  - Bridge design
KW  - Bridge inspection
KW  - Bridge management systems
KW  - Infrastructure
KW  - Long-Term Bridge Performance Program
KW  - Research projects
UR  - https://trid.trb.org/view/1230528
ER  - 

TY  - ABST
AN  - 01462306
TI  - Long-Term Bridge Performance Program Newsletter
AB  - This research project will update a web site and establish a Long-Term Bridge Performance Program newsletter to ensure efficient and effective communication with key stakeholders and the remainder of the bridge community.
KW  - Bridge design
KW  - Communication systems
KW  - Information dissemination
KW  - Information technology
KW  - Long-Term Bridge Performance Program
KW  - Newsletters
KW  - Research projects
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/1230527
ER  - 

TY  - ABST
AN  - 01462299
TI  - Wireless Magnet Work Zone System - SBIR Phase II
AB  - This project will develop a work zone collision warning system using low-cost magnetic sensors and wireless technology. In this phase, a functional integrated system will be developed based on the major components developed in Phase I.
KW  - Electromagnetic fields
KW  - Integrated systems
KW  - Research projects
KW  - Small business
KW  - Small Business Innovation Research (SBIR)
KW  - Technological innovations
KW  - Wireless communication systems
KW  - Wireless magnetic detectors
KW  - Work zones
UR  - https://trid.trb.org/view/1230520
ER  - 

TY  - ABST
AN  - 01462297
TI  - Real-Time Linux Operating System for Advanced Traffic Controllers
AB  - The purpose of this project is to connect the Linux real-time operating system to advanced transportation controllers. This will provide the support necessary for faster detector polling and information processing, which is required for CICAS and vehicle-infrastructure integration (VII) research. Phase I and II are complete. A draft final report for Phase II is under review. Phase III will develop a version of the software suitable for on street use by traffic signal vendors. The software is undergoing lab test in Los Angeles. After completion of lab testing, the field-testing phase will begin. An initiative for transfer of the technology to the signal vendors was planned but currently is unfunded.
KW  - Crash avoidance systems
KW  - Field tests
KW  - Highway operations
KW  - Linux (Software)
KW  - Los Angeles (California)
KW  - Real time information
KW  - Research projects
KW  - Software
KW  - Traffic signal control systems
KW  - Traffic signals
KW  - Vehicle infrastructure integration
UR  - https://trid.trb.org/view/1230518
ER  - 

TY  - ABST
AN  - 01462296
TI  - Quick Highway Incident Detection and Warning System - Phase I
AB  - The objective of this research project is to develop a quick highway incident detection system using low-cost sensors and wireless communication. The system can detect an incident quickly and warn upstream traffic to avoid secondary collisions automatically.
KW  - Incident detection
KW  - Research projects
KW  - Secondary crashes
KW  - Sensors
KW  - Traffic crashes
KW  - Traffic flow
KW  - Warning systems
KW  - Wireless communication systems
UR  - https://trid.trb.org/view/1230517
ER  - 

TY  - ABST
AN  - 01462295
TI  - Transportation Management Center (TMC) National Pooled Fund Study Results
AB  - This is a study of the operational and human-centered issues common among agencies that manage and operate Transportation Management Centers (TMCs). States contribute to this project on a yearly basis and select projects on an ongoing basis depending on the availability of funds. Current projects include: Driver use of Real-Time En Route Travel Time Information.Integration of TMC and Law Enforcement: Needs Assessment.TMC Clearinghouse Support Services: Phase 2.Developing Travel Time Information.Requirements and Position Descriptions for TMC Support Staff.Techniques for Managing Service Patrol Operations.For more detailed information about current projects and joining the TMC pooled fund, please visit the Web site: http://tmcpfs.ops.fhwa.dot.gov/index.cfm
KW  - Information technology
KW  - Integrated systems
KW  - Law enforcement
KW  - Needs assessment
KW  - Real time information
KW  - Research projects
KW  - Traffic control centers
KW  - Travel time
KW  - Traveler information and communication systems
UR  - https://trid.trb.org/view/1230516
ER  - 

TY  - RPRT
AN  - 01584331
AU  - Knodler, Michael A
AU  - Collura, John
AU  - University of Massachusetts, Amherst
AU  - Massachusetts Executive Office of Transportation and Public Works
AU  - Federal Highway Administration
TI  - Massachusetts Traffic Safety Toolbox Final Report
PY  - 2008/01//Final Report
SP  - 96p
AB  - Providing a safe driving environment and implementing safety improvements at the local level can pose significant challenges for municipal governments. Similar to challenges faced by federal and state agencies, financial and personnel limitation can make it difficult for local agencies to develop and implement safety initiatives. Information is available to help local governments identify options and develop action plans for implementing safety measures. The purpose of this Traffic Safety Toolbox is to provide a resource of information for municipal practitioners. Specifically, the series of fact sheets provide guidance and information regarding selected traffic safety and engineering topics. These fact sheets provide information about valuable resources, including links to web pages as applicable. The fact sheets are presented in this Final Report and are available online at www.mass.gov/mhd/safetytoolbox. The fact sheets in this Final Report include the following: General Traffic Safety Facts & Information; Crosswalks; Low Cost Intersection Safety Improvements; Low Cost Non-Intersection Safety Improvements; Pavement Markings: Centerlines and Edgelines; Pavement Markings: Other; Retroreflectivity; Road Safety Audits; Sight Distance; Speed Limits & Speed Limit Setting; Stop Sign Installation; Warning Signs; and Work Zone Safety.
KW  - Fact sheets
KW  - Local government
KW  - Massachusetts
KW  - Traffic safety
KW  - Traffic Safety Toolbox
UR  - http://ntl.bts.gov/lib/56000/56100/56123/UMTC-08-01.PDF
UR  - https://trid.trb.org/view/1377575
ER  - 

TY  - RPRT
AN  - 01548585
AU  - Athey Creek Consultants
AU  - Michigan Department of Transportation
AU  - Federal Highway Administration
TI  - Kansas Rural Transit ITS Deployment: Evaluation
PY  - 2008/01
SP  - 18p
AB  - This document presents the results of an evaluation of the benefits of Intelligent Transportation Systems (ITS) deployed to support the operations of two transit systems in rural Kansas. The technologies evaluated in this project include Automated Vehicle Location (AVL) on transit vehicles, Mobile Data Terminals (MDT) in the transit vehicles and data communications between the dispatch center and vehicles, and Computer Aided Dispatch (CAD) systems. This evaluation was conducted as a project under the ENTERPRISE Program. The ENTERPRISE Program focuses on pooling their resources to develop, evaluate and deploy ITS. As part of its mission, ENTERPRISE seeks to facilitate the sharing of technological and institutional experiences gained from ITS projects, and the projects of its individual members. Therefore this document is intended to provide the Kansas Department of Transportation (KDOT), the local transit agencies, and the ENTERPRISE members with an understanding of the benefits of an AVL/CAD/MDT system in rural areas in order that KDOT and the ENTERPRISE members may assess the potential for future expansion or deployments.
KW  - Automatic vehicle location
KW  - Data communications
KW  - Dispatching
KW  - Evaluation
KW  - Intelligent transportation systems
KW  - Kansas
KW  - Public transit
KW  - Rural transit
UR  - http://enterprise.prog.org/Projects/2002_2009/finalreports/KDOT%20Transit%20evaluation%20Report%20FINAL.pdf
UR  - https://trid.trb.org/view/1333235
ER  - 

TY  - RPRT
AN  - 01454608
AU  - Ramirez, Julio A
AU  - Henkhaus, Rachel Elizabeth
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Deck Replacement - Use of Extra Coating Thickness Epoxy-Coated Bars
PY  - 2008/01//Final Report
SP  - 133p
AB  - The results of this study were implemented in the form of design recommendations for bond of epoxy-coated bars with thicker coatings up to 18 mils. The scope of the work included evaluation of AASHTO LRFD (2004) and ACI 318 design recommendations for the development and splice length of extra epoxy-coating thickness reinforcing bars in normal-weight concrete bridge decks and a proposed monitoring plan for a generic concrete bridge deck in Indiana where epoxy-coated bars with thicker coatings might be employed. The use of the current provisions for development and splice length of epoxy-coated bars in tension in both the AASHTO LRFD (2004) and ACL 318-05 is supported by the test findings of the experimental program consisting of 20 beam splice tests of No. 5 and No. 9 bars with the coating thickness up to 21 mils in normal-weight concrete. However, since the ACI 318-05 specifications consider the critical parameters of cover and transverse reinforcement and the AASHTO LRFD (2004) do not, the authors encourage the Indiana Department of Transportation to use the ACI 318 provisions in the design of development and splice length of bars with coating thickness up to 18 mils. INDOT 700 Committee is implementing the results of this study through a change in the specifications for epoxy-coated bar thickness. A monitoring plan for a future concrete bridge deck to be built in Indiana using coated bars with thickness of coating up to 18 mils is also included as part of this report.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - ACI 318-05
KW  - Bond strength (Materials)
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete bridges
KW  - Epoxy coatings
KW  - Indiana Department of Transportation
KW  - Recommendations
KW  - Reinforcing bars
KW  - Specifications
KW  - Thickness
UR  - http://dx.doi.org/10.5703/1288284313484
UR  - https://trid.trb.org/view/1218804
ER  - 

TY  - RPRT
AN  - 01448661
AU  - Ramseyer, Chris C
AU  - Nghiem, Andrew X
AU  - Swyden, David P
AU  - University of Oklahoma, Norman
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Cost Effective Truck Weight Enforcement
PY  - 2008/01//Final Report
SP  - 274p
AB  - This research investigates the best way to enforce the truck size and weight limits and by doing so decrease the damage that is being done to Oklahoma's roads and bridges. In the process a survey of all state DOT's was conducted to help determine the state of the art for cost effective and the most efficient mix of fixed weigh stations, mobile enforcement, weigh in motion (WIM), virtual enforcement, and possible other technology to provide optimum monitoring of Oversize/Overweight vehicles to reduce damage to Oklahoma's roads and bridges. Recommendations are offered concerning the construction of Point of Entry (POE) Facilities, mobile enforcement and virtual enforcement within the state of Oklahoma. A novel data collection system, the OU-BWIM is proposed to help determine the location of intrastate virtual and mobile enforcement locations. The proposed development of the OU-BWIM would help convert existing infrastructure assets, bridges, into weigh in motion, real time, data collection points.
KW  - Automatic vehicle monitoring
KW  - Cost effectiveness
KW  - Data collection
KW  - Law enforcement
KW  - Oklahoma
KW  - Oversize loads
KW  - Overweight loads
KW  - Weigh in motion
KW  - Weight limits
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2203-fy2008-rpt-final-ramseyer.pdf
UR  - http://ntl.bts.gov/lib/46000/46900/46951/Investigation_of_cost_effective_truck_weight_enforcement.pdf
UR  - https://trid.trb.org/view/1216157
ER  - 

TY  - JOUR
AN  - 01385062
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bergeron, K
TI  - Leap, not creep [innovation in highway research]
PY  - 2008/01
VL  - 71
IS  - 4
SP  - 12-7
KW  - Construction management
KW  - Construction management
KW  - Construction method
KW  - Financing
KW  - Highway operations
KW  - Innovation
KW  - Innovation
KW  - Pavement performance
KW  - Pavement performance
KW  - Road design and management
KW  - Road management
KW  - Technology
KW  - Technology
KW  - Transport funding
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/08jan/03.cfm
UR  - https://trid.trb.org/view/1152821
ER  - 

TY  - RPRT
AN  - 01152593
AU  - Williams, Billy M
AU  - Hu, Hyejung
AU  - Khattak, Asad J
AU  - Rouphail, Nagui M
AU  - Pan, Xiaohong
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Effectiveness of Traveler Information Tools
PY  - 2008/01//Final Report
SP  - 338p
AB  - The North Carolina Department of Transportation (NCDOT) sponsored research aimed at enhancing the department’s ability to assess the effectiveness of traveler information tools. The NCDOT has and will continue to make investments in Intelligent Transportation Systems (ITS) that fall under the heading of Advanced Traveler Information Systems (ATIS). It is critically important for the NCDOT to be able to assess the impacts, especially the network performance benefits, of candidate ATIS investments in order to make well-informed project decisions and set funding priorities. This final report documents the project’s findings, conclusions, and recommendations. The recommendations include the implementation of an ATIS evaluation framework with DYNASMART-P as the primary integration tool and the development of a robust ongoing data collection program to support ATIS research and evaluation.
KW  - Advanced traveler information systems
KW  - Evaluation and assessment
KW  - Intelligent transportation systems
KW  - North Carolina
KW  - Traffic models
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-13FinalReport.pdf
UR  - https://trid.trb.org/view/913364
ER  - 

TY  - RPRT
AN  - 01144490
AU  - Yung, Jessie
AU  - Le Frois, Gregory A
AU  - Lee, Ming-Shiun
AU  - Chang, Mark
AU  - Federal Highway Administration
AU  - HNTB Corporation
AU  - Booz Allen Hamilton
TI  - Converting High Occupancy Vehicle (HOV) Lanes to High Occupancy Toll
(HOT) Lanes: A Guidebook
PY  - 2008/01//Project Fact Sheet
SP  - 2p
AB  - Growing traffic congestion has become an increasingly troublesome issue in urban areas throughout the nation, and state and local agencies are exploring new ways to manage new and existing highway facilities more effectively. Of special interest to transportation practitioners is the high occupancy toll (HOT) lane concept, an increasingly popular and common type of managed lane facility that adds electronic tolling to an existing HOV facility. How best to balance the desire to preserve existing HOV privilege with having enough excess capacity to sell to single occupant vehicles (SOVs) is a major challenge in planning and design of an HOT lane conversion.
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Highway capacity
KW  - Highway design
KW  - Highway operations
KW  - Highway planning
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/30000/30800/30823/HOT_factsheet.pdf
UR  - https://trid.trb.org/view/904393
ER  - 

TY  - RPRT
AN  - 01129922
AU  - Bai, Yong
AU  - Kim, Seonghoon
AU  - University of Kansas, Lawrence
AU  - University of Kansas, Lawrence
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Wireless Real-Time Productivity Measurement System for Rapid Bridge Replacement
PY  - 2008/01//Final Report
SP  - 180p
AB  - Increased attention has been paid to rapid bridge replacement, one of the critical components of the nation’s transportation network, since the terrorist attacks on September 11, 2001. To enhance the capability of rapid replacement of damaged bridges after extreme events, a prototype wireless real-time productivity measurement system has been developed. The developed system has a potential not only to improve the accuracy of construction schedule but also to strengthen the communication and coordination among parties involved in the replacement process after extreme events by providing accurate productivity information in real time. To validate the developed system, field experiments were conducted at three construction sites. Results of data analyses indicate that it is feasible to use the developed system to measure on-site productivity in real time; and productivity measurements were accurate and could be shared among all parties involved in the replacement process.
KW  - Bridge construction
KW  - Bridges
KW  - Construction management
KW  - Coordination
KW  - Disaster preparedness
KW  - Field tests
KW  - Productivity
KW  - Real time information
KW  - Replacement (Bridges)
KW  - Wireless communication systems
UR  - http://tris.trb.org/common/TRIS%20Suite/includes/getfile.aspx?subdir=docs&nodl=1&f=Bai,Yong-Development%20of%20a%20Wireless%20Real-Time%20Productivity%20Measurement%20System%20for%20Rapid%20Bridge%20Replacement.pdf
UR  - https://trid.trb.org/view/890254
ER  - 

TY  - RPRT
AN  - 01127122
AU  - Schaefer, Melvin G
AU  - Barker, Bruce L
AU  - Taylor, George H
AU  - Wallis, James R
AU  - MGS Engineering Consultants
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Regional Precipitation-Frequency Analysis and Spatial Mapping of 24-Hour
Precipitation for Oregon
PY  - 2008/01//Final Report
SP  - 114p
AB  - For this study regional frequency analyses were conducted for precipitation annual maxima in the state of Oregon for the 24-hour duration. A total of 693 precipitation gages in Oregon, southern Washington, western Idaho, northern California and northern Nevada were included in the study, representing 34,062 station-years of record. A regional analysis methodology was utilized that pooled data from climatologically similar areas to increase the dataset and improve the reliability of precipitation-frequency estimates. The regional analysis methodology included L-moment statistics, and an index-flood type approach for scaling the annual maxima data. L-moment statistics were used to: characterize the variability, skewness and kurtosis of the data; measure heterogeneity in proposed homogeneous sub-regions; and assist in identification of an appropriate regional probability distribution. Spatial mapping techniques were employed for mapping of the precipitation-frequency information. This included spatial mapping of at-site means, L-moment ratio values of L-Cv and L-Skewness, and mapping of precipitation for selected recurrence intervals. Procedures were employed to minimize differences between mapped values and observed station values in a manner that was consistent with the regional behavior of the data and also recognized uncertainties due to natural sampling variability. Color-shaded isopluvial maps were developed for the 6-month, 2-year, 10-year, 25-year, 50-year, 100-year, 500-year, and 1000-year precipitation recurrence intervals. Electronic gridded datasets are available for use in creation of geographic information system (GIS) applications that utilize precipitation-frequency information. A catalog of extreme storms was assembled that lists precipitation events that exceeded a 20-year return period for the various climatic regions. The information from the storm catalog was also used to conduct seasonality analyses that identified the occurrence frequency of extreme storms by month. In particular, the seasonality analyses identified those months that were the most likely and least likely for an extreme event to occur. This information is useful in rainfall-runoff modeling and can be used in conducting hydrologic analyses throughout the Oregon study area.
KW  - Distributions (Statistics)
KW  - Geographic information systems
KW  - Hydrologic analyses
KW  - Isopluvial maps
KW  - Mapping
KW  - Oregon
KW  - Precipitation (Meteorology)
KW  - Precipitation frequency
KW  - Regional analysis
KW  - Runoff
KW  - Spatial analysis
KW  - Storm frequency
KW  - Storms
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR656_Rainfall_Analysis_Final_Report_web.pdf
UR  - http://ntl.bts.gov/lib/40000/40500/40508/SPR656_Rainfall_Analysis_Final_Report_web.pdf
UR  - https://trid.trb.org/view/887764
ER  - 

TY  - RPRT
AN  - 01127118
AU  - Dixon, Karen K
AU  - Rohani, Joshan
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Methodologies for Estimating Advisory Curve Speeds on Oregon Highways
PY  - 2008/01//Final Report
SP  - 130p
AB  - This report reviews an Oregon research effort to evaluate the identification and marking of advisory speeds on Oregon highways. In particular, this research effort focused on the implications of modified advisory speed thresholds and identification procedures following the most recent and the upcoming Manual on Uniform Traffic Control Devices (MUTCD) and the Traffic Control Devices (TCD) Handbook recommendations. The primary objectives of this research effort were to help identify the basis for the current and proposed advisory speed posting procedures (with specific attention to the horizontal curve location on rural roads and passenger vehicle condition), to evaluate Oregon placement strategies at a variety of locations, and to identify potential criteria for establishing advisory speeds for these curved sections on Oregon highways. Included with this evaluation is an assessment of associated costs for implementation of a modified advisory speed policy in Oregon. Through the use of both manual and digital ball-bank devices, the report identifies compliance of current and future advisory speed thresholds for both State- and county-maintained roads, expected costs for upgrading State-maintained facilities, evaluation of alternative computational methods, and an assessment of the differences observed between the two different ball-bank devices.
KW  - Advisory speeds
KW  - Ball bank indicators
KW  - Compliance
KW  - Costs
KW  - Highway curves
KW  - Horizontal curvature
KW  - Manual on Uniform Traffic Control Devices
KW  - Oregon
KW  - Policy
KW  - Rural highways
KW  - Speed limits
UR  - http://ntl.bts.gov/lib/40000/40500/40505/SPR_641.pdf
UR  - https://trid.trb.org/view/887770
ER  - 

TY  - RPRT
AN  - 01124747
AU  - Loftus-Otway, Lisa
AU  - Walton, C Michael
AU  - Blais, Lynn
AU  - Hutson, Nathan M
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Protecting and Preserving Rail Corridors Against Encroachment of Incompatible Uses
PY  - 2008/01//Technical Report
SP  - 194p
AB  - Rail corridor preservation and planning for the purpose of reducing or restricting incompatible development is an area of growing importance. This report provides an overview regarding encroachment and the elements that contribute to potentially incompatible development along rail corridors. The report reviews the legal tools that currently exist within Texas for corridor preservation and provides recommendations for new legislation, including draft legislation. The report then reviews the state of practice of corridor planning and preservation with mitigation against encroachment both in Texas and in selected other states around the country. The report pays special attention to incidents in which rail corridors are envisioned to host both freight and passenger services and the implications on land use. Finally, the report provides a review of costs associated to deal with encroachment, whether by planning, preservation, collaboration, or mitigation.
KW  - Corridor preservation
KW  - Costs
KW  - Encroachment
KW  - Land use planning
KW  - Legal factors
KW  - Legislation
KW  - Mitigation strategies
KW  - Railroad corridors
KW  - Right of way (Land)
KW  - State laws
KW  - State of the practice
KW  - Texas
KW  - Transit oriented development
KW  - Transportation corridors
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5546_1.pdf
UR  - https://trid.trb.org/view/886034
ER  - 

TY  - RPRT
AN  - 01123015
AU  - Federal Highway Administration
TI  - Transportation System Preservation Research, Development, and Implementation Roadmap
PY  - 2008/01
SP  - 330p
AB  - There are significant gaps in the understanding of pavement and bridge preservation and it will require a comprehensive and broadly supported program of research, development and technology transfer to fill those gaps. The Federal Highway Administration (FHWA) has partnered with the American Association of State Highway Transportation Officials (AASHTO) and the preservation industry to sponsor a study to determine what the most critical knowledge gaps in pavement and bridge preservation are and what research is necessary to fill those gaps. This Transportation System Preservation (TSP) Research, Development, and Implementation Roadmap is the output of that partnership effort. Working together with preservation practitioners from State, Provincial, and local transportation agencies, industry, academia, and FHWA, the effort has resulted in developing a broad array of pavement and bridge preservation research needs statements. The number of needs statements and the estimated cost to complete all of them are: Pavement Preservation - 40 Needs Statements - $28.275M; and Bridge Preservation - 25 Needs Statements - $12.770M. The statement titles are summarized on pages 9-13 of this report, and the pavement and bridge preservation statements are enclosed in their entirety in Appendix A. All of the statements were evaluated and ranked to present a sense of timing and priority for their funding and pursuit. The total estimated cost of all these projects is substantial, but so is the ultimate value of providing agencies with the knowledge and tools they will provide. Although it does not represent a commitment of FHWA funds for the research projects, the Roadmap will serve as a valuable guide. It presents relationships between technical and program needs and offers recommendations to help decision makers within FHWA, AASHTO, and the Transportation Research Board (TRB) to allocate resources to conduct the research addressing these short-term and long-term needs.
KW  - Bridge preservation
KW  - Bridges
KW  - Costs
KW  - Decision making
KW  - Pavement preservation
KW  - Pavements
KW  - Research
KW  - Research problem statements
KW  - Research projects
KW  - Strategic planning
UR  - http://www.tsp2.org/roadmap/
UR  - http://www.tsp2.org/roadmap/RR_complete.pdf
UR  - http://www.tsp2.org/roadmap/RR_report.pdf
UR  - http://ntl.bts.gov/lib/30000/30600/30640/RR_complete.pdf
UR  - https://trid.trb.org/view/884768
ER  - 

TY  - SER
AN  - 01120528
JO  - NHTS Brief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - National Household Travel Survey: Travel to School: The Distance Factor
PY  - 2008/01
SP  - 2p
AB  - Like all trip-making, travel to school has changed dramatically over the last 40 years. The change that is most apparent is the increase in children being driven to school. One factor underlying this change is the increased distance children travel to school. In 1969, just over half (54.8 percent) of students lived a mile or more from their schools. By 2001, three-quarters of children traveled a mile or more to school. Some of the change in distance may be due to suburbanization and larger school districts. Policies and programs that encourage walking and biking to school, especially for grade school children, need to account for the number of eligible walkers and bikers (living within a mile of school) along with the barriers to walking and biking such as security concerns of parents.
KW  - Automobile travel
KW  - Bicycling
KW  - Distance
KW  - Mode choice
KW  - Residential location
KW  - School children
KW  - School trips
KW  - Travel surveys
KW  - Trip length
KW  - Walking
UR  - http://nhts.ornl.gov/briefs/Travel%20To%20School.pdf
UR  - https://trid.trb.org/view/879137
ER  - 

TY  - RPRT
AN  - 01118461
AU  - Khattak, Asad J
AU  - Teague, Corey
AU  - Pan, Xiaohong
AU  - Fan, Yingling
AU  - Rodriguez, Daniel A
AU  - University of North Carolina, Chapel Hill
AU  - Old Dominion University
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Economic Impact of Traffic Incidents on North Carolina's Interstate Facilities
PY  - 2008/01//Final Report
SP  - 99p
AB  - Unexpected delays due to traffic incidents represent a significant proportion of overall delay, especially in urban areas. The resulting uncertainty can represent major costs to businesses and travelers, as well as restrict employment opportunities. This study focuses on North Carolina’s Interstate facilities and businesses across the State that rely on these facilities for their daily operations and are influenced by traffic congestion due to their shipping needs. The first portion of the study examines the occurrences and costs of unexpected delay for North Carolina businesses, using telephone and face-to-face interviews. Results show that delays due to incident-induced congestion impose significant costs, which may increase over time as expected congestion and the number of incidents on the North Carolina interstates continue to grow. These costs are most severe in the Manufacturing industrial sector and in the Charlotte metropolitan area. Additionally, numerous firms commented on the need for better communication between the North Carolina Department of Transportation (NCDOT) and the business community. The second portion of the study is devoted to developing case studies to simulate the impact of strategies to reduce incident congestion costs in North Carolina. Results show that incident management assistance patrols and advanced traveler information systems can significantly reduce unexpected delays and associated costs. The implications of the findings for economic growth are discussed.
KW  - Advanced traveler information systems
KW  - Businesses
KW  - Case studies
KW  - Charlotte (North Carolina)
KW  - Commercial vehicle operations
KW  - Communication
KW  - Costs
KW  - Economic growth
KW  - Economic impacts
KW  - Incident management
KW  - Industries
KW  - Interstate highways
KW  - Metropolitan areas
KW  - North Carolina
KW  - North Carolina Department of Transportation
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic incidents
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-12FinalReport.pdf
UR  - https://trid.trb.org/view/878466
ER  - 

TY  - RPRT
AN  - 01108677
AU  - Agent, Kenneth R
AU  - Green, Eric R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Crash History after Installation of Traffic Signals (Warranted vs. Unwarranted)
PY  - 2008/01//Research Report
SP  - 24p
AB  - The objective of this study was to determine the change in crash history at intersections after installation of a traffic signal. Signals installed based on the warrants from an engineering study resulted in a decrease in angle collisions with an increase in the less severe rear end collisions. At Intersections where signal warrants were not met, there was a smaller decrease in angle collisions and a larger increase in rear end collisions. The removal of unwarranted traffic signals did not result in a crash problem. The analysis shows that the warrants given in the MUTCD should be followed when determining the need for a traffic signal installation with the installation based on an engineering study.
KW  - Angle of incidence
KW  - Crashes
KW  - High risk locations
KW  - Interchanges and intersections
KW  - Rear end crashes
KW  - Right angle crashes
KW  - Signalized intersections
KW  - Traffic crashes
KW  - Traffic signals
KW  - Warrants (Traffic control devices)
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_08_01_SPR_328_01_1I.pdf
UR  - https://trid.trb.org/view/865805
ER  - 

TY  - RPRT
AN  - 01106154
AU  - National Highway Traffic Safety Administration
AU  - National Association of EMS Physicians
AU  - Federal Highway Administration
TI  - EMS Technology Assessment Template
PY  - 2008/01
SP  - 25p
AB  - The National Highway Traffic Safety Administration (NHTSA) and the National Association of EMS Physicians (NAEMSP) have jointly established the Technology and EMS Project’s Technical Consultation Committee (TCC). This group, comprised of experienced Emergency Medical Services (EMS) personnel, administrators and medical directors as well as industry representatives, developed the EMS Technology Assessment Template contained in this document. It can be used by EMS technology developers, manufacturers, and consumers in the evaluation of new technology. The template may also help guide manufacturers and EMS technology consumers when considering the development of trials to evaluate the performance of new technology. This technology assessment template is designed to evaluate information technology and EMS devices that provide data about patients, evaluation-oriented clinical patient information, or decision support tools. The template may also be used by consumers to determine assessment criteria for other types of EMS equipment and treatments. This technology assessment template consists of two major sections followed by a scoring worksheet and a literature review. Section A is a descriptive section and presents information about the technology that may not have peer-reviewed literature support. The information presented in this section may be theoretical, presumptive, or in many cases, an educated guess. Section B asks for the objective literature and evidentiary evaluation of the technology, and describes levels and potential types of evaluation to be performed. Most technologies will have a very limited number of objective evaluations reported. Section C, the evaluation worksheet, is for use by the TCC, medical director, or EMS system to summarize and score the information provided through the use of the template. Section D, a literature review, presents journal, book and Internet references used during the development of this template as well as examples of various other technology assessment tools. Comments, summaries, and excerpts of these resources are included. Section E contains the TCC member roster.
KW  - Emergency medical services
KW  - Equipment
KW  - Evaluation and assessment
KW  - Information technology
KW  - Literature reviews
KW  - Performance measurement
KW  - Procedures
KW  - Technological innovations
KW  - Technology assessment
UR  - http://ntl.bts.gov/lib/30000/30100/30143/810873.pdf
UR  - https://trid.trb.org/view/865826
ER  - 

TY  - RPRT
AN  - 01105648
AU  - Yura, Joseph A
AU  - Methvin, E R
AU  - Engelhardt, Michael D
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design of Composite Steel Beams for Bridges
PY  - 2008/01//Technical Report
SP  - 36p
AB  - Current American Association of State Highway and Transportation Officials (AASHTO) bridge specifications require that composite beams have sufficient shear studs to fully yield the steel beam cross section in tension. The large number of studs required is independent of the loading on the bridge. It is recommended that partial composite design as used in building specifications be permitted. It is shown that 85% of the full composite strength can be achieved with 40% fewer studs. The minimum stud spacing requirements in AASHTO were compared with the requirements in other design specifications. Additional research was recommended to evaluate the possibility of relaxing the current minimum requirement. It was shown that the current AASHTO fatigue requirements for stud design are conservative compared to the most recent research but no change is recommended.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Beams
KW  - Composite beams
KW  - Fatigue (Mechanics)
KW  - Spacing
KW  - Specifications
KW  - Studs
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4811_1.pdf
UR  - https://trid.trb.org/view/865193
ER  - 

TY  - RPRT
AN  - 01105645
AU  - Matthews, Ron
AU  - Hall, Matt
AU  - Kibler, Clark
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - The Final Series of Oils Tested as a Potential Solution to the Galveston Ferry Operations (GFO) Engine Failures
PY  - 2008/01
SP  - 8p
AB  - The research team had previously found that the Galveston Ferry Operations (GFO) engine failures were the result of three factors: 1) the poor ring pack design of these engines, which results in a high oil consumption rate, 2) the high ash content of the re-refined oil that was used in the ferries, and 3) the decreased flame temperature for TxLED relative to 2D on-road diesel. The research team evaluated candidate oils as potential replacements for the re-refined oil that GFO was using. This report presents the results from the final series of oils tested. The research team evaluated five candidate oils during the final round of tests. These oils were evaluated based upon their effects on the oil consumption rate, engine wear, and in-cylinder calcium deposits. Four new oils were evaluated during the final round of tests and one of the best oils from the first round was examined again during the second round as a control oil. As a result of these tests, the research team recommends that Galveston Ferry Operations begin using Exxon Elite 20W50 in all of its ferries.
KW  - Engine oils
KW  - Engine performance
KW  - Ferries
KW  - Galveston Ferry Operations
KW  - Marine diesel engines
KW  - Testing
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5532_P3.pdf
UR  - https://trid.trb.org/view/865205
ER  - 

TY  - RPRT
AN  - 01105639
AU  - Rosales-Herrera, Vanessa Ivette
AU  - Prozzi, Jorge A
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Mixture Design Manual and Performance-Based Specifications for Cold Patching Mixtures
PY  - 2008/01
SP  - 36p
AB  - The purpose of these cold mixture design guidelines is to provide recommendations to the Texas Department of Transportation (TxDOT) for a homemade design procedure for cold patching mixtures under cold weather conditions. This manual identifies and discusses the special considerations that must be given to critical mixture properties. Ensuring specific mixture characteristics translates into an increase in patch performance and cost effectiveness with the corresponding associated savings to the Department. In addition, these guidelines suggest preliminary performance-based specifications based on testing results from TxDOT Project 0-4872, “Material Design and Testing Methods for Home Made and Containerized Cold Mix.” These specifications help to identify those homemade and containerized cold patching mixtures that are expected to perform satisfactorily in the field. Furthermore, these guidelines can evolve into standard specifications for approving or rejecting the use of a specific mixture in the field. To this effect more testing of a wider range of mixtures is necessary. It is important to note that these recommendations were developed primarily for cold and wet weather conditions. Most of the field experiments and validation were carried out in the TxDOT Lubbock District. However, this procedure may serve as a framework for use in other districts. In all cases, modifications to the proposed procedure must be made based on local experience, available material and testing, and specific environmental and project demands.
KW  - Asphalt mixtures
KW  - Bituminous mixtures
KW  - Cold mix paving mixtures
KW  - Cold weather
KW  - Cost effectiveness
KW  - Guidelines
KW  - Manuals
KW  - Mix design
KW  - Patching
KW  - Performance based specifications
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4872_P2.pdf
UR  - https://trid.trb.org/view/865195
ER  - 

TY  - RPRT
AN  - 01104925
AU  - Jiang, Yi
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Durability and Retro-Reflectivity of Pavement Markings (Synthesis Study)
PY  - 2008/01//Final Report
SP  - 99p
AB  - Waterborne paints are used to paint pavement markings (edgelines and centerlines) to provide guidance for motorists. The painted markings need to be repainted periodically as their retro-reflectivity deteriorates. The Indiana Department of Transportation (INDOT) repaints pavement markings at least annually. INDOT engineers would like to determine the feasibility of extending the time intervals of repainting pavement markings on at least some types of roadways. The purpose of this synthesis study is to accomplish the following: (1) to locate and assemble documented information on pavement marking durability; (2) to learn what criteria have been used in other states in measuring retro-reflectivity and scheduling pavement marking painting; (3) to determine the necessity of conducting full scale study on INDOT pavement markings; (4) to identify the type and cost of equipment required for retro-reflectivity measurements and conditions of operation of the equipment; (5) to organize, evaluate, and document the useful information that is acquired; and (6) to provide recommendations based on the evaluated information. This report presents the findings of the synthesis study on various pavement marking materials. It was found in this study that many state highway agencies have evaluated several types of pavement marking materials. The evaluation results include performance, cost, service life, and retro-reflectivity measuring equipment of marking materials. However, the results could vary from different sates. The information gathered through this study will provide INDOT engineers the state-of practice of pavement marking materials in this country.
KW  - Center lines
KW  - Edge lines
KW  - Epoxy coatings
KW  - Indiana
KW  - Marking materials
KW  - Reflectorized road markings
KW  - Retroreflectivity
KW  - Road markings
KW  - Thermoplastic materials
KW  - Waterborne latex paint
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1704&context=jtrp
UR  - https://trid.trb.org/view/864639
ER  - 

TY  - RPRT
AN  - 01104907
AU  - Shah, Sharvil
AU  - Hastak, Makarand
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Acquisition and Analysis of Earthwork Pay Quantity Verification Data
PY  - 2008/01//Final Report
SP  - 208p
AB  - This research identifies technologies and methods that can be used by the Indiana Department of Transportation (INDOT) in earthwork data collection and earthwork quantity calculation process on large construction projects that could result in timely completion of the projects with less labor and resultant cost. In order to achieve the above stated objective, several tasks were performed, i.e., literature review, data collection, data analysis, and recommendations. INDOT engineers were interviewed to determine their current state of practice. Also, all the state DOTs, professional companies in Indiana and vendors of earthwork data collection equipment and software products were contacted through questionnaire surveys and personal interviews. Two case studies were also performed with an owner and a contractor to understand the use, benefits and drawbacks of these equipment and software products. The analysis of data indicated that a combination of technologies was a better option to suit different scenario rather than one specific technology. For INDOT, use of robotic total station (RTS), RTK GPS and aerial photogrammetry are recommended, while a comparative analysis of the companies for earthwork data collection equipment and earthwork quantity calculations software products is provided. Recommendations on training costs and options are also made to INDOT. Also some other relevant issues that came up during interviews and case studies are also discussed in this report. All the recommendations were on the basis of the collected data and literature review performed by researchers during the course of this project.
KW  - Case studies
KW  - Construction projects
KW  - Data collection
KW  - Earthwork
KW  - Indiana
KW  - Pay adjustments
KW  - Payment
KW  - Software packages
KW  - State of the practice
KW  - Training
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1789&context=jtrp
UR  - https://trid.trb.org/view/864652
ER  - 

TY  - SER
AN  - 01104056
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - El-Rayes, Khaled
AU  - Liu, Liang Y
AU  - Elseifi, Mostafa A
AU  - Pena-Mora, Feniosky
AU  - Hassan, Marwa M
AU  - Boukamp, Frank
AU  - Odeh, Ibrahim
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Nighttime Construction: Evaluation of Lighting Glare for Highway Construction in Illinois
PY  - 2008/01//Research Report
IS  - 08-014
SP  - 206p
AB  - This report presents the findings of a research project that studied the veiling luminance ratio (glare) experienced by driveby motorists in lanes adjacent to nighttime work zones. The objectives of the project are to (1) provide an in-depth comprehensive review of the latest literature on the causes of glare and the existing practices that can be used to quantify and control glare during nighttime highway construction; (2) identify practical factors that affect the measurement of glare in and around nighttime work zones; (3) analyze and compare the levels of glare and lighting performance generated by typical lighting arrangements in nighttime highway construction; (4) evaluate the impact of lighting parameters on glare and provide practical recommendations to reduce and control lighting glare in and around nighttime work zones; (5) develop a practical model to measure and quantify levels of glare experienced by drive-by motorists; and (6) investigate and analyze existing studies and recommendations on the maximum allowable levels of glare that can be tolerated by nighttime drivers. The research work was performed in four main tasks: literature review, site visits, field studies, and model development. In the first task, a comprehensive literature review was conducted to study the latest research on quantifying and controlling lighting glare. In the second task, several nighttime highway construction sites were visited to identify practical factors that affect the measurement of glare. In the third task, field experiments were conducted to measure the levels of glare generated by commonly used construction lighting equipment and to evaluate the impact of lighting parameters on glare levels. In the fourth task, practical models were developed to enable resident engineers and contractors to measure and control the levels of glare experienced by drive-by motorists in lanes adjacent to nighttime work zones.
KW  - Field studies
KW  - Glare
KW  - Illinois
KW  - Lighting
KW  - Literature reviews
KW  - Mathematical models
KW  - Measurement
KW  - Night
KW  - Nighttime construction
KW  - Road construction
KW  - Site visits
KW  - Work zone safety
UR  - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-08-014.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55770/FHWA-ICT-08-014.PDF
UR  - https://trid.trb.org/view/864193
ER  - 

TY  - RPRT
AN  - 01104050
AU  - Ghorbanpoor, Al
AU  - Dudek, John A
AU  - Wells, Christian
AU  - University of Wisconsin, Milwaukee
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Bridge Integrated Analysis and Decision Support: Case Histories – Phase I
PY  - 2008/01//Phase I Report
SP  - 164p
AB  - This report presents a database of case histories of incidents due to impact, fire and scour for sixteen bridges in Wisconsin. It is intended to expand and use such case history and other relevant data in a future study to develop a decision support system. Such decision support system can aid bridge engineers take appropriate actions when rapid response is required in emergency cases such as major bridge damage or failure. The case history information presented here was assembled using available archived data from various department of transportation (DOT) offices and through interviews with various active and retired staff of the Wisconsin Department of Transportation (WisDOT) Districts and the City of Milwaukee. Each case history document includes information regarding any associated event, remediation, and past repair and maintenance. Essential structural and geometric data are also included with each case history document. As a part of this study, incident response procedures for WisDOT and the City of Milwaukee were developed through consultation with appropriate staff of those offices. The database is searchable with keywords and can be accessed through the web. User manuals for both users and system administrators are included in the report.
KW  - Bridges
KW  - Case studies
KW  - Computer program documentation
KW  - Crashes
KW  - Databases
KW  - Decision support systems
KW  - Disaster preparedness
KW  - Emergency management
KW  - Fire
KW  - Scour
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/04-15-bridgedecisionsupport-f.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-04-15-final-report.pdf
UR  - https://trid.trb.org/view/864117
ER  - 

TY  - RPRT
AN  - 01103353
AU  - Qiao, Pizhong
AU  - Yang, Mijia
AU  - McLean, David I
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Effect of Intermediate Diaphragms to Prestressed Concrete Bridge Girders in Over-Height Truck Impacts
PY  - 2008/01//Research Report
SP  - 141p
AB  - The objectives of this study are three-fold: (1) develop/validate dynamic numerical finite element models to simulate the prestressed concrete bridge girders with intermediate diaphragms, (2) perform numerical parametric study to evaluate the effect of the critical factors on design of intermediate diaphragms, and (3) provide recommendations and guidelines to better design of intermediate diaphragms to impact of over-height trucks.  The conducted study aims to shed light on improved impact protection of prestressed concrete bridge girders with intermediate diaphragms and aid the WSDOT in design, analysis, and construction of prestressed concrete bridges.  The findings of this study assist in developing the specific standard of practice (such as, amendments to AASHTO standard specifications, WSDOT standard specifications, policy directives, implementation manuals, or operating procedures) for design of prestressed concrete bridge girders with intermediate diaphragms.  More importantly, the proposed recommendations and guideline help the bridge engineers to make better design decisions for prestressed concrete bridges.
KW  - Bridge design
KW  - Bridges
KW  - Diaphragms (Engineering)
KW  - Finite element method
KW  - Girders
KW  - Height
KW  - Impact
KW  - Materials and structures protection
KW  - Numerical analysis
KW  - Overheight vehicles
KW  - Prestressed concrete
KW  - Trucks
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/696.1.pdf
UR  - https://trid.trb.org/view/860496
ER  - 

TY  - RPRT
AN  - 01102232
AU  - Federal Highway Administration
TI  - Widen Interstate 405 (San Diego Freeway) from Interstate 10 to US-101 in Los Angeles County : environmental impact statement
PY  - 2008/01//Volumes held: Draft, Final(4v)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/862193
ER  - 

TY  - RPRT
AN  - 01100788
AU  - Zollinger, Dan G
AU  - Lee, Sang Ick
AU  - Puccinelli, Jason
AU  - Jackson, Newton C
AU  - Nichols Consulting Engineers, Chartered
AU  - Texas A&M University, College Station
AU  - Federal Highway Administration
TI  - LTPP Computed Parameter: Moisture Content
PY  - 2008/01//Final Report
SP  - 104p
AB  - A study was conducted to compute in situ soil parameters based on time domain reflectometry (TDR) traces obtained from Long Term Pavement Performance (LTPP) test sections instrumented for the seasonal monitoring program (SMP). Ten TDR sensors were installed in the base and subgrade layers at each of the 70 SMP test sites monitored as part of the LTPP program. A comprehensive description of a new method developed as part of the study to estimate moisture content, dry density, reflectivity, and conductivity of the soil from TDR traces is provided in the report. This new method utilizes transmission line equations and micromechanics models calibrated to site-specific conditions for each site/layer combination. Background information on existing empirical methodologies used to estimate subsurface moisture content from TDR traces is also documented. The results were compared to previous methods as well as ground truth data to evaluate the ability of the new model to predict soil parameters. The transmission line equation and micromechanics method was found to provide accurate results and was used to interpret over 270,000 TDR records stored in the LTPP database. A computer program (MicroMoist) was developed to aid in the computation of soil parameters based on TDR trace data and calibration information. Details on the program are provided along with descriptions of the tables developed to store the computed values in the LTPP Information Management System database.
KW  - Base course (Pavements)
KW  - Equations
KW  - Long-Term Pavement Performance Program
KW  - LTPP Information Management System
KW  - Micromechanics
KW  - MicroMoist (Computer program)
KW  - Moisture content
KW  - Seasonal Monitoring Program (LTPP)
KW  - Subgrade (Pavements)
KW  - Test sections
KW  - Time domain reflectometers
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/08035/08035.pdf
UR  - https://trid.trb.org/view/860556
ER  - 

TY  - RPRT
AN  - 01100249
AU  - Romanoschi, Stefan A
AU  - Lewis, Paul A
AU  - Dumitru, Octavian
AU  - Banda, Sathish
AU  - Kansas State University, Manhattan
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - Accelerated Testing for Studying Pavement Design and Performance (FY 2003): Evaluation of the Chemical Stabilized Subgrade Soil (CISL Experiment No. 12)
PY  - 2008/01//Final Report
SP  - 183p
AB  - The Midwest States Accelerated Pavement Testing Pooled Fund Program, financed by the highway departments of Missouri, Iowa, Kansas and Nebraska, has supported an accelerated pavement testing (APT) project to compare the performance of stabilized clayey embankment soil when portland cement, fly ash, lime and a commercial product were used as stabilizing agents.  The project aimed to improve the practices related to the design of flexible pavements when the top of the subgrade is improved by chemical stabilization.  The experiments were conducted at the Civil Infrastructure Systems Laboratory (CISL) of Kansas State University.  The test program consisted of constructing four flexible pavement structures and subjecting them to full-scale accelerated loading test.  The study indicated that cement and lime are the most effective stabilizers for the studied soil.  These stabilizers resulted in lower vertical compressive stresses at the top of the subgrade and lower rut depth at the pavement surface than the fly ash-treated soil.  After more than two million axle load repetitions, the pavement with cement stabilized embankment soil exhibited much less surface cracking than the pavement with fly-ash stabilized embankment.  The commercial product proved not to be effective in stabilizing the non-sulfate clayey soil used in this experiment, when the embankment is constructed at the same moisture content and compaction level as for the other three chemicals.  The unconfined compression strength measured on laboratory prepared samples of soil stabilized with the commercial chemical compound was very similar to that of the untreated soil.
KW  - Accelerated tests
KW  - Calcium oxide
KW  - Cement
KW  - Chemicals
KW  - Clay soils
KW  - Compressive strength
KW  - Flexible pavements
KW  - Fly ash
KW  - Pavement cracking
KW  - Pavement design
KW  - Portland cement
KW  - Rutting
KW  - Soil stabilization
KW  - Subgrade (Pavements)
UR  - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003764928
UR  - https://trid.trb.org/view/860188
ER  - 

TY  - RPRT
AN  - 01100248
AU  - Hobson, Cliff
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - Rejuvenating Agent Rate for One-Inch Surface Recycle on K-9 Near Wetmore
PY  - 2008/01//Interim Report
SP  - 20p
AB  - The one-inch surface recycle process for asphalt pavement preservation has been used for many years in Kansas.  The recycling process typically uses four propane heating units, a tined scarifying unit attached to the last heating unit and a paving machine to achieve a three-quarter to one-inch total depth of recycled material.  This recycled layer is then covered with a 1.0- to 1.5-inch thick overlay wearing surface.  The intent of the investigation was twofold:  first, to determine the property changes of the recycled material in comparison with the original pavement material, and second, to determine how the properties of the recycled material change when the emulsion rate is changed.  This specific project was in Nemaha County on K-9 near Wetmore.  Two test sections (#1 and #2) and a control section (#3), all 990 feet in length, were installed.  The east end of test section #1 is at Milepost 280 and the other two sections are consecutive to the west of test section #1, all in the eastbound lane.  The before and after gradation, asphalt content and thermal cracking properties were determined, as well as the potential rutting stability of the recycled mixture.  Cores taken after the project was completed were used to determine the lift thicknesses and the compaction effort on the recycle and surface lifts.
KW  - Aggregate gradation
KW  - Asphalt content
KW  - Asphalt pavements
KW  - Before and after studies
KW  - Bituminous overlays
KW  - Kansas
KW  - Pavement cracking
KW  - Pavement preservation
KW  - Recycled asphalt pavements
KW  - Recycling
KW  - Rejuvenating agents
KW  - Rutting
KW  - Surface course (Pavements)
KW  - Test sections
UR  - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003768615
UR  - https://trid.trb.org/view/860190
ER  - 

TY  - RPRT
AN  - 01100247
AU  - Hobson, Cliff
AU  - Kansas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Two-Inch Surface Recycle Process in Kansas on US-59 South of Nortonville
PY  - 2008/01//Interim Report
SP  - 16p
AB  - The two-inch hot surface recycle process for asphalt pavement preservation is relatively new to Kansas.  The hot recycling process uses six propane heating units, three milling machines and a paving machine to achieve a two-inch total depth of recycled material.  This recycled layer is then covered with a 1.0- to 1.5-inch thick overlay wearing surface.  This investigation was to determine the changes in the pavement properties as the old pavement surface material is processed by the recycling operation during construction.  This specific project was in Jefferson County on US-59 south of Nortonville.  The before and after asphalt content and thermal cracking properties were looked at, as well as the gradation and potential rutting stability of the recycled mixture.  This was not a full in-depth study, but rather, an initial preliminary review of the process.
KW  - Aggregate gradation
KW  - Asphalt content
KW  - Asphalt pavements
KW  - Before and after studies
KW  - Bituminous overlays
KW  - Hot in-place recycling
KW  - Kansas
KW  - Pavement cracking
KW  - Pavement preservation
KW  - Recycled asphalt pavements
KW  - Recycling
KW  - Rutting
KW  - Surface course (Pavements)
UR  - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003769442
UR  - https://trid.trb.org/view/860192
ER  - 

TY  - RPRT
AN  - 01100237
AU  - Sillick, Susan C
AU  - Abernathy, Craig
AU  - Autio, Lisa
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - FFY 2007 Annual Report for the Montana Department of Transportation Research Programs
PY  - 2008/01//Annual Report
SP  - 113p
AB  - The Montana Department of Transportation (MDT) conducts research to discover, develop, or extend knowledge needed to operate, maintain, and improve the statewide multimodal transportation system.  Specific goals include:  evaluation and advancement of new technologies, materials, and methods; development of design and analysis techniques; and study of current transportation challenges.  The purpose of this report is to give an overall description of research, development, and technology transfer activities for federal fiscal year (FFY) 2007 within the Research Programs of the Montana Department of Transportation (MDT).  Through these activities, the Research Programs enhances MDT's ability to deliver efficient and effective transportation services.  MDT's mission is to serve the public by providing a transportation system and services that emphasize quality, safety, cost effectiveness, economic vitality, and sensitivity to the environment.  MDT's Research Programs impacts each and every part of MDT's mission.  Research projects completed in FFY 2007 yielded results that when fully implemented will improve:  Efficiency and effectiveness of MDT operations and technology transfer, including improving training of and encouraging young individuals to enter the transportation construction work force; Economic vitality; Sensitivity to the environment, including decreasing vehicle-wildlife collisions, improving habitat connectivity, improving design for safety and fish passage, and improving revegetation of roadsides; Safety, by decreasing roadside hazards, decreasing young driver accidents, through training and technology transfer; and Quality of what we do and how we do it, including bridge design and inspection, pavement design and preservation, use of the most efficient materials and technology, and materials testing and acceptance.
KW  - Annual reports
KW  - Economic development
KW  - Environmental policy
KW  - Montana Department of Transportation
KW  - Quality assurance
KW  - Research projects
KW  - Technology transfer
KW  - Transportation safety
UR  - http://www.mdt.mt.gov/research/annual_report.shtml
UR  - http://www.mdt.mt.gov/research/docs/annual_report/2007.pdf
UR  - http://ntl.bts.gov/lib/27000/27000/27030/2007.pdf
UR  - https://trid.trb.org/view/860135
ER  - 

TY  - RPRT
AN  - 01100230
AU  - Liang, Robert Y
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Refine AASHTO T283 Resistance of Compacted Bituminous Mixture to Moisture Induced Damage for Superpave
PY  - 2008/01//Final Report
SP  - 210p
AB  - Moisture induced damage in asphalt concrete pavements, better known as stripping, is one of the primary causes of distresses in the asphalt pavement layers.  AASHTO T283 has historically been used to detect moisture damage potential of asphalt mixes.  This method is established for the Marshall mix design process.  However, the current hot mix asphalt (HMA) design calls for the use of Superpave mix design procedure using the Superpave Gyratory Compactor (SGC).  The differences in the mix design methods will most likely introduce significant differences in stripping test results.  Therefore, to improve the AASHTO T283 test procedure and to develop the new criterion for the Superpave HMA specimens, this project was conducted to evaluate the applicability of AASHTO T283 to the Superpave mixes.  A structured laboratory test program was conducted in this research to study the effects of the various factors on the HMA specimen's susceptibility to moisture damage.  A complete factorial experimental program for two aggregate sources with virgin asphalt binder was conducted together with a partial factorial experimental program for the other two aggregate sources with polymer modified asphalt binders.  In the data analysis, the effects of different factors on dry tensile strength, freeze-thaw conditioned tensile strength, and tensile strength ratio (TSR) were investigated in this report.  The effects of all the factors investigated in this research are summarized in this report.  The recommendations for the proposed stripping test procedure for Superpave HMA are given at the end of the report.
KW  - AASHTO T 283
KW  - Asphalt mixtures
KW  - Gyratory compaction
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Moisture susceptibility
KW  - Stripping (Pavements)
KW  - Superpave
KW  - Tensile strength
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A212852493
UR  - http://ntl.bts.gov/lib/55000/55800/55840/FHWA-OH-2008-1.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55841/FHWA-OH-2008-1_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/860088
ER  - 

TY  - RPRT
AN  - 01099877
AU  - Maurer, Gayle
AU  - Polish, Patricia
AU  - Nevada Department of Transportation
AU  - Federal Highway Administration
TI  - Exploring Alternative Strategies for the Rehabilitation of Low-Volume Roads in Nevada
PY  - 2008/01//Technical Report
SP  - 104p
AB  - Nevada has been among the fastest-growing states in the nation for over two decades. Due to this growth, the Nevada Department of Transportation (NDOT) is faced with the challenge of how to balance its available funding between pavement preservation and capacity improvement projects. This challenge is even greater for the low-volume roads network. Low-volume roads upkeep has been delegated to NDOT maintenance personnel and allocated funds have not been sufficient to address the distress modes on these roads. Thus, more cost-effective methods for pavement rehabilitation and maintenance must be determined and evaluated for inclusion in NDOT’s pavement preservation program. A total of 29 combinations of pavement surface and structural rehabilitation strategies were constructed on 111 centerline miles of low-volume roads throughout Nevada. The strategies included full depth reclamation, cold mix asphalt concrete pavement, cold in-place recycling, and various surface treatments. The test sections were monitored with roughness surveys, condition surveys, falling weight deflectometer testing, and core evaluations for resilient modulus, strength, and rutting susceptibility. A life-cycle cost analysis was conducted for the constructed rehabilitation strategies and compared to NDOT’s conventional practice of placing hot mix asphalt concrete pavement and chip seal wearing course on low-volume roads. The analysis indicated that a $104,000 per centerline mile saving might be realized if a 3 in. cold in-place recycling and double chip seal wearing course were used instead of hot mix asphalt concrete pavement to rehabilitate pavement with functional deficiency. An additional benefit of cold in-place recycling is that reflective cracking is interrupted. Furthermore, savings of $38,000 to $93,000 per centerline mile may be achieved if full depth reclamation, cold mix asphalt concrete pavement, and cold in-place recycling with stockpiled millings were used in lieu of hot mix asphalt concrete pavement to rehabilitate pavement with structural deficiency. There is a potential network level saving of $8,400,000 per year if rehabilitation strategies other than hot mix asphalt concrete pavement were used to manage and maintain NDOT’s low-volume roads network at an acceptable level of service. The primary deliverable was proposed low-volume roads rehabilitation guidelines. The guidelines were based on whether the pavement exhibits structural or functional deficiencies. The guidelines provide systematic and cost-effective alternatives for pavement managers when tasked with choosing among rehabilitation options. Project results included the modification of NDOT’s conventional pavement preservation practices for low-volume roads, specification improvements, and construction experience with new to NDOT rehabilitation strategies and products.
KW  - Alternatives analysis
KW  - Cold in-place recycling
KW  - Cold mix paving mixtures
KW  - Cost effectiveness
KW  - Full-depth reclamation
KW  - Guidelines
KW  - Life cycle costing
KW  - Low volume roads
KW  - Nevada
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Rehabilitation (Maintenance)
KW  - Surface treating
KW  - Test sections
UR  - https://trid.trb.org/view/859646
ER  - 

TY  - RPRT
AN  - 01099867
AU  - Agent, Kenneth R
AU  - Green, Eric R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Use of Edge Line Markings on Rural Two-Lane Roadways
PY  - 2008/01//Interim Research Report
SP  - 16p
AB  - The objective of this study was to review roadway characteristics and crash data in Kentucky and determine if revisions should be made to current guidelines for the use of edge lines. Recommendations were made concerning the use of edge lines, centerlines, and paved shoulders on rural, two-lane roadways with varying pavement widths.
KW  - Center lines
KW  - Crash data
KW  - Edge lines
KW  - Guidelines
KW  - Kentucky
KW  - Paved shoulders
KW  - Rural highways
KW  - Two lane highways
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_08_02_SPR_330_07_1I.pdf
UR  - https://trid.trb.org/view/859601
ER  - 

TY  - RPRT
AN  - 01090231
AU  - Lydzinski, John C
AU  - Baber, Thomas T
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Finite Element Analysis of the Wolf Creek Multispan Curved Girder Bridge
PY  - 2008/01//Final Contract Report
SP  - 67p
AB  - The use of curved girder bridges in highway construction has grown steadily  newly constructed bridges have a curved alignment. Curved girder bridges have numerous complicating geometric features that distinguish them from bridges on a straight alignment. Most notable of these features is that longitudinal bending and torsion do not decouple. Although considerable research has been conducted into curved girder bridges, and many of the fundamental aspects of girder and plate behavior have been explored, further research into the behavior and modeling of these bridges as a whole is warranted. This study developed two finite element models for the Wolf Creek Bridge, a four-plate girder bridge located in Bland County, Virginia. Both models were constructed using plate elements in ANSYS, which permits both beam and plate behavior of the girders to be reproduced. A series of convergence studies were conducted to validate the level of discretization employed in the final model. The first model employs a rigid pier assumption that is common to many design studies. A large finite element model of the bridge piers was constructed to estimate the actual pier stiffness and dynamic characteristics. The pier natural frequencies were found to be in the same range as the lower frequencies, indicating that coupling of pier and superstructure motion is important. A simplified “frame-type” pier model was constructed to approximate the pier stiffness and mass distribution with many fewer degrees of freedom than the original pier model, and this simplified model was introduced into the superstructure model. The resulting bridge model has significantly different natural frequencies and mode shapes than the original rigid pier model. Differences are particularly noticeable in the combined vertical bending/torsion modes, suggesting that accurate models of curved girder bridges should include pier flexibility. The model has been retained for use as a numerical test bed to compare with field vibration data and for subsequent studies on live load distribution in curved girder bridges. The study recommends consideration of the use of the finite element method as an analysis tool in the design of curved girder bridge structures and the incorporation of pier flexibility in the analysis.
KW  - Box girder bridges
KW  - Bridge design
KW  - Bridge piers
KW  - Bridge superstructures
KW  - Curved bridges
KW  - Finite element method
KW  - Girder bridges
KW  - Highway bridges
KW  - Load transfer
KW  - Structural analysis
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-cr6.pdf
UR  - http://ntl.bts.gov/lib/37000/37400/37429/08-cr6.pdf
UR  - https://trid.trb.org/view/850809
ER  - 

TY  - RPRT
AN  - 01090224
AU  - Natarajan, Shankar
AU  - Demetsky, Michael J
AU  - Lantz, Kenneth E
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Framework for Selection and Evaluation of Bicycle and Pedestrian Safety Projects in Virginia
PY  - 2008/01//Final Report
SP  - 50p
AB  - The Virginia Department of Transportation’s (VDOT) Bicycle and Pedestrian Safety (BPS) Program provides funds for implementing short-term, low-cost bicycle and pedestrian safety projects in Virginia. This initiative is administered by evaluating each project application on a case-by-case basis. The current evaluation process does not include a direct linkage between the selection criteria and conditions at the site that might be hazardous to non-motorized travel. This significant limitation has resulted in the desire for a new methodology for project selection and evaluation. This study developed a four-component framework for administering the BPS Program. In this framework, analysis procedures were identified for each component that can be used for identifying hazardous locations, determining causal factors, establishing performance measures, and determining potential countermeasures. The framework was then applied for selecting an appropriate safety treatment and for prioritizing a set of safety projects requested for funding. To demonstrate the applicability of the framework, five case studies were conducted at locations in and around Charlottesville, Virginia. The prioritization process was demonstrated using the results of the case studies. The study findings showed that the framework synthesizes existing practice into a systematic approach for identifying bicycle and pedestrian hazardous locations and selecting appropriate countermeasures for implementation. The study also established the need for evaluation studies on safety treatments after implementation, as the effectiveness of many bicycle and pedestrian safety countermeasures are not well established.
KW  - Bicycle travel
KW  - Bicycling
KW  - Case studies
KW  - Charlottesville (Virginia)
KW  - Countermeasures
KW  - Evaluation and assessment
KW  - Nonmotorized transportation
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - Performance measurement
KW  - Safety
KW  - Walking
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r8.pdf
UR  - http://ntl.bts.gov/lib/37000/37400/37443/08-r8.pdf
UR  - https://trid.trb.org/view/850798
ER  - 

TY  - RPRT
AN  - 01090223
AU  - Ullman, Brooke R
AU  - Brewer, Marcus A
AU  - Fitzpatrick, Kay
AU  - Ullman, Gerald L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigating Pedestrian Components in Temporary Traffic Control
PY  - 2008/01//Technical Report
SP  - 182p
AB  - The report documents the research activities completed during the two years of this research project. The objectives of this research were to: (1) examine how pedestrians with disabilities are being handled in temporary traffic control situations and identify if there are changes needed in this accommodation; (2) determine the information requirements of pedestrians (especially those with special needs) at temporary traffic control locations and gain input on how best to meet those requirements; and (3) develop recommended guidance documents to provide the Texas Department of Transportation (TxDOT) with improved traffic control methods for pedestrians in temporary traffic control locations. Researchers approached this project from two different angles to accomplish these objectives. First was establishing the current state-of-the-practice with regard to handling pedestrians in temporary traffic control areas and the second was the administration of several human factors studies that addressed public perception as pedestrians in or near work areas. This report contains specific findings and recommendations regarding each of these activities.
KW  - Highway traffic control
KW  - Pedestrians
KW  - Persons with disabilities
KW  - State of the practice
KW  - Temporary structures
KW  - Texas
KW  - Visually impaired persons
KW  - Work zone traffic control
KW  - Work zones
UR  - http://tti.tamu.edu/documents/0-5237-1.pdf
UR  - https://trid.trb.org/view/850710
ER  - 

TY  - RPRT
AN  - 01090217
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Liu, Wenting
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Pilot Implementation of Instrumented Rollers for Monitoring Flexible Pavement Construction
PY  - 2008/01//Technical Report
SP  - 38p
AB  - In this project a system for monitoring construction of flexible pavement layers by using an accelerometer mounted on a smooth-drum vibratory compactor was tested on numerousTexas Department of Transportation (TxDOT) projects. Projects tested included untreated subgrade, lime-treated subgrade, cement-treated subgrade, and flexible base. Results showed the roller measurements relate to the stiffness of the pavement foundation layer. The relationship between the roller drum displacement and pavement layer stiffness properties must be calibrated at the jobsite. This report presents a brief summary of the test system, example results, and draft construction specifications and a draft test procedure.
KW  - Compaction
KW  - Flexible pavements
KW  - Pavement layers
KW  - Quality assurance
KW  - Quality control
KW  - Rigid pavements
KW  - Road rollers
KW  - Roller compacted concrete pavements
KW  - Surface course (Pavements)
KW  - Texas
UR  - https://trid.trb.org/view/850711
ER  - 

TY  - RPRT
AN  - 01090214
AU  - Quiroga, Cesar
AU  - Hamad, Khaled
AU  - Kraus, Edgar
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Inventory of Utilities—Summary Report
PY  - 2008/01//Technical Report
SP  - 20p
AB  - Each year, thousands of utilities are installed within the Texas Department of Transportation (TxDOT) right of way (ROW). This proliferation of utilities makes it increasingly difficult for TxDOT to manage its own transportation system effectively and allow for more utilities. Research Project 0-2110 developed a prototype geographic information system (GIS)–based platform for the inventory of utilities located within the TxDOT ROW. Implementation Projects 5-2110-01 and 5-2110-03 are the result of TxDOT’s decision to implement the findings of Project 0-2110. Project 5-2110-01 focused on the implementation of the GIS-based utility inventory model, whereas Project 5-2110-03 focused on the implementation of the Internet-based utility installation notice review process (also known as the utility permitting process). This report summarizes the work completed in Project 5-2110-01.
KW  - Geographic information systems
KW  - Inventory
KW  - Management
KW  - Public utilities
KW  - Relocation (Facilities)
KW  - Right of way (Land)
KW  - Survey methods
KW  - Texas
KW  - Utility adjustment (Road construction)
UR  - https://trid.trb.org/view/850187
ER  - 

TY  - RPRT
AN  - 01090152
AU  - Walubita, Lubinda F
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Thin HMA Overlays in Texas: Mix Design and Laboratory Material Property Characterization
PY  - 2008/01//Technical Report
SP  - 134p
AB  - In this interim report, various cold-laid and hot-mix asphalt (HMA) mixes were designed and/or evaluated based on the balanced mix-design concept and the Texas Department Transportation (TxDOT) crack attenuated mix (CAM) special specification (SS) 3109 specification for their potential application as very thin overlay mixes. The research methodology incorporated extensive laboratory testing and field experiments including the Hamburg, overlay, and the ground penetration radar. While exhibiting fairly satisfactory field performance, laboratory results indicated that the cold-laid maintenance mixes are potentially susceptible to moisture damage (stripping). In general, their laboratory performance under the wet Hamburg test and the overlay test was very poor. Their excellent laboratory performance under dry Hamburg testing at ambient temperature suggest that these cold-laid mixes are good for application in dry areas, but they may not perform well under wet conditions or if water infiltrates into the mix. More research is recommended with these mixes. With the HMA mixes, promising laboratory results have been obtained with fine-graded (⅜-inch nominal maximum aggregate size) mixes; predominantly composed of Type F rock and screenings and an asphalt-binder content of over 7 percent. Based on the TxDOT CAM SS 3109 specification, high quality clean Class A aggregates, such as granite, exhibited superior laboratory performance and are recommended. However, acceptable laboratory designs were also obtained with good quality sandstone and limestone materials. As described in this report, the initial field performance of these mixes has been very good and this will be further validated in Year 2 of this study. Draft specifications and guidelines for very thin HMA overlays will be submitted at a later stage after onducting field performance monitoring and evaluations of selected demonstration/implementation projects.
KW  - Cracking
KW  - Ground penetrating radar
KW  - Hot mix asphalt
KW  - Overlays (Pavements)
KW  - Pavement cracking
KW  - Rolling contact
KW  - Rutting
KW  - Skid resistance
KW  - Surface course (Pavements)
UR  - http://tti.tamu.edu/documents/0-5598-1.pdf
UR  - http://youtu.be/p3ZcFDs7JHc
UR  - https://trid.trb.org/view/850702
ER  - 

TY  - RPRT
AN  - 01090123
AU  - Henk, Russell H
AU  - Pezoldt, Valmon J
AU  - Womack, Katie N
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Effectiveness of the “Teens in the Driver Seat Program” in Texas
PY  - 2008/01//Technical Report
SP  - 44p
AB  - The goal of this research project was to assess the effectiveness of the Teens in the Driver Seat (TDS) Program in Texas. The first peer-to-peer driver education and awareness program for teens in the United States, the TDS Program, was deployed at approximately 60 schools in Texas during the course of the 2006-2007 school year. Targeted at fighting the number one killer of teens in America, the program uses peer influence in a positive way by helping teens increase awareness of the most common risks teens face while driving – namely: 1) driving at night; 2) distractions (primarily in the form of other teen passengers and cell phones/texting); 3) speeding; 4) not wearing a seat belt; and 5) alcohol use. Attitudinal surveys, field studies, focus groups, and the TDS Program website statistics were some of the means used to assess the impact of the program. Analyses indicate awareness of the common risks (other than “drinking and driving,” which is already very high) has improved 40 to 200+ percent, while field studies indicate seat belt use is an average of 11 percent higher and cell phone use/texting is 30 percent lower at “program schools” as compared to a control group of schools at which the program has never been deployed. Website traffic for www.t-driver.com has increased over 1,500 percent in the past 18 months, with a current average of 20,000+ hits per month and an average duration of time spent at the site having doubled this year to a current level of eight minutes. Personal interviews indicate the program is popular with teens, and they feel the peer-to-peer approach is productive and serves a number of beneficial purposes for them.
KW  - Cellular telephones
KW  - Distraction
KW  - Driver education
KW  - Driver experience
KW  - Drunk drivers
KW  - Night vision
KW  - Seat belts
KW  - Speeding
KW  - Teenage drivers
KW  - Texas
KW  - Text messaging
KW  - Traffic safety
UR  - https://trid.trb.org/view/850189
ER  - 

TY  - RPRT
AN  - 01090121
AU  - Overman, John H
AU  - Cherrington, Linda K
AU  - Arndt, Jeffrey C
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Regional Public Transportation Coordination in Texas
PY  - 2008/01//Technical Report
SP  - 68p
AB  - Chapter 461 of the Texas State Transportation Code focuses on maximizing the benefits of the state's investment in public transportation through the coordination of services. In 2005, the Texas Transportation Commission, under the leadership of Commissioner Hope Andrade, established the Regional Planning and Public Transportation Study Group. The mission of the Study Group was to review current public transportation planning and programming practices within metropolitan, suburban, and rural areas and to enhance service delivery, customer satisfaction, efficiency and effectiveness. The Texas Department of Transportation (TxDOT) sponsored project 0-5542 to support the Study Group and twenty four regional efforts to develop regional coordinated human service public transportation plans. This report and compact disc (CD) presents the major elements of the on-going planning and implementation process being conducted by twenty-four planning regions and TxDOT. The three primary project objectives included: (1) a website and information clearinghouse for coordinated public transit-human services transportation plans http://www.regionalserviceplanning.org/; (2) facilitating regional coordination plan development efforts; (3) providing technical and information resource services to the planning regions. The accompanying CD contains the project website and all of its contents as of August 2007. The combined report and CD serve to archive this two year effort.
KW  - Coordination
KW  - Implementation
KW  - Information technology
KW  - Public transit
KW  - Regional planning
KW  - Technical assistance
KW  - Texas
KW  - Transit operating agencies
KW  - Transportation planning
UR  - https://trid.trb.org/view/850705
ER  - 

TY  - RPRT
AN  - 01090086
AU  - Lewis, Carol A
AU  - Higgins, Laura
AU  - Perkins, Judy
AU  - Zhan, F Benjamin
AU  - Chen, ZuWei
AU  - Texas Southern University, Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Public Transportation Solutions for Regional Travel: Technical Report
PY  - 2008/01//Technical Report
SP  - 20p
AB  - Constant growth in rural areas and extensive suburban development have contributed to increasingly more people needing seamless and adequate public transportation to and from nearby cities. Coordinating existing services or determining the need for expanded services tends to require new paradigm thinking for those interested in servicing growing potential markets in interregional travel markets. Added to the travel pressures in these growing regions is the call from funding agencies and planners to better integrate medical and other human service transportation with more traditional public transportation service. Increasingly, Texans are commuting from outlying communities to jobs, universities, and for other trip purposes to nearby urban and suburban areas. The current separation of urban and rural public transportation services means that Texans who travel between jurisdictions – from rural or suburban communities to cities or the reverse – often find public transportation a difficult or unviable mode of transportation. The need for regional public transportation is likely to grow, not diminish. This report documents the research performed regarding public transportation coordination practices and transit travel demand estimation, and summarizes the tools and guidelines developed as products of the research project.
KW  - Commuter service
KW  - Regional transit
KW  - Rural areas
KW  - Suburbs
KW  - Travel demand
UR  - http://tti.tamu.edu/documents/0-5345-1.pdf
UR  - https://trid.trb.org/view/850685
ER  - 

TY  - RPRT
AN  - 01089674
AU  - Federal Highway Administration
TI  - LTPP: Year in Review 2007
PY  - 2008/01
SP  - 9p
AB  - Improving mobility on our Nation’s highways is the mission of the Federal Highway Administration (FHWA). During 2007, FHWA’s Long Term Pavement Performance (LTPP) program worked toward this mission through its efforts to provide answers to “how” and “why” pavements perform as they do. To better understand pavement performance, the LTPP program gathers and processes data describing the structure, service conditions, and performance of 2,513 pavement test sections in North America. Highway engineers use these data and data analysis findings to help make decisions that lead to more cost effective and better performing pavements. The LTPP program was designed as a partnership when it was initiated as a 20-year Strategic Highway Research Program (SHRP) project in 1987. The State and Canadian Provincial highway agencies, the American Association of State Highway and Transportation Officials (AASHTO), the Transportation Research Board (TRB), the Canadian Strategic Highway Research Program, and FHWA all continued to play key roles in helping the program achieve its goals in 2007. These partners stay informed about research results and other program activities through the LTPP Web site, e-mail newsletter, publications, meetings and workshops, industry trade associations, and professional societies.  This annual review is presented in the following sections:  Introduction; 2007 Accomplishments; Pooled Fund Studies; LTPP Products; and The Future.
KW  - Data collection
KW  - Databases
KW  - Future
KW  - Information processing
KW  - Long-Term Pavement Performance Program
KW  - Pavement performance
KW  - Pooled funds
KW  - Products
KW  - Strategic Highway Research Program
KW  - Test sections
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/08039/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/08039/08039.pdf
UR  - https://trid.trb.org/view/850270
ER  - 

TY  - RPRT
AN  - 01089672
AU  - Ross, June H
AU  - Brooks, Eric W
AU  - Andersen, Carl K
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Solar-Powered Raised Pavement Markers
PY  - 2008/01//Final Report
SP  - 84p
AB  - An evaluation of a limited number of solar-powered raised pavement markers (SRPMs) was conducted to determine if this type of marker would be more visible than retroreflective markers in some situations on Oregon highways. SRPMs typically use Light Emitting Diodes (LEDs) that are powered by solar cells. Some markers have retroreflective surfaces as well. The Oregon Department of Transportation, Research Unit, performed preliminary tests which included environmental tests (extreme temperatures, immersion), optical performance tests, and observation tests. Selected markers were sent to the Federal Highway Administration’s Photometric and Visibility Laboratory (PVL) at the Turner-Fairbank Highway Research Center in McLean, Virginia for additional evaluation. A series of tests was performed to measure both the LED signal and the retroreflected light. It was found that each type of marker had significant shortcomings, so the project was terminated prior to field trials being performed.
KW  - Laboratory tests
KW  - Light emitting diodes
KW  - Raised retroreflective road markers
KW  - Raised road markings
KW  - Retroreflectivity
KW  - Solar cells
KW  - Solar-powered raised road markers
UR  - http://ntl.bts.gov/lib/40000/40500/40506/FHWA-OR-RD-08-07.pdf
UR  - https://trid.trb.org/view/850230
ER  - 

TY  - RPRT
AN  - 01089670
AU  - Outcalt, William
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Truck Arrester Beds in Colorado
PY  - 2008/01//Final Report
SP  - 46p
AB  - In 2006, the Colorado Department of Transportation (CDOT) initiated development of a specification for aggregates used in truck arrester beds. First, it was necessary to know what was currently in the arrester beds throughout the state. Each bed needed to be evaluated for safety, performance, and maintenance needs. This study evaluated the condition of 13 arrester beds throughout Colorado. Based on the performance of those arrester beds and the evaluation of materials recommended by other agencies, a specification for truck ramp aggregate was written and approved. Section 703.11, Truck Escape Ramp Aggregate, was added to the CDOT Standard Specifications for Road and Bridge Construction.
KW  - Aggregates
KW  - Arrester beds
KW  - Colorado
KW  - Escape lanes
KW  - Specifications
UR  - http://www.dot.state.co.us/publications/PDFFiles/arresterbeds.pdf
UR  - https://trid.trb.org/view/850232
ER  - 

TY  - RPRT
AN  - 01088311
AU  - Elkins, Lori
AU  - Higgins, Christopher
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Truck Axle Spectra from Oregon Weigh-in-Motion Data for Use in Pavement Design and Analysis
PY  - 2008/01//Final Report
SP  - 133p
AB  - Four weigh-in-motion (WIM) sites in Oregon, representing high, moderate, and low average daily truck traffic (ADTT) volumes, were selected to characterize axle weight and spacing spectra on Oregon state highways. Seasonal variations were considered by investigating data occurring over the four seasons: winter, spring, summer, and fall. WIM data were cleaned and filtered, and analyzed. Axle data, including group and individual axle weights as well as axle spacings, were evaluated. Hourly truck volumes were also examined. Results were summarized and statistics were developed for the characteristic data. The characterized Oregon WIM axle data were incorporated into the Mechanistic Empirical Pavement Design Guide (MEPDG) software program to permit State and ADTT volume-specific axle weight spectra, average axle group spacing, and hourly volume data to be used in the pavement analysis/design. In order to implement the Oregon WIM data, a “virtual” truck classification was created in the MEPDG program. The Oregon-specific data that were required for input into the MEPDG were hourly truck volume distribution, site-specific axle weight data, average number of axles per truck, and average axle spacing. Implementation of the Oregon WIM data will improve the pavement design process in the State by designing to more realistic local loading conditions.
KW  - Axle spacing
KW  - Axle weight
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Oregon
KW  - Pavement design
KW  - Seasonal variations
KW  - State highways
KW  - Statistics
KW  - Truck traffic
KW  - Truck volumes
KW  - Weigh in motion
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Truck_Load_Model_Load_Spectra_final_report.pdf
UR  - http://ntl.bts.gov/lib/40000/40500/40517/Truck_Load_Model_Load_Spectra_final_report.pdf
UR  - https://trid.trb.org/view/849621
ER  - 

TY  - RPRT
AN  - 01088250
AU  - Liao, Chen-Fu
AU  - University of Minnesota, Twin Cities
AU  - University of Minnesota, Minneapolis
AU  - American Transportation Research Institute
AU  - Federal Highway Administration
TI  - Freight Performance Measure Systems (FPMS): System Evaluation and Data Analysis
PY  - 2008/01//Final Report
SP  - 24p
AB  - One of the key measures of freight performance along interstate corridors in the United States is the average speed of travel. This report documents the findings and analysis of the American Transportation Research Institute (ATRI) Freight Performance Measure (FPM) database systems and investigates a potential FPM system design that can efficiently and effectively process more and larger Automatic Vehicle Location (AVL) datasets collected from various trucking companies. The current FPM system at ATRI was evolved from its previous system based on geographic information system (GIS) software. The average speed calculations resulting from the data processing of each FPM system are somewhat different. Analysis of the average speed calculation and investigation of speed differences are discussed in chapter one. FPM database system analysis and comparison are included in chapter two. The final chapter presents an ideal FPM system and requirements needed for migration.
KW  - Automatic vehicle location
KW  - Freight transportation
KW  - Information processing
KW  - Interstate highways
KW  - Performance measurement
KW  - Sets
KW  - Speed
UR  - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=862
UR  - https://trid.trb.org/view/849289
ER  - 

TY  - JOUR
AN  - 01087670
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Crumpacker, Jim H
TI  - Is Your Construction Project a Victim of Crime?
PY  - 2008/01
VL  - 71
IS  - 4
SP  - pp 9-11
AB  - Fraud in transportation projects has serious money and public trust consequences.  This article provides a brief description of fraud schemes that involve federal funds and programs, along with sample "red flag" indicators for each scheme.  These indicators do not necessarily prove fraud, but can serve as tool for transportation professionals in helping them detect fraud.  The highlighted fraud schemes are:  bid rigging and collusion; materials overcharging; time overcharging; product substitution; Disadvantaged Business Enterprise fraud, quality control testing fraud; bribery; kickbacks; conflicts of interest; and false statements and claims.  Proactively recognizing the signs of potential fraud at each stage of a construction project and taking appropriate action can help reduce this serious problem.
KW  - Bid rigging
KW  - Conflict of interest
KW  - Construction projects
KW  - Contract administration
KW  - Contractors
KW  - Fraud
KW  - Overcharge claims
KW  - Oversight
KW  - Quality control
UR  - http://www.fhwa.dot.gov/publications/publicroads/08jan/02.cfm
UR  - https://trid.trb.org/view/846258
ER  - 

TY  - JOUR
AN  - 01087666
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Curtis, Deborah
TI  - QuickZone: Modeling In the Zone
PY  - 2008/01
VL  - 71
IS  - 4
SP  - pp 24-29
AB  - Work zones cause about one-quarter of nonrecurring motorist delay and are a major source of traveler dissatisfaction.  Accurately predicting such delays and planning effective construction phasing and detour routes can help reduce driver frustration.  This article describes a software program called QuickZone that can help state departments of transportation and metropolitan planning organizations estimate the impact of work zones activities on traffic flow.  The program estimates costs, traffic delays and backups due to work zones and allows users to compare the effects of mitigation strategies.  A recently-revised version of the software offers new features that improve modeling and allow a wider variety of performance measures to be tracked.  Successful applications of the software are highlighted.
KW  - Case studies
KW  - QuickZone (Computer program)
KW  - Software packages
KW  - Traffic delays
KW  - Traffic flow
KW  - Traffic models
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/08jan/05.cfm
UR  - https://trid.trb.org/view/846261
ER  - 

TY  - JOUR
AN  - 01087665
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Elston, Debra
AU  - Asmerom, Ariam
TI  - The Corporate Master Plan Shapes R&T Practice
PY  - 2008/01
VL  - 71
IS  - 4
SP  - pp 30-36
AB  - This article describes development and achievements of the Federal Highway Administration's (FHWA) Corporate Master Plan (CMP) for Research and Deployment of Technology & Innovation, which was adopted in 2003.  The CMP is a strategic management framework for improving the quality, timeliness, and cost efficiency of FHWA's R&T program. The plan is intended to set the course for future management and delivery of highway-related products that include processes, procedures, management, design, contracting, and funding; new materials and machinery; software; and other knowledge-based products.  The CMP is built on 7 guiding principles that embody the keys for effective program management and lay the foundation for a new and improved research and technology program.  From a corporate perspective, a fundamental issue is how to know when FHWA's R&T program has achieved the desired results and raised the quality of R&T. The CMP workgroup identified several likely indicators as measures of success, and FHWA uses those indicators to gauge the program's achievements: (1) improved stakeholder trust and confidence, (2) better data availability as input to R&T investment decisions, (3) increased deployment and implementation of technologies and innovations, and (4) broader communication of the R&T vision and program. A number of activities such as lab assessments now are incorporated as state of the practice in R&T program management. One-time events, such as an open house for university researchers, also are commonplace and contribute to application of the guiding principles.  Despite some challenges, the CMP is expected to continue to guide the federal R&T program.
KW  - Communication
KW  - Deployment
KW  - Innovation
KW  - Master plans
KW  - Program management
KW  - Research management
KW  - Stakeholders
KW  - Strategic planning
KW  - Technological innovations
KW  - Technology
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/08jan/06.cfm
UR  - https://trid.trb.org/view/846262
ER  - 

TY  - JOUR
AN  - 01087664
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Bergeron, Kathleen A
TI  - Leap, Not Creep
PY  - 2008/01
VL  - 71
IS  - 4
SP  - pp 12-17
AB  - The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) established a pilot program called Highways for LIFE (HfL) to promote innovations and new technologies for building highways faster, safer and of better quality, and in a way that minimizes congestion.  This article describes how the Federal Highway Administration is advancing the HfL program by highlighting and deploying vanguard technologies to cut through factors delaying adoption of leading-edge practices.  Teams with dedicated funding have been established to market innovations to state and local transportation stakeholders.  HfL's purpose is not to develop new technologies but to encourage adoption of high-payoff innovations that are already available but underused.  The first specific technologies and practices that teams are promoting are prefabricated bridge elements and systems, road safety audits, and techniques related to improving work zones.  This aggressive approach is already showing signs of success.
KW  - Best practices
KW  - Construction projects
KW  - Highways
KW  - Highways for LIFE
KW  - Marketing
KW  - Pilot studies
KW  - Prefabricated bridges
KW  - Safety audits
KW  - Technological innovations
KW  - U.S. Federal Highway Administration
KW  - Work zones
UR  - http://www.fhwa.dot.gov/publications/publicroads/08jan/03.cfm
UR  - https://trid.trb.org/view/846259
ER  - 

TY  - JOUR
AN  - 01087663
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Gross, Yehuda
AU  - Torng, Gwo-Wei
TI  - Mobility Services for All
PY  - 2008/01
VL  - 71
IS  - 4
SP  - pp 18-23
AB  - There are currently 62 federal programs that fund services for people lacking transportation.  These programs are under the jurisdiction of 9 different federal departments, often administered and operated independently.  This article discusses how intelligent transportation systems (ITS) can be used to help coordinate these human service transportation efforts.  ITS applications can improve delivery of human service transportation by boosting service productivity, facilitating service coordination and enhancing system accessibility.  The U.S. Department of Transportation is leading two concurrent initiatives related to the enhancement of human service transportation:  United We Ride (UWR) and Mobility Services for All Americans (MSAA).  UWR defines the wide range of issues, challenges and obstacles, while MSAA enables technologies that empower stakeholders to overcome some of the identified issues and obstacles.  The UWR/MSAA joint venture, which is still in the design phase, should produce replicable and scalable models of ITS-enhanced human service transportation systems that promote mobility, accessibility and coordination of services.  The models should also achieve more efficient use of federal transportation funding.
KW  - Accessibility
KW  - Coordination
KW  - Federal government
KW  - Intelligent transportation systems
KW  - Mobility
KW  - Productivity
KW  - Social service agencies
KW  - Transportation disadvantaged persons
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/08jan/04.cfm
UR  - https://trid.trb.org/view/846260
ER  - 

TY  - JOUR
AN  - 01087661
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Crumpacker, Jim H
TI  - Upholding the Public Trust
PY  - 2008/01
VL  - 71
IS  - 4
SP  - pp 2-8
AB  - To accomplish their missions, most transportation agencies rely on contract services and products for which they have oversight accountability.  This oversight is necessary since fraud in highway construction projects is surprisingly common, is increasingly sophisticated and crosses geographical boundaries.  The consequence of fraud, waste and abuse is less available money to meet program objectives.  This article features an interview with the U.S. Department of Transportation Inspector General regarding the most prevalent fraud types and how transportation agencies can detect fraud schemes.  The most common forms of fraud include contract improprieties such as bid rigging, price fixing, product substitution, bribery, kickbacks, conflicts of interest, false claims, overbilling, Disadvantaged Business Enterprise fraud, and corruption of public officials.  USDOT's Office of the Inspector General is helping transportation agencies to deal with fraud through fraud awareness conferences and a web-based tool to improve interagency interaction.
KW  - Awareness
KW  - Construction projects
KW  - Contract administration
KW  - Contractors
KW  - Fraud
KW  - Inspectors
KW  - Interagency relations
KW  - Oversight
KW  - U.S. Department of Transportation
UR  - http://www.fhwa.dot.gov/publications/publicroads/08jan/01.cfm
UR  - https://trid.trb.org/view/846257
ER  - 

TY  - RPRT
AN  - 01539567
AU  - Border Policy Research Institute
AU  - Whatcom Council of Governments
AU  - Federal Highway Administration
TI  - International Mobility & Trade Corridor Project (IMTC): 2008 Passenger Intercept Survey
PY  - 2008///Final Report
SP  - 31p
AB  - The 2008 International Mobility & Trade Corridor Project (IMTC) Passenger Intercept Survey was conducted to assess characteristics of cross-border travel in the Cascade Gateway and provide that information to regional and federal public and private agencies. Information includes who crosses the border, for what purposes, origins and destinations, trip frequency, and other details of cross-border travel. These data can be compared to matching information collected by IMTC in the year 2000 to see how cross-border travel demand has changed over the last seven years.
KW  - British Columbia
KW  - International travel
KW  - Origin and destination
KW  - Statistics
KW  - Travel demand
KW  - Travel surveys
KW  - Trend (Statistics)
KW  - Trip purpose
KW  - United States-Canada Border
KW  - Washington (State)
UR  - http://thetbwg.org/downloads/pis_2008finalreport.pdf
UR  - https://trid.trb.org/view/1323879
ER  - 

TY  - CONF
AN  - 01496770
AU  - Moss, Justin
AU  - International Society for Concrete Pavements
TI  - Pavement Flexural Fatigue Capacity, and the influence of Mix Charging Sequence
PY  - 2008
SP  - pp 786-809
AB  - The durability of concrete pavements is greatly dictated by their capacity to resist fatigue induced by flexural stresses. Known to be a critical factor in fatigue behaviour is the quality (or deterioration under loading) of the bond between the cement paste and aggregate. This paper reports on lab and large-scale trial applications of a range of modified mix charging sequences in terms of their ability to improve the flexural fatigue life of concrete pavements, and also on conventional concrete plastic and hardened properties. Flexural fatigue resistance was assessed using the ASTM C1550 round panel loading test over a range of target failure loads, for example, 100 to 1000000 cycles. Whilst source research was initially focused on improved distribution of supplementary cementitious materials (SCMs), this paper demonstrates that similar techniques significantly affect rheology, setting, strength and, in some cases, fatigue capacity and bond quality – all thought to be the result of a modified transition zone (between aggregate and mortar). Importantly, each modified charging sequence was selected or adapted on the basis that such new charging techniques, if shown to be beneficial, could be readily adapted to the common dry batch concrete plants already in use in ready-mix batching and on-site batching or mixing plants. This study will show that, for a matched mix design, the RILEM method of batching improves the fatigue resistance (and life) of a typical Australian pavement quality concrete by 23% when compared with the conventional batching sequence presently used by premixed and typical on-site concrete batch plants.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Bending stress
KW  - Bond strength (Materials)
KW  - Concrete mixing
KW  - Concrete pavements
KW  - Failure
KW  - Fatigue tests
KW  - Laboratory tests
KW  - Load tests
KW  - Mix design
KW  - Rheology
KW  - Sequencing
UR  - https://trid.trb.org/view/1263125
ER  - 

TY  - CONF
AN  - 01496710
AU  - Beyer, Matthew A
AU  - Roesler, Jeffery R
AU  - International Society for Concrete Pavements
TI  - Effective Initial Crack Depth in Exposed Concrete Surfaces
PY  - 2008
SP  - pp 755-767
AB  - Microcracking at the surface of concrete slabs can result in a reduction in slab strength at the surface and a decrease in the flexural load carrying capacity of the slab especially when undergoing loading that produces top tensile stresses. The majority of this surface cracking is the result of drying shrinkage gradients and slab restraint. The use of an effective initial crack depth (ae) has been previously proposed as a method to model this reduction in slab strength due to surface microcracking. The two-parameter fracture model procedure was modified to make calculations of the effective initial crack depth in three-point bending specimens to examine if reasonable values of ae can be measured in a laboratory setting using fracture mechanics principles. Testing of concrete beams exposed to two curing environments (moist- and dry-cured) indicates that the effective initial crack depth, approximately 50 mm in this study, can be calculated using a dependent relationship between crack depth and compliance values. The procedure was verified by calculating additional fracture parameters of the concrete, which were found to be comparable to values presented in the literature for similar concrete materials and mixtures. The ability to quantify an effective notch depth at the surface of the slab can enable future modeling to determine the effective strength difference of concrete slabs under bottom or top tensile loading conditions.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Cracking of concrete pavements
KW  - Flexural strength
KW  - Fracture mechanics
KW  - Laboratory tests
KW  - Mathematical models
KW  - Microcracking
KW  - Shrinkage
KW  - Slabs
KW  - Tension
UR  - https://trid.trb.org/view/1263123
ER  - 

TY  - CONF
AN  - 01496702
AU  - Prem, Hans
AU  - Tu, Ziming
AU  - Ayton, Geoff
AU  - International Society for Concrete Pavements
TI  - Ride Quality Measurement and User Ratings: Initial Assessment of Improved Techniques
PY  - 2008
SP  - pp 704-719
AB  - Improved techniques for assessing ride quality have been developed by the authors that closely simulate actual vehicle ride dynamics and the responses of humans to whole-body vibration. Using numerical models to simulate four generic road-user vehicle classes – passenger cars, heavy commercial vehicles (trucks), off-road recreational and sports utility vehicles (SUVs) and motorcycles – fundamental issues associated with current ride quality measurements are addressed leading to more robust and accurate estimates of pavement rideability. Initial field trials and tests of the proposed ride quality model for a passenger car were conducted. To assess the effectiveness of the model as a ride quality predictor, the overall modelled ride responses were compared with actual measured ride vibrations (objective measures) and road-user ride ratings (subjective measures), all taken on the same sections of pavements. For the objective measures of ride quality, portable vibration measuring equipment, comprising accelerometers, event markers and a data logger, were assembled, customised and tested. In later versions of the equipment, also described in this paper, Global Positioning System (GPS) tracking was incorporated to provide precise time-based recordings of location and speed. Developed specifically for this project, the equipment is small in size, completely self-contained, and is readily adapted for use in both small and large vehicles (motorcycles, cars, SUVs and trucks). The initial study found there was good agreement between the modelled responses, vibration measurements and subjective ratings. A further larger study is planned which is discussed in this paper.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Accelerometers
KW  - Field tests
KW  - Flexible pavements
KW  - Global Positioning System
KW  - Passenger vehicles
KW  - Ride quality
KW  - Roughness
KW  - Testing equipment
KW  - Vibration
UR  - https://trid.trb.org/view/1263119
ER  - 

TY  - CONF
AN  - 01496649
AU  - Tian, Bo
AU  - Niu, Kai-min
AU  - International Society for Concrete Pavements
TI  - Composite Computational Model for Portland Cement Concrete Pavement
PY  - 2008
SP  - pp 768-785
AB  - It is well known that there are two models in pavement calculation, one is the Winkler model and the other is a multi-layered elastic model. In this paper, a new bi-parameter computational model is presented for analyzing layered base and subgrade in Portland cement concrete pavement. In the new model the subgrade is represented by a group of springs with k-value, and the subbase/base are modeled by elastic multi-layer. However, the Winkler model and the Boussinesq and Burmister models only use one material parameter, the modulus of reaction k or elastic modulus E. So the new model has the merit of the two classical models. Finally, the new model is compared with the enhanced k-value method in Portland Cement Association (PCA), Federal Aviation Administration (FAA), etc. methods.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Elasticity (Mechanics)
KW  - Mathematical models
KW  - Matrices (Mathematics)
KW  - Portland cement concrete
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
UR  - https://trid.trb.org/view/1263124
ER  - 

TY  - CONF
AN  - 01496636
AU  - Shimomura, Taizo
AU  - Nishizawa, Tatsuo
AU  - Ozeki, Takato
AU  - International Society for Concrete Pavements
TI  - Evaluation of Thermal Stress in Airport Concrete Pavement Slab by 3D-FEM Analysis
PY  - 2008
SP  - pp 740-754
AB  - Thermal stress caused by temperature distribution in pavement slab is important in the structural design of airport concrete pavements. Airport concrete pavement slab is very thick, therefore, temperature in the pavement slab varies nonlinearly throughout the slab depth. Thermal stress caused by the nonlinear temperature distribution would be different from that of linear temperature distribution. In this research, thermal stress in concrete pavement slab has been investigated as follows: (1) thermal stresses caused by nonlinear temperature distribution were calculated using temperatures and restraint strains measured in an experimental concrete pavement with a 46 cm thick slab; (2) a three-dimensional finite element (3D-FEM) model was developed on the experimental concrete pavement and numerical simulations were performed to validate the model by comparing the simulated thermal strains and stresses with the measured ones; and (3) the thermal stress in thick concrete pavement slab was discussed based on the 3D-FEM simulations in terms of structural design of concrete pavement. From the measurement, it was found that the nonlinearity in temperature distribution strongly affects the magnitude of thermal stress in thick concrete slab. Also, it was confirmed that a 3D-FEM model is an appropriate tool to estimate the thermal stress in thick concrete slabs taking into account the nonlinear temperature distribution.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Airport runways
KW  - Concrete pavements
KW  - Finite element method
KW  - Mathematical models
KW  - Pavement design
KW  - Slabs
KW  - Structural analysis
KW  - Temperature
KW  - Thermal stresses
KW  - Thickness
UR  - https://trid.trb.org/view/1263120
ER  - 

TY  - CONF
AN  - 01494899
AU  - Hoegh, Kyle
AU  - Yu, Thomas
AU  - Khazanovich, Lev
AU  - International Society for Concrete Pavements
TI  - Magnetic Imaging Tools Scanner (MIT Scan-2) Application in North America: Five Years After
PY  - 2008
SP  - pp 450-462
AB  - MIT Scan-2 has been identified by the Federal Highway Administration (FHWA) as a practical, implementation-ready product that has the potential to improve quality of concrete pavements. Since MIT Scan-2 has been brought to the United States, evaluations of MIT Scan-2 have shown it to be a reliable tool for locating dowels with high accuracy for dowels inserted with cut dowel baskets or DBIs. The device was also found to be useful in qualitative measurement of uncut misaligned dowel baskets. The efficiency and ease of use of the device was also found to be robust for application to investigations that require large amounts of measurements in a wide range of environments. Numerous field evaluations of typical concrete pavement sections have shown that with proper construction practices, the dowels can be placed at relatively low misalignment levels. This technology may help the contractor ensure that the dowel bars are installed properly. However, this paper does not provide guidelines for dowel misalignment, as those will be developed in the NCHRP 10-69 study to be completed in 2008.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Dowels (Fasteners)
KW  - Magnetic Imaging Tools (MIT) Scan 2
KW  - Measuring instruments
KW  - North America
KW  - Scanners
UR  - https://trid.trb.org/view/1263691
ER  - 

TY  - CONF
AN  - 01494898
AU  - Mailloux, Lawrence
AU  - Peterson, Karl
AU  - Van Dam, Thomas
AU  - Ellis, Kyle
AU  - International Society for Concrete Pavements
TI  - Lessons from Michigan’s Oldest Concrete Pavement – Still Serving After 100 Years
PY  - 2008
SP  - pp 346-363
AB  - In 1906, the village of Red Jacket, Michigan (the present day village of Calumet) constructed over 1½ miles of street with a two layer cast in place stamped concrete system known as a granitoid brick block concrete pavement. Today, some of this pavement is still exposed, carrying traffic after 100 years of service. Historical records about the construction and the results of a laboratory analysis of a core specimen from the pavement are presented. The durability of this concrete is remarkable since it was constructed without air entrainment in a severe freeze-thaw climate. The granitoid pavement of Calumet has long outlived the major paving material competitor of its day: creosoted wood block pavement.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Calumet (Michigan)
KW  - Case studies
KW  - Cast in place concrete
KW  - Concrete pavements
KW  - Durability
KW  - Freeze thaw durability
KW  - Granite
UR  - https://trid.trb.org/view/1263933
ER  - 

TY  - CONF
AN  - 01494897
AU  - Snyder, Mark B
AU  - International Society for Concrete Pavements
TI  - Lessons Learned from Mn/ROAD (1992-2007): Low-Volume Road Concrete Pavement Design and Performance
PY  - 2008
SP  - pp 364-383
AB  - This paper examines the design and general performance of the five original MnROAD low-volume road (LVR) concrete pavement test sections, which were constructed in 1993 and have been subjected to more than 300,000 80-kN (18-kip) equivalent single-axle loads (ESALs) by a controlled stream of heavy trucks. The test sections include pavements with varying panel lengths, joint designs, foundation designs and drainage systems. Ride quality histories and current distress summaries are presented, along with maintenance records and deflection data. Performance life projections are made on the basis of International Roughness Index (IRI) records, and these projections are compared with predictions that result from using as-built data in selected common design procedures. The effectiveness of various design and construction parameters is evaluated in the context of the performance measures and predictions. Initial ride quality appears to be one of the most important parameters affecting performance life. The accuracy of various design procedures is evaluated in terms of the test section performances. The new American Association of State Highway and Transportation Officials (AASHTO) Mechanistic-Empirical Pavement Design Guide provided pavement performance estimates that most closely matched observed IRI trends, but even this procedure underpredicted project performance by about 23 percent.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Equivalent single axle loads
KW  - International Roughness Index
KW  - Low volume roads
KW  - Mathematical prediction
KW  - Mechanistic-empirical pavement design
KW  - Minnesota
KW  - Minnesota Road Research Project (MnROAD)
KW  - Pavement design
KW  - Pavement performance
KW  - Ride quality
KW  - Roughness
UR  - https://trid.trb.org/view/1263934
ER  - 

TY  - CONF
AN  - 01494896
AU  - Pristov, Ed
AU  - Dalton, Wayne
AU  - Likins, Garland
AU  - International Society for Concrete Pavements
TI  - Measurement of Concrete Thickness and Detection of Defects Using Ultrasound Methods
PY  - 2008
SP  - pp 463-475
AB  - The use of Non-destructive Evaluation (NDE) techniques has proven to be effective in determining the thickness of plate like concrete elements and locating defects such as cracks, delaminations, voids, honeycombing, and debonding. Some of the problems that have plagued the concrete paving industry are testing for quality assurance and verification of thickness of existing concrete slabs without compromising their structural integrity by traditional coring methods. There are several Non-Destructive Evaluation (NDE) techniques that have been proven to be an effective way to combat these problems. This paper outlines one of these techniques, Ultrasound-Echo (UE). UE utilizes two ultrasonic probes, one transmits a stress wave field into the concrete specimen, and the other receives the natural response of the concrete specimen in the time domain. A Fast Fourier Transform (FFT) is then applied to the received response so it can be examined in the Frequency Domain. Using the wave speed of the concrete, the peak or resonant frequency can be used to calculate the thickness of the concrete element where the concrete element is free of defects. In areas of detectable defects, there will be pronounced shift in the resonant frequency. Requirements for self calibration of the wave speed and testing procedures for the ultrasound test equipment are discussed. To verify the accuracy of UE to identify defects, a test slab with purposebuilt delaminations and air voids at known locations was constructed. A comprehensive measurement of this special test slab was performed using an UE device, and analyzed results are presented. Defective sections of the test slab are clearly identified by the UE method with recommendation given for detection of the defects.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Defects
KW  - Fast Fourier transforms
KW  - Nondestructive tests
KW  - Thickness
KW  - Ultrasonic detectors
UR  - https://trid.trb.org/view/1263937
ER  - 

TY  - CONF
AN  - 01494895
AU  - Lane, Becca
AU  - Kazmierowski, Tom
AU  - International Society for Concrete Pavements
TI  - Revised Dowel Bar Tolerances for Ontario Concrete Pavements
PY  - 2008
SP  - pp 476-486
AB  - Effective load transfer is a key design element for jointed plain concrete pavement and has a significant impact on long-term pavement performance. To facilitate load transfer and to allow expansion and contraction of the joints, dowel bars should be placed parallel to the vertical and horizontal planes of the pavement. In the past, it was difficult to verify the alignment of dowel bars within a concrete pavement. Recently, the Ontario Ministry of Transportation was given the opportunity to verify dowel bar alignment with an innovative non-destructive technique known as magnetic imaging tomography (MIT). The MIT scan was found to be a quick and accurate method of measuring dowel bar alignment across a transverse joint, allowing real-time, non-destructive assessment of the dowel bar alignment at joints throughout a concrete paving contract. In Ontario, MIT scan data collection and analysis during concrete paving led to process and equipment improvements. The MIT scan was rapidly adopted both as a quality control tool for the contractor and a quality assurance tool for the ministry. Based on data collected over several paving seasons, changes were made to ministry specifications and dowel bar tolerances. The revised dowel bar tolerances for Ontario pavements are presented in this paper.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Dowel bar retrofit
KW  - Load transfer
KW  - Magnetic imaging tomography
KW  - Nondestructive tests
KW  - Nuclear magnetic resonance
KW  - Ontario (Province)
KW  - Pavement joints
KW  - Specifications
KW  - Unreinforced concrete
UR  - https://trid.trb.org/view/1263939
ER  - 

TY  - CONF
AN  - 01494884
AU  - Burnham, Thomas R
AU  - International Society for Concrete Pavements
TI  - Effect of Dowel Bar Embedment Length on Joint Load Transfer Efficiency of MnROAD Concrete Pavement Test Cells
PY  - 2008
SP  - pp 487-500
AB  - It is well understood that for heavily loaded concrete pavements, the use of dowel bars across transverse joints can significantly improve their performance. To function effectively, dowel bars must be properly aligned and have sufficient embedment length to transfer load to the surrounding concrete. The use of new high accuracy dowel bar location equipment has brought renewed interest toward understanding reasonable construction tolerances for dowel bar alignment. The thirteen-year history of pavement performance data from the Minnesota Road Research (MnROAD) facility provides a unique opportunity to examine the effects of dowel bar alignment on joint performance. Specifically, this study investigated the effects of dowel bar embedment length on joint load transfer efficiency. Results of the analysis show that most test cells demonstrate little effect on the overall level and variability of load transfer efficiency (LTE) from dowel embedment lengths as low as 10 cm (4 in). Findings of this study could lead to important changes in construction specifications for dowel bar embedment length.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Dowel bar retrofit
KW  - Load transfer
KW  - Minnesota
KW  - Minnesota Road Research Project (MnROAD)
KW  - Pavement joints
KW  - Pavement performance
KW  - Test tracks
UR  - https://trid.trb.org/view/1263941
ER  - 

TY  - CONF
AN  - 01494797
AU  - Chatti, Karim
AU  - Zaabar, Imen
AU  - Lee, Hyung Suk
AU  - International Society for Concrete Pavements
TI  - A Simple Diagnosis Tool for Detecting Localized Roughness
Features
PY  - 2008
SP  - pp 673-689
AB  - The collection of distress data from video imaging of the pavement surface can provide the location and type of many distresses. However, it cannot provide useful information about some distress features such as the magnitude of faulting, breaks and curling in concrete pavements. This paper describes a simple tool to extract such information through the use of the raw profile data. Different methods were used in the study, including wavelets, time-frequency and discrete methods. The discrete elevation difference method (DED) was selected for faulting and breaks detection, and the discrete slope method (DS) was selected for curling detection. To test the validity of the analysis, surveys were conducted on different sites in Michigan. Faults magnitude was measured using Georgia faultmeter and the location of the distress is measured using measuring wheel. The profile data for the same pavement section where collected using a high speed profilometer. The new tool was able to detect the magnitude of faulting and breaks with an average error of 0.1% and a standard deviation of 1%. The localization was also highly accurate (average error in distance is within 1 m or 0.5%). The results indicate that the methods described above can capture relevant information about these roughness features with reasonable accuracy.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Faulting
KW  - Flaw detection
KW  - Instruments for measuring roughness
KW  - Michigan
KW  - Pavement distress
KW  - Roughness
KW  - Surface course (Pavements)
KW  - Test procedures
UR  - https://trid.trb.org/view/1263116
ER  - 

TY  - CONF
AN  - 01494796
AU  - Rens, Luc
AU  - Keymeulen, Henk
AU  - Van Wijnendaele, Ilse
AU  - International Society for Concrete Pavements
TI  - A Double-Layered CRCP: Experiences on the E34 Near Antwerp (Belgium)
PY  - 2008
SP  - pp 1019-1029
AB  - The technique of double-layered concrete or two-lift paving is applied either to obtain a high-quality top layer, to use lower quality materials in the lower lift, or for both reasons at the same time. In Europe this technique is commonly applied in Austria where a typical motorway is built with a 25 cm thick jointed plain concrete pavement consisting of a 20 cm lower layer and a 5 cm upper layer. For the coarse aggregates of the first layer, recycled crushed concrete from former pavements replace the natural stones while the top layer is made of small, polishing-resistant stones with a maximum aggregate size of 8 mm. Driven by growing environmental awareness and a desire for innovation, the Flemish Road Authorities followed the Austrian example and planned a trial worksite on a 3 km section of the E34 motorway in Zwijndrecht near Antwerp. Following Belgian tradition, the existing jointed plain concrete pavement (JPCP) was replaced with a continuous reinforced concrete pavement (CRCP). This paper will describe the pavement design and construction details, the concrete mix design and the evaluation of the road surface characteristics of the finished road. By adopting the CRCP long-life pavement concept, the use of reclaimed aggregates and the result of a quieter and smoother surface, different aspects of sustainable construction are combined, to good effect, in this technique.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Aggregates
KW  - Belgium
KW  - Continuously reinforced concrete pavements
KW  - Mix design
KW  - Pavement design
KW  - Pavement performance
KW  - Surface course (Pavements)
KW  - Waste products
UR  - https://trid.trb.org/view/1263147
ER  - 

TY  - CONF
AN  - 01494795
AU  - Kannemeyer, L
AU  - Perrie, B D
AU  - Strauss, P J
AU  - du Plessis, L
AU  - International Society for Concrete Pavements
TI  - Ultra Thin Continuously Reinforced Concrete Pavement
Development in South Africa
PY  - 2008
SP  - pp 995-1018
AB  - Ultra thin continuously reinforced concrete pavements (UTCRCP), in literature also referred to as Ultra Thin Heavy Reinforced High Performance Concrete (UTHRHPC), have been used in Europe successfully as a rehabilitation measure on steel bridge decks and reported on at the 5th International CROW workshop in Istanbul (2004). This concept has been explored further in South Africa for use as a road strengthening measure by constructing experimental sections of 50 mm UTCRCP directly on top of both natural gravel and cement-treated natural materials. During the experiment the composition of the UTCRCP layer was varied in terms of mix design, steel fibre type and content, reinforcing steel mesh diameter and spacing. To date a total of 10 experimental sections have been tested using the Heavy Vehicle Simulator (HVS) and rendered structural lives that varied from 5 million to 90 million equivalent standard (80 kN) axles on medium to weak support structure. The results obtained were then evaluated through 3D-finite element modelling and the design was refined using laboratory tests. The refined UTCRCP design was then subjected to further HVS testing. The paper discusses the above process in more detail.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Accelerated tests
KW  - Continuously reinforced concrete pavements
KW  - Finite element method
KW  - High performance concrete
KW  - Laboratory tests
KW  - Mix design
KW  - Pavement design
KW  - Pavement layers
KW  - Pavement performance
KW  - South Africa
KW  - Test sections
KW  - Whitetopping
UR  - https://trid.trb.org/view/1263146
ER  - 

TY  - CONF
AN  - 01494794
AU  - Qian, Shunzhi
AU  - Li, Victor C
AU  - Zhang, Han
AU  - Keoleian, Gregory A
AU  - International Society for Concrete Pavements
TI  - Durable and Sustainable Overlay with ECC
PY  - 2008
SP  - pp 918-933
AB  - While Portland cement concrete (PCC) overlay has been increasingly used as a rehabilitation technique for deteriorated PCC pavements in the last decade, reflective cracking places a major limit on its durability performance. The use of ultra ductile concrete named Engineered Cementitious Composite (ECC) should arrest such failure mode and greatly enhance the long term performance of the overlaid pavements. In this paper, this novel concept is introduced via experimental study on the reflective cracking resistance of small-scale ECC overlaid concrete beam. The ECC specimens totally eliminate the reflective cracking mode by developing extensive micro-cracks under flexural fatigue loading, in addition to a much enhanced modulus of ruptures (MOR) compared to controlled concrete specimen. Based on finite element model (FEM) analysis of the overlay system and fatigue performance of the ECC beam, a simplified design chart for ECC overlay is presented for use in practice and life cycle assessment (LCA)-life cycle cost (LCC) analysis. The proposed ductile overlay approach should greatly enhance the durability and sustainability of the future pavement overlay.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Composite materials
KW  - Concrete overlays
KW  - Ductility
KW  - Durability
KW  - Fatigue (Mechanics)
KW  - Finite element method
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Modulus of rupture
KW  - Portland cement concrete
KW  - Reflection cracking
UR  - https://trid.trb.org/view/1263139
ER  - 

TY  - CONF
AN  - 01494792
AU  - Jung, Youn Su
AU  - Zollinger, Dan G
AU  - Tayabji, Shiraz D
AU  - International Society for Concrete Pavements
TI  - Best Practices for Transition Design of Concrete Pavement
Intersections and Related Transitions
PY  - 2008
SP  - pp 947-963
AB  - Pavement transitions are one of the key elements of pavement performance often overlooked in the design process. Improperly designed pavement transition elements lead to poor pavement performance and often creating a need for frequent maintenance and repair. Transition elements are necessary to ensure a smooth transition between two different pavement sections and to minimize future pavement performance issues. This paper addressed the transition of intersections, ramp/gore areas, drainage inlets, and the conversion between a portland cement concrete and asphalt concrete materials. The design standards of most state Department of Transportation (DOT) were reviewed and the best practices identified toward incorporating them into a set of guidelines for design and construction purposes. Moreover, field visits were conducted to survey the conditions of these transition types relative to slab cracking and associated distresses due to inappropriate jointing or other design-related factors. Based on this information, specific design practices are suggested to enhance the design standard for different transition types based on simple and sound concepts substantiated by observed field performance. The guidelines address the design of concrete pavement transition areas including joints and related details.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Asphalt concrete
KW  - Best practices
KW  - Concrete pavements
KW  - Design standards
KW  - Gore area
KW  - Guidelines
KW  - Pavement cracking
KW  - Pavement distress
KW  - Pavement joints
KW  - Pavement performance
KW  - Portland cement concrete
KW  - State departments of transportation
UR  - https://trid.trb.org/view/1263143
ER  - 

TY  - CONF
AN  - 01494791
AU  - Radlinski, Mateusz
AU  - Olek, Jan
AU  - Del Mar Arribas, Maria
AU  - Rudy, Adam
AU  - Nantung, Tommy
AU  - Byers, Mike
AU  - International Society for Concrete Pavements
TI  - Influence of Air-Void System Parameters on Freeze-Thaw
Resistance of Pavement Concrete – Lessons Learned from
Field and Laboratory Observations
PY  - 2008
SP  - pp 824-835
AB  - Recently, several relatively newly constructed concrete pavements located in Indiana have experienced deterioration near both longitudinal and transverse joints. The results obtained from the preliminary examination of the cores extracted from these pavements suggested that the observed damage in vicinity of the joints was likely caused by freeze-thaw (F-T) process. The present study was undertaken in an attempt to relate the observed joint conditions and laboratory determined freeze-thaw resistance of concrete extracted from near-joint locations to its air-void system parameters determined by ASTM C 457 procedures. It was confirmed that for a range of concretes with different compositions the air content alone may not be a reliable indicator of freeze-thaw resistance of either field or laboratory concrete. In contrast, the other air-void system parameters (void frequency, specific surface and spacing factor) appeared to correlate well with both field and laboratory F-T performance. However, the critical values of void frequency and spacing factor required to ensure F-T resistance were found to be much more stringent for laboratory test than for field exposure conditions. This implies that, due to its severity, the accelerated (ASTM C 666-type) freeze-thaw test can only provide a very general indication of the actual field performance of moisture saturated concrete.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Air voids
KW  - Concrete pavements
KW  - Field studies
KW  - Freeze thaw durability
KW  - Indiana
KW  - Laboratory tests
KW  - Pavement joints
UR  - https://trid.trb.org/view/1263128
ER  - 

TY  - CONF
AN  - 01494790
AU  - Bosela, Paul
AU  - Delatte, Norbert
AU  - Obratil, Richard
AU  - Patel, Ashish
AU  - International Society for Concrete Pavements
TI  - Fresh and Hardened Properties of Paving Concrete
with Steel Slag Aggregate
PY  - 2008
SP  - pp 836-853
AB  - In 2006 the United States saw the production of 8.6 million tons of steel slag. Although steel slag is currently used as an aggregate in Hot Mix Asphalt surface applications, this paper examines the feasibility of utilizing this industrial by-product as a replacement for both fine and coarse aggregate in conventional concrete mixtures. The first phase of this research examined the effects on the fresh and hardened properties of concrete caused by replacing a percentage of the volume of both fine and coarse aggregate with steel slag available in the Northeastern Ohio area. The basis for comparison was the Ohio Department of Transportations Class C option 1 concrete paving mixture. During this program three types of steel slag were utilized. The slag had been aged and tested for expansion by the producer/supplier, as required by the Ohio Department of Transportation. The fresh concrete properties of workability, air content and unit weight, and hardened properties of compressive and splitting tensile strength were examined per standard American Society for Testing and Materials (ASTM) guidelines. This preliminary investigation demonstrates that the specifications called for by the Ohio Department of Transportation can be met. Further study to assure that the performance of the finished pavement is not degraded is on-going.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Aggregates
KW  - Air content
KW  - Compressive strength
KW  - Concrete pavements
KW  - Mix design
KW  - Ohio Department of Transportation
KW  - Pavement design
KW  - Slag
KW  - Specifications
KW  - Steel
KW  - Steel slag
KW  - Tensile strength
KW  - Workability
UR  - https://trid.trb.org/view/1263129
ER  - 

TY  - CONF
AN  - 01494788
AU  - Silfwerbrand, J
AU  - Farhang, A A
AU  - Soderqvist, J
AU  - International Society for Concrete Pavements
TI  - New Swedish Design Method for Concrete Pavements
PY  - 2008
SP  - pp 934-946
AB  - A new concrete pavement design method is currently introduced in Sweden. It consists of two parts: (1) computations of subgrade and base distresses and (2) computations of concrete pavement distresses. To eliminate the difference between concrete and asphalt pavement design, the first part is carried out with equal requirements, in the same manner, and with the very same computer program. The computer run also provides a coefficient of subgrade reaction that is used as input in the second part. For this part, the American FE program ISLAB2000 is used to compute stresses – both traffic and thermal stresses, simultaneously – in various locations of the concrete pavement slab. Contrary to previous Swedish tradition, both bottom-up and top-down cracking are considered in the analysis of the computations. For the pavement designer, the division into two parts will not be visible. The same user-friendly computer program (that previously has only been used for flexible pavement design) will be used for both pavement alternatives. It is the authors’ hope that the selection of pavement solution for a certain case will be dependent solely on technical and economical factors and not on tradition and intensive advertising. The new design method includes a novelty concerning safety philosophy. The safety margin should be obvious and transparent and determined by the client in co-operation with the designer by selecting an appropriate safety class that is dependent on the economical consequences of a pavement failure but independent of material in the wear layer.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Base course (Pavements)
KW  - Concrete pavements
KW  - Cracking of concrete pavements
KW  - Design methods
KW  - Pavement distress
KW  - Safety factors
KW  - Software
KW  - Subgrade (Pavements)
KW  - Sweden
UR  - https://trid.trb.org/view/1263141
ER  - 

TY  - CONF
AN  - 01494787
AU  - Smith, James T
AU  - Tighe, Susan L
AU  - International Society for Concrete Pavements
TI  - Moving Towards An Environmentally Sustainable Concrete
Pavement Using Recycled Concrete Aggregate
PY  - 2008
SP  - pp 854-868
AB  - Although there is a critical shortage of virgin aggregate, the availability of demolished concrete for use as recycled concrete aggregate (RCA) is increasing. Using the waste concrete as RCA conserves virgin aggregate, reduces the impact on landfills, decreases energy consumption and can provide cost savings. Performance of the RCA test sections is monitored through ongoing pavement evaluations using the Ontario Ministry of Transportation’s Manual for Condition Rating of Rigid Pavements, and surface roughness. Additionally, the pavement was instrumented with sensors to monitor pavement performance in relation to long-term environmental conditions. The four test sections contained 48 sensors to monitor slab curling and warping, strain development, joint movement, temperature and maturity. Preliminary laboratory testing and field results support a mix design containing quality coarse RCA of a specific size to result in concrete that exhibits similar or improved performance compared to non-RCA containing concrete.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete aggregates
KW  - Concrete pavements
KW  - Curling
KW  - Mix design
KW  - Ontario (Province)
KW  - Pavement performance
KW  - Recycled materials
KW  - Roughness
KW  - Structural analysis
KW  - Test sections
KW  - Warpage
KW  - Waste products
UR  - https://trid.trb.org/view/1263130
ER  - 

TY  - CONF
AN  - 01494785
AU  - Lechner, Bernhard
AU  - International Society for Concrete Pavements
TI  - Concrete Pavements for Railway Tracks
PY  - 2008
SP  - pp 964-975
AB  - During the last three decades major steps ahead were done in the field of high-speed railway tracks based on the implementation of proven road pavement technologies. Some modifications and adaptations were needed with respect to the requirements of railway tracks especially on high speed lines. Different ballastless track systems were developed and tested and are in use for high speed links worldwide as well as for urban transportation networks. Main feature of ballastless track structures is an elastic connection between rails and treated layers. The following designs have been used: (1) Sleeper panels connected to a concrete or asphalt pavement or sleeper panels monolithically embedded within a concrete slab; (2) Prefabricated, prestressed slabs or frames connected to a treated base by an intermediate layer; (3) Discrete rail seats on Jointed Reinforced Concrete Pavement (JRCP) or embedded rails on Continuously Reinforced Concrete Pavements (CRCP). High quality railway tracks based on concrete pavement technology will show increasing applications worldwide. The research activities on concrete pavements have to strengthen synergetic effects between road and railway looking for new applications and steady improvements.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Anchoring
KW  - Ballastless track
KW  - Concrete pavements
KW  - High speed track
KW  - Mortar
KW  - Prestressed concrete
KW  - Railroad ties
KW  - Railroad tracks
KW  - Reinforced concrete pavements
UR  - https://trid.trb.org/view/1263144
ER  - 

TY  - CONF
AN  - 01494784
AU  - Kohn, Starr D
AU  - Perera, Rohan W
AU  - Cable, James K
AU  - Karamihas, Steven M
AU  - Swanlund, Mark
AU  - International Society for Concrete Pavements
TI  - Use of Profile Data to Detect Concrete Paving Problems
PY  - 2008
SP  - pp 690-703
AB  - The ride quality of a pavement is extremely important to road users. Research has shown that pavements that are built smoother provide a longer service life. Because of these benefits, highway agencies have implemented smoothness specifications to promote construction of pavements that provide road users with the ride quality they expect. A smoothness specification indicates the smoothness level that a contractor must achieve to obtain full payment. In the United States, there is a growing trend of using inertial profilers to collect smoothness data on new portland cement concrete (PCC) pavements and to use the International Roughness Index (IRI) that is computed from the profile data to judge the level of smoothness. Lightweight inertial profilers can collect data on PCC pavement as soon as the PCC has hardened. Repetitive features as well as localized roughness features that are introduced to the pavement profile during paving can be easily detected by analyzing data collected by inertial profilers. This paper illustrates how filtering techniques and power spectral density (PSD) plots can be used to analyze profile data and detect paving problems. The detection of following paving problems from profile data are illustrated in this paper: stringline sag, roughness caused by dowel effects, mechanical oscillating floats, and headers.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Flaw detection
KW  - International Roughness Index
KW  - Pavement distress
KW  - Portland cement concrete
KW  - Power spectra
KW  - Profilometers
KW  - Ride quality
KW  - Roughness
KW  - Smoothness
KW  - United States
UR  - https://trid.trb.org/view/1263117
ER  - 

TY  - CONF
AN  - 01494783
AU  - Khanum, Taslima
AU  - Hossain, Mustaque
AU  - Gisi, Andrew J
AU  - Gedafa, Daba  S
AU  - International Society for Concrete Pavements
TI  - 15-Year Performance of SPS-2 Project in Kansas
PY  - 2008
SP  - pp 976-994
AB  - The Long Term Pavement Performance (LTPP) SPS-2 experiment was designed to study the structural factors, such as drainage, base type, concrete strength, thickness, and lane width for rigid pavements. The SPS-2 experiment section in Kansas, constructed in 1992, is a jointed, dowelled plain concrete pavement. The experiment consisted of twelve standard SPS-2 sections and one Kansas Department of Transportation (KDOT) supplemental/control section. These sections have been monitored by the LTPP program since construction. Performance monitoring included measurements for ride quality (International Roughness Index (IRI)), faulting, cracking, and surface deflections. Performance parameters analyzed in this study included IRI, faulting, cracking (combined longitudinal and transverse crack lengths), and joint load transfer efficiency (LTE). The results show that the project has performed very well to date. Most sections are smooth, crack free, and have negligible faulting. The load transfer efficiency of the sections has been good too. The drainable sections with permeable asphalt treated base have performed the best. These sections were built smoother and remained so after 15 years of service. The section with low Portland Cement Concrete (PCC) slab thickness (203-mm) and low concrete design strength (3.8-MPa) on dense graded aggregate base has performed the worst. The combination of high slab thickness and high concrete strength tends to mask the effect of base on pavement performance. The KDOT supplemental/control section with thick slab (305-mm) over dense graded Portland cement treated base has also performed very well. Statistical analysis of IRI and LTE data also supports these conclusions.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  -  Long-Term Pavement Performance Program
KW  - Base course (Pavements)
KW  - Cracking of concrete pavements
KW  - Deflection
KW  - Faulting
KW  - Kansas
KW  - Load transfer
KW  - Pavement performance
KW  - Ride quality
KW  - Rigid pavements
KW  - Statistical analysis
KW  - Test sections
UR  - https://trid.trb.org/view/1263145
ER  - 

TY  - CONF
AN  - 01494782
AU  - Holler, Stefan
AU  - International Society for Concrete Pavements
TI  - Continuously Reinforced Concrete Pavement with SMA Coating - The Composite Structure for the Challenges of the Future
PY  - 2008
SP  - pp 1030-1047
AB  - Concrete carriageways can in principle be made in two versions: as continuously reinforced concrete pavement (CRCP) or as non-reinforced slabs with transverse joints at regular distances. To date, Germany has focused on the slab construction type. It has been continuously improved and developed further and is currently the standard way of building concrete roads. The construction type based on a continuously reinforced concrete pavement does not use transverse joints in the concrete pavement, but develops a random cracking pattern with narrow slab segments. The opening of the cracks must be limited to ensure force transmission in a transverse direction. This is achieved by using a continuous longitudinal reinforcement. It is furthermore possible to supplement the structure quickly and easily with a thin wearing course, either when the structure is still new or when the surface properties no longer comply with the requirements. This leads to a composite structure, for example,  with stone mastic asphalt (SMA), thin-layer cold-placed (microsurfacing), porous asphalt (OPA) or similar materials. In order to gain initial experience with this construction type, test tracks for continuously reinforced concrete pavement and topping of concrete pavements with stone mastic asphalt were implemented. This report describes the experiences during construction and usage. In addition, a concept for further testing of composite structures is presented.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Bituminous coatings
KW  - Composite pavements
KW  - Continuously reinforced concrete pavements
KW  - Cracking of concrete pavements
KW  - Germany
KW  - Pavement performance
KW  - Stone matrix asphalt
KW  - Test tracks
KW  - Wearing course (Pavements)
UR  - https://trid.trb.org/view/1263148
ER  - 

TY  - CONF
AN  - 01494781
AU  - Newbolds, Scott A
AU  - Olek, Jan
AU  - International Society for Concrete Pavements
TI  - Influence of Bond Conditions on the Performance of Ultra-Thin
Whitetopping (Bonded Concrete Resurfacing)
PY  - 2008
SP  - pp 878-893
AB  - Ultra-Thin Whitetopping (UTW) is a pavement rehabilitation technique that involves the placement of a thin Portland Cement Concrete (PCC) overlay, 50 mm to 100 mm thick, over a distressed bituminous pavement. Performance of the UTW is dependent on the bond between the two layers. This study evaluated the influence of bond condition on the performance of UTW pavements. Two different test areas were constructed in the Indiana Department of Transportation (INDOT)/Purdue University Accelerated Pavement Testing facility. Each test area had different lanes that varied by concrete mix design, bond preparation, and pavement cross-section. These lanes were subjected to approximately 300,000 load applications. The pavements were instrumented and strains were recorded under loading. Evaluations were performed periodically to monitor distress development. With respect to the interfacial bond conditions, the observed amount of distress generally followed the expected trends. Lanes with a lower degree of bonding (partially bonded or unbonded conditions) typically exhibited higher amounts of distress. Conversely, fully bonded lanes typically showed the lowest degree of distress. The interfacial bond conditions did affect the strain distribution and maximum load induced strains. The measured strains in the bonded lanes matched the theoretical values well. There was some discrepancy between the measured and theoretical unbonded strain distributions. Further analysis into this discrepancy indicated that even in an unbonded condition there was a moderate level of friction between the UTW and Hot Mix Asphalt (HMA) layers. The interfacial bond conditions did have an influence on the estimated radius of relative stiffness as determined by Falling Weight Deflectometer (FWD). The results indicate that the FWD can be used as a method to determine whether or not the UTW was bonded. However, using the FWD to determine the degree of bonding did not provide very good results. The relative values of the radius of relative stiffness matched the trend exhibited by the bond strengths for cores taken from the same lanes.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Bond strength (Materials)
KW  - Concrete overlays
KW  - Deformation curve
KW  - Indiana
KW  - Load tests
KW  - Mix design
KW  - Pavement distress
KW  - Pavement layers
KW  - Pavement performance
KW  - Resurfacing
KW  - Stiffness
KW  - Test sections
KW  - Whitetopping
UR  - https://trid.trb.org/view/1263133
ER  - 

TY  - CONF
AN  - 01494779
AU  - Haider, Syed Waqar
AU  - Harichandran, Ronald  S
AU  - International Society for Concrete Pavements
TI  - Correlation between Properties of Axle Load Distribution and Rigid
Pavement Performance Measures
PY  - 2008
SP  - pp 659-672
AB  - The new Mechanistic-Empirical Pavement Design Guide (M-E PDG) utilizes axle load spectra to characterize the unique traffic loadings for a site. These loading characteristics are employed to calculate pavement response and for subsequent damage computations. Generally, these axle load distributions exhibit a bimodal shape and a mixture of two continuous distributions can be used to model them. In this paper, closed-form solutions are developed to estimate the characteristics of a mixture bimodal axle load distribution. The observed axle load spectra from eleven sites in different states were used to relate load distribution characteristics with predicted rigid pavement performance. Cracking performance was related to the 85th percentile load, faulting was found to be strongly related to the overall mean, and roughness (IRI) was strongly associated with the root of the 4th moment of the axle load spectra, respectively. These findings imply that cracking in rigid pavements is mainly caused by the highest 15 percent of loads while faulting is mostly caused by the overall average loads in an axle load distribution. The overall loads, along with higher contributions from the heavier loads, seem to cause higher roughness in rigid pavements. In addition, the relationships developed for different performance measures can directly indicate the relative pavement damage caused by axle distributions.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Axle loads
KW  - Faulting
KW  - Load transfer
KW  - Mechanistic-empirical pavement design
KW  - Pavement cracking
KW  - Pavement distress
KW  - Pavement performance
KW  - Rigid pavements
KW  - Roughness
UR  - https://trid.trb.org/view/1263115
ER  - 

TY  - CONF
AN  - 01494778
AU  - Covarrubias T, Juan Pablo
AU  - Covarrubias, Juan Pablo
AU  - International Society for Concrete Pavements
TI  - “TCP Design” for Thin Concrete Pavement
PY  - 2008
SP  - pp 905-917
AB  - Measurements made in Chile, in different climates (dry, wet, hot and cold) reveal that slabs are always curled with the borders in the air and never warped (Larrain, 1986). This curling is mostly influenced by thermal and hydraulic gradients during construction. This type of curling can be so large that positive gradients given by daily and season cycle of temperature and humidity gradients will most of the time not be enough to warp (edges downwards) the slab, so warping will only occur in some conditions and during very short periods of time during the day (Larraín 1986). Because of this, the maximum tensile stresses are on the top of the slab and are produced by the loads of the truck flattening the slab. The sum of all the stresses is the cause of fatigue life and affects the performance of the pavement (Jane Jang, Shiraz Tayabji 1998). TCPavements is proposing a new methodology to design concrete pavements optimizing the joint spacing, given the geometry of trucks.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Axle loads
KW  - Chile
KW  - Concrete pavements
KW  - Curling
KW  - Fatigue (Mechanics)
KW  - Pavement design
KW  - Pavement joints
KW  - Pavement performance
KW  - Slabs
KW  - Tensile strength
KW  - Thickness
UR  - https://trid.trb.org/view/1263135
ER  - 

TY  - CONF
AN  - 01494777
AU  - Long, Allen R
AU  - Ioannides, Anastasios M
AU  - International Society for Concrete Pavements
TI  - Performance of Permeable Bases
PY  - 2008
SP  - pp 1064-1082
AB  - Critical aspects related to the design, construction, maintenance, and performance of permeable bases are examined, and a case study is presented to put such considerations in a more practical perspective. While the popularity of carefully designed subsurface drainage systems is justified by sound engineering considerations, and their performance has been generally satisfactory, their general use is not free of problems. Disappointing local experiences sometimes discourage agencies from specifying permeable bases. One such example is offered by the United States Route 50 test road near Athens, Ohio, for which the performance of the permeable base in the context of the overall subsurface drainage system is investigated. It is found that almost one-third of the outlets at the site could not be located, and that due to little or no maintenance many of the remainder had been silted in. Software DRIP 2.0 calculations affirm that outlet spacing is adequate, yet a considerably higher permeable base thickness is required, and that the permeability of one of the gradations used is too low. Moreover, the absence of a compatible separator layer between the permeable base and subgrade exposes the system to the danger of clogging.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Athens (Ohio)
KW  - Base course (Pavements)
KW  - Case studies
KW  - Drainage
KW  - Pavement layers
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Permeability
KW  - Subsurface drainage
UR  - https://trid.trb.org/view/1263151
ER  - 

TY  - CONF
AN  - 01494776
AU  - Nishizawa, Tatsuo
AU  - Obata, Hiroyuki
AU  - Sasaki, Iwao
AU  - International Society for Concrete Pavements
TI  - Mechanical Design of Ultra-Thin White-Topping
with High Strength Concrete Panel
PY  - 2008
SP  - pp 894-904
AB  - An ultra-thin white-topping structure with high strength concrete panel (HSCWT) was developed. In the structure, 30 mm thick concrete panels, which are produced from steel fiber reinforced concrete with a flexural strength of 20 MPa, are placed on an existing asphalt pavement and the interface between the panels and the asphalt pavement is grouted to bond them. Test pavements of HSCWT were constructed on an accelerated loading facility and were subject to moving axle loads. After 150,000 axles passed over the pavements, although small gaps developed between HSC panels and grout near joints, any severe cracks did not develop. Improved textures on the bottom face of panels were found very effective to bond the panel and grout. Although simulation of the loading test with dynamic 3DFEM fairly well represented the strain time histories generated by the travelling axle load, visco-elastic properties of asphalt layer could not be clearly identified. Stress analysis with assumed visco-elastic parameters revealed that the stresses in the panel due to axle load are much less than the strength of the HSC panel, if the panel and the grout is fully bonded at the interface. Based on the results, a mechanical design procedure for HSCWT is developed. In the procedure, tensile strains in the underlying asphalt layer are calculated with 3DFEM and fatigue damage of the asphalt layer is estimated from the tensile strains using fatigue curve of asphalt mixture. It was found that viscosity of asphalt layer and vehicle speed significantly affect fatigue life of asphalt layer.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Axle loads
KW  - Fiber reinforced concrete
KW  - High strength concrete
KW  - Load tests
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement layers
KW  - Pavement performance
KW  - Structural analysis
KW  - Test sections
KW  - Whitetopping
UR  - https://trid.trb.org/view/1263134
ER  - 

TY  - CONF
AN  - 01494775
AU  - Delatte, Norbert
AU  - Cleary, John
AU  - International Society for Concrete Pavements
TI  - Internal Curing of Concrete Pavements and Overlays
PY  - 2008
SP  - pp 810-823
AB  - Internal curing is an innovative technology to improve the mechanical properties and performance of concrete. The internal water was supplied by fine saturated lightweight aggregate particles (LWA) in this study. The LWA was used to replace a portion of the conventional fine aggregate in the mixture. An internal curing effect has also been observed when comparing concrete made with low and moderate absorption coarse aggregate. Because concrete pavements have large surface to volume ratios and are exposed to the environment, it is particularly difficult to achieve proper curing. However, proper curing of pavements is important because it reduces early age cracking tendencies and shrinkage and improves concrete fatigue strength. Cracking risk also influences the joint saw cutting window. These considerations are also valid, and probably more important, for thin overlays, whether bonded concrete or ultra-thin/ thin whitetopping overlays. Internal curing is a tool that can increase strength and reduce cracking tendency of concrete, under some circumstances. Splitting tensile and flexural strength are increased, without a corresponding increase in modulus of elasticity.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete curing
KW  - Concrete overlays
KW  - Concrete pavements
KW  - Flexural strength
KW  - Lightweight aggregates
KW  - Modulus of elasticity
KW  - Pavement cracking
KW  - Pavement performance
KW  - Tensile strength
UR  - https://trid.trb.org/view/1263126
ER  - 

TY  - CONF
AN  - 01494774
AU  - Gaspar, Laszlo
AU  - Karsai, Katalin
AU  - Bors, Tibor
AU  - International Society for Concrete Pavements
TI  - Thin Whitetopping Overlay Over a Deformed Asphalt
Pavement of a Highly Trafficked Urban Intersection
PY  - 2008
SP  - pp 869-877
AB  - The construction of thin or ultra-thin whitetoppings is considered as an up-to-date rehabilitation technology for flexible pavement structures with repeatedly deformed pavement surface. The experiences on the first use of this technique in Hungary is presented briefly. A highly trafficked urban intersection with traffic signal was the site of the test section. The laboratory investigation of cored samples taken from the deformed pavement structure was followed by cement concrete mix design by KTIinstitute. Four previous trials were carried out in May-July 2007. The experience gained in these trials was utilised in the actual execution of the experimental section in October 2007. The deteriorated asphalt layers were milled in 120 mm depth. A 85 m-long whitetopping in 120 mm thickness was placed using manual paving technique. 1.75x1.75 m slabs were cut in the thin cement concrete layer without joint filler and dowels. The main quality parameters measured of the fresh cement concrete mixture were: slump, air bubble content, density, temperature, optimum time for curing plastic covers, and strength. The density, compressive strength, splitting tensile strength, flexural strength, water permeability and surface texture depth were measured on the hardened concrete. After 6 months (severe winter), the section is in excellent condition, no damage can be seen. Several new thin whitetopping sections are planned in Hungary for 2008.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Durability tests
KW  - Hungary
KW  - Laboratory tests
KW  - Mix design
KW  - Pavement layers
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Signalized intersections
KW  - Test sections
KW  - Urban highways
KW  - Whitetopping
UR  - https://trid.trb.org/view/1263131
ER  - 

TY  - CONF
AN  - 01494773
AU  - Thebeau, Denis
AU  - Eisa, Mohamed
AU  - Benmokrane, Brahim
AU  - International Society for Concrete Pavements
TI  - Use of Glass FRP Reinforcing Bars instead of Steel Bars in CRCP in Quebec
PY  - 2008
SP  - pp 1048-1063
AB  - In North America, there is a persistent problem of the deterioration of steel-reinforced concrete which has limited the service life and increased the maintenance cost of such structures. The first Canadian continuous reinforced concrete pavement (CRCP) built on a highway was constructed in 2000 in the province of Quebec. Some cores taken in the first CRCP section five years after construction were already showing some corrosion in the longitudinal reinforcement at the crack location. Many options were then analysed in 2005 to resolve this problem and galvanised steel was selected as reinforcement for the next projects. One other non-corrosive reinforcement alternative is glass fibre reinforced polymer (GFRP). Fifteen slab sections over an area of 150 m in three-lanes of Highway 40 Eastbound in Montreal (Quebec) were constructed using the newly developed CRCP system with GFRP reinforcement. In addition, three slab sections were reinforced using steel bars for comparison purposes. The main objective of this research project is to implement the technology and design of GFRP reinforcing bars in order to demonstrate their ability to meet all CRCP requirements.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Continuously reinforced concrete pavements
KW  - Glass fiber reinforced plastics
KW  - Pavement design
KW  - Pavement performance
KW  - Quebec (Canada)
KW  - Reinforcement (Engineering)
KW  - Reinforcing bars
KW  - Test sections
UR  - https://trid.trb.org/view/1263150
ER  - 

TY  - CONF
AN  - 01494619
AU  - Zheng, Mulian
AU  - Chen, Shuanfa
AU  - Wang, Binggang
AU  - International Society for Concrete Pavements
TI  - Mixture Ratio Design Method for Porous Concrete Permeable Base
PY  - 2008
SP  - pp 395-402
AB  - As a new kind of material for permeable base, mixture ratio design of porous concrete should ensure both the porosity and the mechanical strength. Based on Talbol Formula and foreign experiences, four kinds of gradation of porous concrete are designed and effective particle size and uniform coefficient are taken as the effective descriptive targets of aggregate gradation. Three factors of cement dosage, water cement ratio and aggregate gradation are considered in an orthogonality test with four levels adopted in every factor. Through variance analysis of the tests results, it can be drawn that when confidence probability is 95%, the factors that evidently affect 7d compressive strength are gradation and cement aggregate ratio, and the factors evidently affect effective porosity are gradation, cement aggregate ratio and water cement ratio. While when confidence probability is 90%, gradation, cement dose and water cement ratio all have evident influence on 7d compressive strength and effective porosity. Based on the test results, a series of regression relationships of 7d compressive strength and effective porosity of porous concrete are derived. Finally, the empirical equation method of mixture ratio design for porous concrete is proposed.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Aggregate gradation
KW  - Analysis of variance
KW  - Base course (Pavements)
KW  - Compressive strength
KW  - Mix design
KW  - Porosity
KW  - Porous pavements
UR  - https://trid.trb.org/view/1263649
ER  - 

TY  - CONF
AN  - 01494618
AU  - Guo, Edward H
AU  - Pecht, Frank
AU  - Ricalde, Lia
AU  - Barbagallo, Donald
AU  - Li, Xinkai
AU  - International Society for Concrete Pavements
TI  - Data Analysis on Residual Stresses Measured in Concrete Beams
PY  - 2008
SP  - pp 243-257
AB  - A core-ring strain gage (CRSG) test procedure has been devised for measuring the residual stress in a concrete pavement. Initially cantilevered concrete beams were selected for instrumentation to determine if beam stresses could be released and measured by drilling a core-ring. The known load induced stresses for a cantilever beam, before a core-ring is drilled, have a theoretical solution. At the same time, the known load induced stresses after a core-ring is drilled can be determined using numerical tools such as ABAQUS program. Other objectives of the beam tests were to determine an appropriate core-ring size, a range of core-ring depths, and the best spacing between the strain gage center and the core-ring edge to be used for future full scale tests. Most load induced strains were released after the core-ring depth reached 30 mm (1.2 inch). Although the comparison between calculated and tested results shows that a “blind-hole” model matches the test results well, the core-ring model still needs further study for more complicated cases. The results of the cantilever beam tests show a high potential for direct measurement of residual stress in concrete pavements for evaluation purposes.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Beams
KW  - Cantilevers
KW  - Concrete pavements
KW  - Data analysis
KW  - Residual stress
KW  - Strain gages
KW  - Tests specific to a material, structure or device
UR  - https://trid.trb.org/view/1263564
ER  - 

TY  - CONF
AN  - 01494615
AU  - Rodden, Robert A
AU  - Voigt, Gerald F
AU  - International Society for Concrete Pavements
TI  - Problems with and Alternatives to Permeable (Open-Graded) Subbases for Use in Jointed Plain Concrete Pavement Structures
PY  - 2008
SP  - pp 384-394
AB  - Due to their intuitive advantage to quickly remove water from a pavement structure, permeable (open-graded) subbases (subbases with a permeability greater than about 350 ft/day (107 m/day) in laboratory tests) have been a common design element in jointed plain concrete pavement structures since the 1990s. Despite this assumed advantage, permeable subbases are no longer recommended for inclusion in jointed plain concrete pavement structures for various reasons discussed in this paper. Freedraining subbases (subbases with more fines than permeable subbase and, thus, with a permeability less than 350 ft/day (107 m/day) in laboratory tests) that are daylighted are the reasonable alternative to permeable subbases with edge drainage systems.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Drainage
KW  - Edge drains
KW  - Open graded aggregates
KW  - Pavement joints
KW  - Porous materials
KW  - Subbase materials
KW  - Unreinforced concrete
UR  - https://trid.trb.org/view/1263648
ER  - 

TY  - CONF
AN  - 01494614
AU  - Tayabji, Shiraz
AU  - Anderson, John
AU  - Lafrenz, Jim
AU  - International Society for Concrete Pavements
TI  - Proposed Specification for Construction of Airfield Concrete Pavements
PY  - 2008
SP  - pp 403-419
AB  - The Standards for Specifying Construction of Airports, FAA Advisory Circular: AC 150/5370- 10B incorporates Item P-501 – Portland Cement Concrete Pavement. Airfield concrete pavement project funded under the Federal Airport Improvement Program (AIP) are typically developed in accordance with the requirements contained in Item P-501 and sometimes in conjunction with specific project requirements and local practices related to material availability and regional concerns, and as approved by the FAA. Item P-501 provides guidance on the following: 1. Concrete materials (including composition and materials requirements) 2. Construction methods (including equipment, concrete placement, finishing, jointing, curing, and sealing) 3. Method of acceptance (including sampling and testing) 4. Contractor quality control 5. Basis for payment As part of a recent study, a proposed specification for construction of concrete airfield pavements has been developed for possible adoption by the FAA. The proposed specification places emphasis on the need to produce a durable end product, vis-à-vis, a durable concrete pavement. The product requirements that are specified are a combination of prescriptive requirements for certain materials as well as end product requirements for the as-delivered concrete and for the as-placed concrete. There is less emphasis on the means and methods to produce the end product. This should allow the contractor reasonable flexibility to use innovative construction methods and equipment that will result in cost savings to owner agencies without sacrificing the quality of the product. Specifically, the proposed specification will allow constructors to identify sources of variability in the airfield concrete pavement construction process and to minimize the variability; thus delivering an end product that is consistent and durable. The proposed specification intent is to: 1. Inspire creativity and maintain a standard for the evaluation of the construction 2. Incorporate a system of measurement consistent with acceptance criteria that will validate the design parameters 3. Encourage innovation and be "results-oriented" 4. Result in a product of the highest quality and consistent with the available local materials. This paper presents highlights of the proposed specification.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Airport runways
KW  - Concrete pavements
KW  - Consistency
KW  - Construction management
KW  - Durability
KW  - Paving
KW  - Portland cement concrete
KW  - Specifications
KW  - Standards
UR  - https://trid.trb.org/view/1263685
ER  - 

TY  - CONF
AN  - 01494612
AU  - Evangelista, F
AU  - Roesler, J
AU  - International Society for Concrete Pavements
TI  - Is Top-Down Cracking Critical on Airfield Rigid Pavements?
PY  - 2008
SP  - pp 434-449
AB  - This paper identifies the key slab loading locations for inducing critical bottom and top tensile stresses on airfield rigid pavements servicing the A-380 aircraft. Finite element simulations were conducted for the A-380’s individual triple dual tandem (TDT) gear and all its main landing gears for a given slab geometry and pavement material properties. The numerical results show that the ratio between the top and bottom tensile stresses of the slab were significantly higher for the main landing gear analysis relative to the individual gear analysis and could be 1.0 for some cases. Furthermore, this initial finite element analysis has shown consideration of the entire main landing gear of the aircraft is necessary if the top tensile stresses are going to be accurately predicted.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Air bases
KW  - Airport runways
KW  - Cracking of concrete pavements
KW  - Finite element method
KW  - Rigid pavements
KW  - Tension
KW  - Top down cracking
UR  - https://trid.trb.org/view/1263689
ER  - 

TY  - CONF
AN  - 01494608
AU  - Raymond, Chris
AU  - Lane, Becca
AU  - Bianchin, Maria
AU  - Senior, Stephen
AU  - Titherington, Melissa
AU  - International Society for Concrete Pavements
TI  - Design and Construction of a Pervious Concrete Pavement in Ontario, Canada
PY  - 2008
SP  - pp 226-242
AB  - The Ontario Ministry of Transportation (MTO) designed and constructed its first pervious concrete pavement in 2007. The pervious concrete pavement serves as a commuter parking lot located adjacent to Highway 401 near Milton, Ontario, approximately 50 km west of Toronto. The final design consists of 240 mm of pervious concrete over 100 mm of open graded clear stone, over 200 mm of granular base material, over select subgrade material, over silty sand subgrade. Pervious concrete pavements provide many environmental benefits and are deemed a stormwater management best practice. These benefits may be offset by concerns with winter durability and the potential for clogging, especially with traditional winter maintenance. The Contractor elected to use a Bid-Well bridge deck finishing machine for placing the majority of the pervious concrete pavement. A Razorback screed (i.e. air driven steel truss) was used to construct the last section of the pavement. This paper presents the design considerations and summarizes the construction observations and lessons learned. Laboratory performance data for the pervious concrete pavement are also presented.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Case studies
KW  - Concrete pavements
KW  - Mix design
KW  - Ontario (Province)
KW  - Pavement design
KW  - Pavement performance
KW  - Paving
KW  - Porous pavements
UR  - https://trid.trb.org/view/1263365
ER  - 

TY  - CONF
AN  - 01494607
AU  - Jang, Sehoon
AU  - Mukhopadhyay, Anal
AU  - Zollinger, Dan G
AU  - International Society for Concrete Pavements
TI  - Identification of Concrete Incompatibilities Using Dynamic Shear Rheometer (DSR)
PY  - 2008
SP  - pp 315-329
AB  - In concrete, the chemical interactions between chemical admixtures and portland cement is complicated and unpredictable. Occasionally these interactions may cause a serious set retardation or excessively fast stiffening. The objective of this study was to develop a reliable test method to predict potential concrete incompatibilities through the direct measurement of cement paste rheology using a dynamic shear rheometer (DSR). Three cement paste mixtures with different dosage levels of a water reducing admixture were investigated with five different gaps of parallel plates in DSR. An effort was made to define which gap is the most sensitive and representative to identify incompatibilities between cement and chemical admixture at early ages. All the rheological tests were repeated three times to get the coefficient of variation. The results show that tests with 1mm plate gap is the most representative to distinguish three studied mixtures based on their rheological parameters with good reproducibility.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Admixtures
KW  - Cement paste
KW  - Chemical reactions
KW  - Dynamic shear rheometry
KW  - Portland cement
KW  - Rheology
KW  - Rheometers
KW  - Test procedures
UR  - https://trid.trb.org/view/1263607
ER  - 

TY  - CONF
AN  - 01494605
AU  - Garg, Navneet
AU  - Ricalde, Lia
AU  - International Society for Concrete Pavements
TI  - Monitoring of Strength Development in Portland Cement Concrete With High Fly-Ash Content at the FAA’s National Airport Pavement Test Facility
PY  - 2008
SP  - pp 300-314
AB  - Construction Cycle 2 (CC2) at the Federal Aviation Administration (FAA)’s National Airport Pavement Test Facility (NAPTF) included construction of three concrete test items MRC, MRG, and MRS on three different support conditions (crushed-stone subbase, slab on grade, and econocrete stabilized subbase). All three test items were constructed on a CBR 7-8 subgrade. The existing econocrete subbase (P-306) from CC1 test item MRS was used for CC2 MRS. Concrete was placed in the test items using a concrete pump into fully formed 15 ft. (4.57 m) by 15 ft. (4.57 m) slabs. Test results are presented and discussed in this paper. Test results include concrete placement details (slump, air content, concrete temperature), compressive strengths, flexural strengths, elastic modulus from free-free resonance tests on concrete beams and cylinders, portable seismic pavement analyzer (PSPA) tests, and strength results from sawed beams and cored cylinders taken from untrafficked test slabs. Concrete specimens included both laboratory cured and field cured specimens. PSPA tests were performed on the test item slabs at the age of one day and on regular intervals after that, coinciding with the laboratory testing of beams and cylinders. The test results showed good correlation between elastic modulus (from free-free resonance and PSPA tests) and strength values (compressive and flexural strengths) and demonstrated the application potential of a testing device such as PSPA for assessing the early-age strength of concrete.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Compressive strength
KW  - Flexural strength
KW  - Fly ash
KW  - Modulus of elasticity
KW  - Portable seismic pavement analyzer
KW  - Portland cement concrete
KW  - Subbase (Pavements)
KW  - Test facilities
KW  - U.S. Federal Aviation Administration
UR  - https://trid.trb.org/view/1263605
ER  - 

TY  - CONF
AN  - 01494604
AU  - Hansen, Will
AU  - Wei, Ya
AU  - Schlangen, Erik
AU  - International Society for Concrete Pavements
TI  - Moisture Warping in Jointed Plain Concrete Pavements
PY  - 2008
SP  - pp 258-266
AB  - It is generally believed that slab warping uplift in Jointed Plain Concrete Pavements (JPCP) is caused by drying shrinkage moisture gradients that develop within the top region of a slab cross section. Field experience has shown that excessive moisture warping uplift of joints can develop if a slab on grade is exposed simultaneously to drying at the top and moisture at the bottom surface. The results from this study show that internal self-desiccation causes a uniform reduction in humidity within a cross section for a sealed curing condition. This renders the cross section prone to moisture warping if either the top or bottom surface is exposed to water. Thus, drying at the top and wetting at the bottom create a moisture gradient that causes increased moisture warping uplift. This was verified from beam uplift tests.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Desiccation
KW  - Jointed plain concrete pavements
KW  - Moisture damage
KW  - Pavement joints
KW  - Unreinforced concrete
KW  - Uplift pressure
KW  - Warpage
UR  - https://trid.trb.org/view/1263565
ER  - 

TY  - CONF
AN  - 01494602
AU  - Balbo, Jose T
AU  - Ganassali, Valeria J F
AU  - International Society for Concrete Pavements
TI  - Experimental Analysis of Strains on Welded Wires in Thin Reinforced Concrete Pavement
PY  - 2008
SP  - pp 267-282
AB  - This paper presents the experimental results of strain and stresses in steel bars gotten from a full instrumented reinforced concrete pavement experimentally built on the Federal Highway BR 232/PE, in the Northeast of Brazil. Contact strain gages were placed at several edge longitudinal and tangential wire reinforcements and load tests were accomplished one month later in order to check design stresses. Results are very clarifying and show how steel bars are tensioned and share flexural responses of slabs between concrete and steel reinforcement. This kind of solution, rarely speculated in past technical literature or through field experiments, seems to be an easy and effective alternative for constructing thin concrete slabs when required due to limitations on grade levels, especially for whitetopping constructions. The bars, designed using conventional reinforced concrete design theory, did not present any case of over deformation inducing its fracture when comparing strains limits and field induced strains by loads.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Deformation curve
KW  - Load tests
KW  - Reinforced concrete pavements
KW  - Reinforcement (Engineering)
KW  - Strain gages
KW  - Stress tests (Equipment)
KW  - Ultimate load design
KW  - Whitetopping
UR  - https://trid.trb.org/view/1263566
ER  - 

TY  - CONF
AN  - 01494601
AU  - Rudy, Adam
AU  - Olek, Jan
AU  - Nantung, Tommy
AU  - Newell, Richard M
AU  - International Society for Concrete Pavements
TI  - Optimization of Fly Ash and Slag Binder Systems for Pavement Concrete Mixtures in Indiana
PY  - 2008
SP  - pp 283-299
AB  - This paper summarizes a research study on the optimization of concrete pavement mixtures in Indiana. The goal of this research was to select an optimum (in terms of paste content and the replacement level of pozzolanic materials) composition for two types of mixtures: portland cement mixtures containing Class C fly ash and portland cement mixtures containing ground granulated blast furnace slag (GGBFS). The variables studied included the total volume of paste in the mixture (21 – 25%) and the level of cement replacement by either fly ash (14 – 30% of total weight of cementitious materials) or ground granulated blast furnace slag (GGBFS) (20 – 40% of total weight of cementitious materials). The water:cementitious materials ratio was kept constant at 0.44 and the total mass of cementitious materials varied from 272 to 323 kg/m3 (458 to 545 lb/yd3) for fly ash mixtures and from 274 to 326 kg/m3 (462 to 550 lb/yd3) for GGBFS mixtures. The test matrix of concrete mixtures was statistically designed, analyzed and optimized using Response Surface Methodology (RSM) in order to find the most desirable combinations of variables studied. A total of 20 different concretes (including two control, cement-only mixtures) were produced and tested in the laboratory. The optimal mixtures were found to contain, respectively, ~29% of fly ash and ~21% of paste, and ~36% of slag and ~21% of paste. However, in anticipation of potential problems with workability while using variable aggregate sources it is recommended that the proposed paste content be increased to 22% for fly ash and to 23% for slag mixtures.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Fly ash
KW  - Granulated slag
KW  - Indiana
KW  - Laboratory tests
KW  - Mix design
KW  - Optimization
KW  - Portland cement
UR  - https://trid.trb.org/view/1263567
ER  - 

TY  - CONF
AN  - 01494600
AU  - Jang, Sehoon
AU  - Mukhopadhyay, Anal
AU  - Zollinger, Dan G
AU  - International Society for Concrete Pavements
TI  - Lessons Learned from Mn/ROAD (1992-2007): Five-Inch Concrete Pavement Study
PY  - 2008
SP  - pp 330-345
AB  - This paper examines the design and performance to date of the 125-mm [five-inch] concrete pavement test cell (Cell 32) constructed in 2000 on the MnROAD low volume road (LVR). After seven years of service, this pavement has since been subjected to more than 170,000 80-kN [18-kip] equivalent single axle load (ESAL)s by a 5-axle tractor-trailer loaded to as much as 454 kN [102 kips]. It would take more than 50 years to accumulate this many ESALs on residential streets and many lower volume roads. Few distresses have developed and the pavement ride quality remains acceptable for lower volume road applications. The performance of this pavement section suggests that accepted design procedures for low-volume concrete roads may be quite conservative.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Equivalent single axle loads
KW  - Experimental roads
KW  - Low volume roads
KW  - Minnesota
KW  - Pavement design
KW  - Pavement performance
KW  - Ride quality
UR  - https://trid.trb.org/view/1263608
ER  - 

TY  - CONF
AN  - 01494599
AU  - Rollings, Raymond S
AU  - Poole, Toy S
AU  - Rutland, Craig
AU  - Rollings, Marian P
AU  - International Society for Concrete Pavements
TI  - Early Age Spalling on USAF Airfield Pavements
PY  - 2008
SP  - pp 420-433
AB  - The U.S. Air Force (USAF) has had a recurring problem with spalling occurring on new portland cement concrete airfield pavements at early ages. These appear anywhere from before the pavement is turned over by the contractor to within one year of placement. Past studies of this problem have found early-age spalling is most generally associated with nondurable concrete that results from poor construction practices. The USAF implemented new requirements for mixture proportioning and an education program on the problem that has alleviated the problem to a degree. A recent runway and taxiway construction project is again suffering from early-age spalling, and the investigation to date again indicates nondurable concrete is the culprit.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Air bases
KW  - Airport runways
KW  - Concrete pavements
KW  - Durability
KW  - Portland cement concrete
KW  - Spalling
KW  - United States Air Force
UR  - https://trid.trb.org/view/1263687
ER  - 

TY  - CONF
AN  - 01494593
AU  - Jung, Youn Su
AU  - Freeman, Tom J
AU  - Zollinger, Dan G
AU  - Wimsatt, Andrew J
AU  - International Society for Concrete Pavements
TI  - Case Study of US 75: Assessment of Full Depth Repair Effectiveness
PY  - 2008
SP  - pp 543-556
AB  - Full depth repair (FDR) is a widely used repair method for repairing distresses in concrete pavement. FDR typically includes restoring load transfer to the adjacent, unrepaired slab and once it is placed it is expected to perform similarly to the original pavement. However, current standard methods of FDR have only limited effect and often yield insufficient long term performance since they fail to address the deterioration ongoing in the adjacent slabs. It seems that standard plans uniformly recommend replacing weakened base or subgrade material with better material however, they only treat the area under the patched section, while the condition of adjacent sections continue to suffer because of the effects of infiltrated water and weakened base and subgrade. Moreover, details rarely call for resealing of the joint after placement of the repair which is a basic preventative strategy to reduce distresses in the adjacent concrete pavement as well as the patch. A major test of FDR for jointed concrete pavement on US 75 in Sherman, Texas is studied to evaluate FDR effectiveness and recommend possible improvements. Sample sections were classified by visual inspection into good and poor areas containing old and newly placed patches. Each section was tested to ascertain the repaired patched and existing adjacent pavement conditions using non destructive test (NDT).
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Nondestructive tests
KW  - Patching
KW  - Pavement distress
KW  - Pavement joints
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Repairing
KW  - Texas
UR  - https://trid.trb.org/view/1263104
ER  - 

TY  - CONF
AN  - 01494587
AU  - Kohler, E
AU  - Harvey, J T
AU  - Steven, B
AU  - International Society for Concrete Pavements
TI  - Experiences with Dowel Bar Retrofit in California
PY  - 2008
SP  - pp 557-574
AB  - The technique of Dowel Bar Retrofit (DBR) consists of the installation of dowel bars in concrete pavements originally built without them. This technique is relevant to California because the vast majority of jointed concrete pavements in the state were built without dowel bars, and these pavements are therefore at risk of developing or have already developed step faulting. Many state highway agencies in the United States have tried retrofitting dowel bars into joints and transverse cracks in their concrete pavements, and many have found that DBR extends the life of undowelled pavements by eliminating faulting. Industry records show that more than five million dowel bars have been used in DBR in more than 200 projects in at least 23 states. Information gathered from ten state agencies in the United States revealed positive and negative experiences with DBR. Mixed results have also been experienced in California, however, this paper focuses on the performance from three sites subjected to different climate and traffic loading conditions. These sites have seen excellent performance from the use of different types of dowel bars. The article also briefly mentions other DBR experiences in California.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - California
KW  - Concrete pavements
KW  - Dowel bar retrofit
KW  - Load tests
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
UR  - https://trid.trb.org/view/1263105
ER  - 

TY  - CONF
AN  - 01494493
AU  - Chen, Bing
AU  - Liu, Juanyu
AU  - Li, Peng
AU  - International Society for Concrete Pavements
TI  - Experimental Study on Pervious Concrete
PY  - 2008
SP  - pp 202-211
AB  - Due to its excellent air and water permeability, pervious concrete has become an environmental friendly material in paving application, providing its benefits in reducing the runoff water, enhancing pavement skid resistance by rapid drainage of water, and reducing pavement noise. However, its high porosity and low strength limit its popularity. Based on the concept of pervious concrete, a mix design approach especially for pervious concrete was proposed and an experimental study was undertaken to produce high performance pervious concrete by using gap-graded coarse aggregates and adjusting cement content. The results indicated that pervious concrete with compressive strength up to 33.5 MPa and permeability coefficient of 6 ml/min can be obtained by using this mix design approach. The results also showed that for pervious concrete made with gap-graded aggregates, the strength increases, and the permeability coefficient decreases with the decrease of the aggregate size. There is an optimum content of cement used to coat the coarse aggregates, enhancing the cement-aggregate interface bonding and overall performance of pervious concrete.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Experiments
KW  - Gap graded aggregates
KW  - High performance concrete
KW  - Mix design
KW  - Pavement performance
KW  - Permeability coefficient
KW  - Porous pavements
UR  - https://trid.trb.org/view/1263362
ER  - 

TY  - CONF
AN  - 01494492
AU  - Swift, Stephen
AU  - Zollinger, D
AU  - Bhasin, A
AU  - Mukhopadhyay, Anol K
AU  - International Society for Concrete Pavements
TI  - Unique Aspects of the Design and Construction of the Bristol Motor Speedway CRC Pavement
PY  - 2008
SP  - pp 79-93
AB  - The reconstruction of the Bristol Motor Speedway (BMS) track surface presented some unique challenges to the placement of a continuously reinforced concrete (CRC) pavement. Due to the steep embankments of the radial sections, it was not feasible to use a traditional type of bond breaker to isolate the CRC from the subbase layer and so it was determined to bond the CRC to the base and eliminate the interlayer from the pavement section. Reflection cracking from the subbase was a concern and as a counter measure special crack control precautions were taken to insure the uniformity of the crack pattern using early aged crack control which required additional modifications to the sawing equipment to adopt it to the geometry of the track. The design of the steel was also configured to account for the bonded condition and the geometry of the track.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Bonding
KW  - Bristol (Tennessee)
KW  - Bristol Motor Speedway
KW  - Case studies
KW  - Continuously reinforced concrete pavements
KW  - Pavement design
KW  - Racing
KW  - Reflection cracking
UR  - https://trid.trb.org/view/1263159
ER  - 

TY  - CONF
AN  - 01494491
AU  - Won, Moon C
AU  - Choi, Seongcheol
AU  - Nam, Jeonghee
AU  - International Society for Concrete Pavements
TI  - Behavior and Performance of Continuously Reinforced Concrete Pavement
PY  - 2008
SP  - pp 94-110
AB  - Continuously reinforced concrete pavement (CRCP) allows the concrete to form cracks to relieve stresses resulting from temperature and moisture variations. The cracks are held tight by longitudinal reinforcement. CRCP performance has been quite satisfactory in Texas and the Texas Department of Transportation (TxDOT) made it a policy to use CRCP when a rigid pavement is selected for a project. To further enhance CRCP performance, TxDOT sponsored several research studies; this paper presents the findings made so far. Extensive field evaluations found (1) almost no correlations between crack spacing and crack width, (2) crack widths decreasing over time, and (3) almost no changes in load transfer efficiencies at cracks between winter and summer. These findings contradict the hypotheses widely accepted in pavement research community. Existing punchout mechanisms were evaluated for their validity. It appears that other mechanisms are more prevalent. Many seeming punchouts are not truly structural distresses; rather, they are due to horizontal cracking at the mid-depth of the slab, which can be corrected by proper selection of materials and designs. Based on these findings, efforts are underway at TxDOT to improve design, material selection, and construction practices to further enhance the performance of CRCP.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Continuously reinforced concrete pavements
KW  - Cracking of concrete pavements
KW  - Field tests
KW  - Mechanical loads
KW  - Mix design
KW  - Pavement design
KW  - Pavement performance
KW  - Punchouts
KW  - Texas Department of Transportation
UR  - https://trid.trb.org/view/1263160
ER  - 

TY  - CONF
AN  - 01494490
AU  - Hall, Kathleen T
AU  - International Society for Concrete Pavements
TI  - Prediction of Spalling and Roughness in the Mechanistic-Empirical Pavement Design Guide
PY  - 2008
SP  - pp 134-152
AB  - This paper documents an assessment of the prediction of joint spalling and International Roughness Index (IRI) for jointed plain concrete pavements (JPCP) in the Mechanistic- Empirical Design Guide (MEPDG) report and software. The role of joint sealant type in the prediction of spalling is examined, as well as the sensitivity of predicted IRI to predicted spalling and other factors. Limitations of the predictive accuracy of the MEDG spalling and IRI models are detailed. Users of the MEPDG and its accompanying software should be aware of the inference space of the data from which these spalling and IRI models were developed, and the practical implications of using the MEPDG models to predict the effect of joint sealant type, joint spalling, climate, and other factors on roughness in jointed plain concrete pavements. The MEPDG software predicts essentially no spalling for joints with preformed sealant, but substantially more spalling – and exactly the same amount of spalling – for unsealed joints, hotpour- sealed joints, and silicone-sealed joints.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Joint sealers
KW  - Jointed plain concrete pavements
KW  - Mathematical prediction
KW  - Mechanistic-empirical pavement design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Rigid pavements
KW  - Roughness
KW  - Spalling
UR  - https://trid.trb.org/view/1263162
ER  - 

TY  - CONF
AN  - 01494489
AU  - Jain, R K
AU  - Gautam, Ashutosh
AU  - International Society for Concrete Pavements
TI  - Concrete pavement - initiatives in India
PY  - 2008
SP  - pp 37-53
AB  - This paper describes the Plain Cement Concrete Pavements being constructed in India in various climatic zones with temperature variations from 4oC to 47oC, annual rainfall from 500 mm to over 2,000 mm, with the relative humidity from 10% to 92%. The pavement construction is being executed with the most modern slip form pavers imported from USA and Germany on high traffic corridors and semi mechanised methods on village access roads. The pavers have built-in automatic dowel bar and tie bar inserters and auto float to iron out the surface irregularities. Pavements in a length of over 2000 km have been completed and opened to traffic. These are now under performance evaluation. A few case studies indicating projects, typical mix designs, problems faced and solutions attempted have been presented.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Case studies
KW  - Climatic regions
KW  - Concrete blocks
KW  - Concrete pavements
KW  - India
KW  - Mix design
KW  - Pavement design
UR  - https://trid.trb.org/view/1263155
ER  - 

TY  - CONF
AN  - 01494488
AU  - Hiller, Jacob E
AU  - Roesler, Jeffery R
AU  - International Society for Concrete Pavements
TI  - Comparison of Mechanistic-Empirical Thickness Design Methods and Predicted Critical Fatigue Locations
PY  - 2008
SP  - pp 171-188
AB  - With the use of mechanistic-empirical rigid pavement design methods becoming more widespread, it is important to note the differences of these methods in terms of their sensitivity to input parameters, conservativeness of the design thicknesses, and failure modes predicted. This study further demonstrated the sensitivity of input parameters such as joint spacing, shoulder type, traffic level, climatic location, and built-in curl level on the fatigue failure mechanisms predicted by several design methods. The use of widen lanes was also found to predict different fatigue failure mechanisms between design methodologies due to the assumptions of each method. An investigation into the sensitivity of the level of built-in curling showed that the thinnest design thickness does not necessarily occur with the absence of this parameter, but is minimized at a built-in curling level of approximately -6°C.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Failure
KW  - Location
KW  - Mathematical prediction
KW  - Mechanistic-empirical pavement design
KW  - Pavement design
KW  - Rigid pavements
KW  - Sensitivity
KW  - Thickness
UR  - https://trid.trb.org/view/1263351
ER  - 

TY  - CONF
AN  - 01494487
AU  - van Leest, Adrian J
AU  - van Hartskamp, Steef B
AU  - Meijer, Joep P R
AU  - International Society for Concrete Pavements
TI  - Decision support model for road pavements based on whole life costing, life cycle assessment and multi-criteria analysis
PY  - 2008
SP  - pp 1-16
AB  - In response to the growing importance of sustainable undertaking, purchasing and building, designers, consultants and pavement managers now tend to make more rational decisions than before when comparing the pros and cons of the construction, maintenance and management of various types of road pavements. Asphalt and concrete pavements offer specific advantages that need to be compared when selecting the most favourable option for long-life pavements. Financial decisions can be based on an analysis of whole life costs, but other important aspects are more difficult to quantify. Factors such as construction risks, the need for maintenance and its impact on accessibility, congestion, road user safety and energy emissions must be qualified and weighted when conducting a comprehensive comparison of pavement performance. A CROW (Microsoft Excel orientated computer program) study group has developed a decision support model that can be used to take into account economic, technical, environmental and other factors when selecting a certain type of road pavement. Besides the traditional road pavement materials that can be taken into account, also new materials like light-weight embankment materials, low temperature asphalt, steel fibre reinforced concrete and concrete with recycled aggregates are available in the materials database. The paper describes the methodology used and presents three examples of the model’s application in the Netherlands.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Decision support systems
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Multiple criteria decision making
KW  - Netherlands
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavements
KW  - Sustainable development
UR  - https://trid.trb.org/view/1263153
ER  - 

TY  - CONF
AN  - 01494486
AU  - Tayabji, Shiraz
AU  - Buch, Neeraj
AU  - Kohler, Erwin
AU  - International Society for Concrete Pavements
TI  - Precast Concrete Pavements: Current Technology and Future Directions
PY  - 2008
SP  - pp 17-36
AB  - Precast concrete pavement technologies have been looked into sporadically over the last 20 plus years. In the early years, the technology was looked into as a matter of technical curiosity, that is, to investigate if precast concrete pavement technology was technically feasible. No serious attempts were made then to fully develop the technology as a cost effective strategy and to implement the technology on a production basis. Now, as more mileage on the primary highway system and urban roadways are reaching maturity and need for timely pavement repair and rehabilitation becomes acute and urgent, highway agencies are looking at new/innovative technologies, including precast concrete pavement technologies, that will result in shorter lane closures and long-life pavements that are economical over the life cycle and do not require major interventions for repair or rehabilitation during their service life. Over the last ten years, significant developments have resulted in precast concrete pavement technologies and use of these technologies is becoming technically feasible and economically justifiable. This paper summarizes the current state of precast concrete pavement technology and provides a framework for advancing the technology in future years.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Precast concrete pavements
KW  - Service life
KW  - State of the practice
KW  - Technological innovations
UR  - https://trid.trb.org/view/1263154
ER  - 

TY  - CONF
AN  - 01494485
AU  - Delatte, Norbert
AU  - Miller, Daniel Ian
AU  - Mrkajic, Aleksandar
AU  - International Society for Concrete Pavements
TI  - Field Performance Evaluation of Pervious Concrete Pavements in Freeze-Thaw Environments
PY  - 2008
SP  - pp 212-225
AB  - Portland Cement Pervious Concrete (PCPC) has an excellent performance history in the Southeastern U.S., but until recently has seen little use in environments with significant freeze-thaw cycles. Therefore, assessment of actual field performance is important. This paper documents field observations and nondestructive testing results from PCPC sites located in the states of Ohio, Kentucky, Indiana, and Colorado. PCPC is a zero-slump, open graded material consisting of coarse aggregate, Portland cement, water, and admixtures. The main advantage of PCPC is the ability to control runoff and recharge ground water. It is most often used as a pavement for parking lots. Field performance depends on the quality of the mixture as well as proper control of construction and curing. In addition to field observations and nondestructive testing, laboratory testing was performed on cores removed from some of the test sites. For the most part, the PCPC installations have performed well in freeze-thaw environments with little maintenance.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Colorado
KW  - Evaluation
KW  - Field tests
KW  - Freeze thaw durability
KW  - Indiana
KW  - Kentucky
KW  - Ohio
KW  - Pavement performance
KW  - Porous pavements
KW  - Portland cement
KW  - Runoff
UR  - https://trid.trb.org/view/1263363
ER  - 

TY  - CONF
AN  - 01494484
AU  - McCracken, Jennifer K
AU  - Vandenbossche, Julie M
AU  - Asbahan, Rania E
AU  - International Society for Concrete Pavements
TI  - Effect of the MEPDG Hierarchal Levels on the Predicted Performance of a Jointed Plain Concrete Pavement
PY  - 2008
SP  - pp 153-170
AB  - The primary objective of this research effort is to investigate the impact of using different means of establishing each input (typical value, correlated value or measured value) on pavement design. First, a comparison was made of the design thickness obtained by using the 1993 American Association of State Highway and Transportation Officials (AASHTO) Design Guide with that using the Mechanistic Empirical Pavement Design Guide (MEPDG) developed under the National Cooperative Highway Research Program (NCHRP) 1-40 (ver. 1.0). It was shown that there can be a considerable difference in design thickness obtained using the 1993 AASHTO Design Guide compared to that of the MEPDG. The MEPDG was then used to determine the slab thickness while defining the input parameters using different input levels for a field test section. Finally, several parameters identified as critical inputs by other researchers based on the results of sensitivity analyses, were evaluated individually by determining the effect of different levels of input for one parameter at a time. The results of the study showed that the use of different levels of input can change the design thickness for this particular section of roadway by up to 51 mm (2 in).
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - AASHTO Design Guide
KW  - Mathematical prediction
KW  - Mechanistic-empirical pavement design
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement performance
KW  - Sensitivity analysis
KW  - Thickness
UR  - https://trid.trb.org/view/1263342
ER  - 

TY  - CONF
AN  - 01494483
AU  - Brink, Anna-Carin
AU  - Pickard, Kevin
AU  - International Society for Concrete Pavements
TI  - CRCP on the Ben Schoeman Freeway – No Alternative
PY  - 2008
SP  - pp 54-69
AB  - For the commuter traveling between Pretoria and Johannesburg, the name “Ben Schoeman” nowadays has become synonymous with traffic congestion and delays. Towards the end of the previous century, the Ben Schoeman was already the busiest road on the African continent with the Average Annual Daily Traffic on some road sections close to 150 000. For the South African Civil Engineer, however, the Ben Schoeman can be viewed from a totally different perspective as it is the only continuously reinforced concrete pavement (CRCP), of substance, in the country. The increasing traffic volume and a traveling public becoming more and more environmentally conscious, but intolerant to traffic delays, was only one of the issues facing the Engineers who, once again, had to develop an innovative long-lasting concrete pavement repair solution. Considerable research went into developing and testing rapid repair concrete mix designs as the worldwide philosophy on freeways is: Get in, get out and stay out. The CRCP has proven to be a low-cost high-benefit solution with only 0.2% of the pavement surface area requiring local repair work after nearly 20 years of service. The paper gives an overview of the history of the Ben Schoeman, the investigation into the CRCP over a number of years and the fast track concrete repair measures implemented during a recent repair contract. A comparison is made between the behavior of the CRCP and that of jointed concrete pavements (JCP) over time.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Case studies
KW  - Continuously reinforced concrete pavements
KW  - Freeways
KW  - Johannesburg (South Africa)
KW  - Mix design
KW  - Pavement maintenance
KW  - Pretoria (South Africa)
UR  - https://trid.trb.org/view/1263157
ER  - 

TY  - CONF
AN  - 01494482
AU  - Haider, Syed Waqar
AU  - Buch, Neeraj
AU  - Chatti, Karim
AU  - International Society for Concrete Pavements
TI  - Evaluation of M-E PDG for Rigid Pavements—Incorporating the State-of-the-Practice in Michigan
PY  - 2008
SP  - pp 111-133
AB  - The adoption and implementation of the Mechanistic-Empirical Pavement Design Guide (M-E PDG) by various state highway agencies requires validation and calibration of its performance models. However, to facilitate the use of the guide, sensitivity analyses are warranted as a preliminary step. Such an analysis will identify significant input variables required for the design process. The results from the sensitivity analysis will also highlight the needs for resources required to quantify the input variables. Subsequently, the calibration of performance models will assist the state highway agencies to customize the design process to reflect local practices. This paper highlights the evaluation of the current performance models for jointed plain concrete pavements (JPCP) for the state of Michigan. The sensitivity analyses involved: (a) preliminary sensitivity—one variable at a time, (b) detailed analysis—full factorial. Both analyses reflect the local design and construction practices in Michigan. The purpose of the preliminary sensitivity investigation was to prepare a short-list of significant variables. The abbreviated variables were further refined based on engineering judgment and local practices while levels of the significant variables were selected based on the local design practices. In the detailed analysis, the full factorial multivariate analyses were conducted to highlight both main and interaction effects between input variables on rigid pavement performance. Finally, it is highlighted that the interactions among input variables play an important role while interpreting the pavement performance from the design perspective.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Jointed plain concrete pavements
KW  - Mechanistic-empirical pavement design
KW  - Michigan
KW  - Pavement joints
KW  - Pavement performance
KW  - Rigid pavements
KW  - Sensitivity analysis
KW  - State of the practice
UR  - https://trid.trb.org/view/1263161
ER  - 

TY  - CONF
AN  - 01494481
AU  - Beeldens, A
AU  - Vijverman, L
AU  - International Society for Concrete Pavements
TI  - Water pervious concrete pavement blocks: durable structures for an integrated water policy
PY  - 2008
SP  - pp 189-201
AB  - Water pervious pavement blocks are a durable and ecological solution to prevent water run off, to minimize the risk of flooding and to increase the efficiency of water purification. The application of water pervious pavement blocks on a permeable base and/or sub base allows buffering of the rainwater in the structure and infiltration or retarded outflow to the ground or infiltration system. This paper presents the results of a research project, conducted at the Belgian Road Research Center (BRRC) during 4 years. The efficiency of water buffering and infiltration in relation to the choice of material is investigated in the laboratory, on a test parking lot and on site. To allow a good choice of the materials and the application site and to control the efficiency on site, different test methods are optimized. Results for different types of concrete pavement blocks (pervious blocks, blocks with enlarged joints or drainage holes), different types of base layer (hydraulic bounded or unbounded materials) and different types of sand layer and jointing materials are looked at. Finally this paper focuses on several applications in Belgium, where measurements have shown a good behavior of the structure and a good durability of the permeability. Data from newly constructed projects, as well as projects in use for more than eight years are presented.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Belgium
KW  - Concrete blocks
KW  - Environmental impacts
KW  - Environmental policy
KW  - Infiltration
KW  - Porous pavements
KW  - Runoff
KW  - Test procedures
UR  - https://trid.trb.org/view/1263354
ER  - 

TY  - CONF
AN  - 01494480
AU  - Debroux, Raymond
AU  - Jasienski, Andre
AU  - International Society for Concrete Pavements
TI  - RN61 – Mons – Tournai Road – Bury Braffe Section: A modest renovation becoming a long life pavement
PY  - 2008
SP  - pp 70-78
AB  - The Mons Highways Department has been researching and applying cement concrete road pavements for several decades, and one outcome of this is a particularly remarkable section of roadway which, after almost 40 years, still provides all the required characteristics of stability, comfort, and safety, in return for very low maintenance costs. In 1968, the state of the road, of which the pavement consisted of either simple cobblestones or cement concrete slabs, with no base layer, was quite appalling. The conditions for an experimental rehabilitation, consisting of laying a continuously reinforced concrete pavement (CRCP) overlay over a length of 3 km, were defined jointly with the Belgian Road Research Centre (BRRC) and the Cement Industry Research Centre. This overlay was divided into 6 sections, all with different reinforcement characteristics. In 1996, in other words almost 30 years after this work had been carried out, a few localised repairs were carried out and the road, which by then had become regional highway N50, was covered with RUMG, an ultra-thin bituminous granular overlay 2 cm thick. This paper describes all the technical aspects of this project, the relevance of which is then examined using the design software designed in recent years by the Highways Maintenance and Transport Department of the Walloon Region, an application of which was presented at the 8th Colorado Springs Conference in 2005.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Belgium
KW  - Case studies
KW  - Concrete overlays
KW  - Continuously reinforced concrete pavements
KW  - Pavement maintenance
KW  - Perpetual pavements
UR  - https://trid.trb.org/view/1263158
ER  - 

TY  - CONF
AN  - 01494424
AU  - Bendana, Luis Julian
AU  - Ambrosino, Joel
AU  - Sargand, Shad
AU  - International Society for Concrete Pavements
TI  - Evaluation of Rigid Pavement Rehabilitation Methods on I-86
PY  - 2008
SP  - pp 516-542
AB  - Experimental sections on Interstate 86 (I-86) in New York State were constructed and instrumented to evaluate the effectiveness of using various fracturing treatments applied to existing pavement before constructing unbonded concrete overlays. The treatments were untreated pavement, rubbilized pavement, and cracked and seated pavement. In each treatment, four slabs were instrumented with Linear Variable Differential Transformers (LVDTs), Vibrating Wire (VW) strain gauges, and Thermocouples (TCs) to collect long-term environmental data, and micromeasurement strain gauges to collect dynamic response data. A Weigh-in- Motion (WIM) unit and a weather station provided supplemental data on traffic and environmental conditions. Environmental data were recorded hourly and used to determine thermal effects on slab shape, strain, and stress. Dynamic response data were collected during nondestructive testing with falling weight deflectometers (FWD) in July 2006, November 2006, and March 2007. A comparison of the environmental effects on the slabs over the three treatments suggests that the untreated section experiences the largest strains and stresses, and is thus more likely to be subject to future distress in the form of topdown cracking. The dynamic response data were comparable for all sections, with the strains the least in the untreated section. However, the maximum dynamic strains were generally much lower than the maximum environmental strains, suggesting that the environmental factors will be more important in determining the relative longevity of the pavement over each treatment.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Bituminous overlays
KW  - Crack and seat treatment
KW  - Cracking of concrete pavements
KW  - Environmental impacts
KW  - New York (State)
KW  - Nondestructive tests
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Rigid pavements
KW  - Test sections
UR  - https://trid.trb.org/view/1263102
ER  - 

TY  - CONF
AN  - 01494422
AU  - Gupta, Akhil
AU  - International Society for Concrete Pavements
TI  - Construction of Cement Concrete Pavement - A Case Study
PY  - 2008
SP  - pp 575-590
AB  - This paper brings out highlights of the execution of cement concrete pavement including management of plants & equipment, materials, manpower, quality control and overall logistics. It also attempts to bring out some critical observations that were made during the execution and after the opening of pavement to traffic. Some causes of failure/defects of cement concrete pavements are also identified.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete pavements
KW  - Concrete plants
KW  - Equipment
KW  - India
KW  - Materials
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Quality control
KW  - Rigid pavements
UR  - https://trid.trb.org/view/1263106
ER  - 

TY  - CONF
AN  - 01494419
AU  - Kazmierowski, Tom
AU  - Chan, Susanne
AU  - Uzarowski, Ludomir
AU  - International Society for Concrete Pavements
TI  - CPR Techniques in Canada - 18 Years of Performance Experience
PY  - 2008
SP  - pp 501-515
AB  - In the summer of 1989, the Ministry of Transportation of Ontario (MTO) undertook the rehabilitation of an exposed concrete pavement exhibiting various distress manifestations. Highway 126 in Southwestern Ontario is a four-lane divided arterial with 22,000 annual average daily traffic (AADT) and 9.6% commercial traffic in year 2000. The existing pavement constructed in 1963 consisted of 230 mm mesh reinforced Portland Cement Concrete (PCC) pavement with dowelled joints at a spacing of 21.3 m. The rehabilitation of the highway in the northbound lanes consisted of using the latest concrete pavement restoration (CPR) techniques, material specifications and construction methods. The rehabilitation techniques included full depth repair, partial depth repair, diamond grinding and joint sealant replacement on the northbound lanes which had experienced moderate deterioration. The southbound lanes received a 180 mm thick plain jointed unbonded PCC overlay to address the severe 'D' cracking and spalling at all the joints and cracks. This paper will discuss the eighteen-year evaluation of this rehabilitated pavement in terms of smoothness measurement using California Profilograph, roughness measurements using the Automatic Roughness Analyzer (ARAN), frictional resistance measured with the American Society for Testing and Materials (ASTM) brake-force trailer, and Pavement Condition Ratings. Overall, the eighteen-year performance of the rehabilitated concrete pavements has been good with acceptable levels of ride quality, frictional resistance and distress propagation.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete overlays
KW  - Concrete pavements
KW  - Four lane highways
KW  - Joint sealing
KW  - Ontario (Province)
KW  - Pavement joints
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Roughness
KW  - Smoothness
UR  - https://trid.trb.org/view/1263099
ER  - 

TY  - CONF
AN  - 01494413
AU  - Vorobieff, George
AU  - Donald, Gavin
AU  - International Society for Concrete Pavements
TI  - A Safe Highway Driving Surface Using an Open Graded
Concrete
PY  - 2008
SP  - pp 720-739
AB  - The use of open graded asphalt wearing courses for highway pavements is established technology but the opportunities to use a similar cementitious based surface type for concrete pavements has been limited by material technology and costs. Research work in Australia using new generation concrete admixtures and placing techniques has allowed the development of a stiff open graded concrete material which is expected to meet the same durability requirements as standard concrete used for roads. Open graded surface textures absorb vehicle noise emissions and minimise water film build up during rain events, thus resulting in quieter and safer driving conditions. In addition, experience has shown that high void contents at the surface assist in reducing water spray generation and glare reflection. This paper details the laboratory mix design test results and three field trials using hand placing techniques to define the limits of a wet on wet construction process. The concrete developed in the trials has high compressive strength with air voids in the range of 20 to 30%. The next stage in the development of the open graded concrete surfacing is in the use of mechanised placing techniques to make the process cost competitive to other asphalt alternatives and yet meet similar durability requirements to those currently expected in concrete road surfaces over a 40 year design period.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Admixtures
KW  - Australia
KW  - Compressive strength
KW  - Durability
KW  - Field tests
KW  - Laboratory tests
KW  - Mix design
KW  - Porous pavements
KW  - Void ratios
UR  - https://trid.trb.org/view/1263112
ER  - 

TY  - CONF
AN  - 01494408
AU  - Bordelon, Amanda
AU  - Roesler, Jeffery
AU  - International Society for Concrete Pavements
TI  - Behavior of Concrete Mixtures in Ultra-Thin Whitetopping
Composite Pavements
PY  - 2008
SP  - pp 591-607
AB  - Ultra-thin whitetopping (UTW) is an alternative pavement rehabilitation option to asphalt concrete overlays. UTW is typically a concrete overlay less than 5 inches thick on an existing distressed asphalt pavement. A research project was recently finished to refine the current UTW design methods and develop new recommendations for improved UTW performance. As part of this project, a laboratory study investigated various concrete mixture effects on UTW performance. Seven mixture designs containing various water to cementitious materials (w/cm) ratios, cementitious content, discrete fiber-reinforcement content, and two coarse aggregate types were studied. A composite beam test (concrete placed on an existing asphalt beam) was developed to predict the composite section behavior in the laboratory. For this small-scale 2D testing, the results were not as dramatic as expected between the different concrete mixtures. However, the fiber-reinforcement, which increased the total fracture energy of concrete, demonstrated improvement in the load carrying capacity after initial cracking. The concrete mixture design alone was not the sole indicator of the UTW performance. Higher strength concrete mixtures can fracture just as rapidly as normal strength concrete if the UTW exhibits debonding. It is recommended that structural fibers be added to the concrete to extend the performance life of the rehabilitated pavement, especially in the presence of existing asphalt cracks and potential interface debonding.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Composite pavements
KW  - Concrete overlays
KW  - Concrete pavements
KW  - Laboratory studies
KW  - Mix design
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Whitetopping
UR  - https://trid.trb.org/view/1263108
ER  - 

TY  - CONF
AN  - 01494406
AU  - Kuo, Chen-Ming
AU  - Lai, Yi-Chen
AU  - International Society for Concrete Pavements
TI  - Study of Features of Numerical Simulation of Falling
Weight Tests on Rigid Pavements
PY  - 2008
SP  - pp 639-646
AB  - Falling Weight Deflectometer (FWD) produces pavement responses upon an impact by a falling weight drop. The responses serve as inputs of backcalculation procedures to calculate the structural parameters for pavement evaluation. Many simulations were developed by imposing the impact force on pavement model neglecting the falling mass. This study investigated the effects of falling mass on FWD simulations, which were conducted with a finite element analysis package. Various falling heights, damping of rubber pads, and falling masses were considered to reveal the significance of these factors on pavement responses. The preliminary results show that falling mass may be ignored in FWD simulations as long as the time history of impact force is correctly recorded and used for general FWD simulations. The damping of underlying materials is significant in dynamic responses.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Backcalculation
KW  - Dynamic structural analysis
KW  - Falling weight deflectometers
KW  - Finite element method
KW  - Mass
KW  - Pavement performance
KW  - Resistance (Mechanics)
KW  - Rigid pavements
KW  - Simulation
UR  - https://trid.trb.org/view/1263113
ER  - 

TY  - CONF
AN  - 01494405
AU  - Braam, C Rene
AU  - van Leest, Adrian J
AU  - van Hartskamp, Steef B
AU  - Jurriaans, George
AU  - van der Steen, Corne A
AU  - Stet, Marc J A
AU  - International Society for Concrete Pavements
TI  - Fibre Concrete Mixes in Road Pavements: In Between Plain and Reinforced Concrete ?
PY  - 2008
SP  - pp 608-618
AB  - Fibrous concrete has a history in pavements. In the 1980s fibrous concrete became popular thanks to options such as reduced pavement thickness and increased joint distances. Unfortunately, not all promises were kept and the fibrous concrete ‘silently’ disappeared from the pavement construction scene. However, in industrial floor construction research continued and new concrete mixes containing different types of new steel fibres were developed. Design guidelines were developed to harmonize structural design rules. The track record in industrial floors with steel fibres has become sound. Over the years, the new fibrous concrete returned to pavements. Several successful projects were constructed and at the instigation of the developers of these mixes a working group for the investigation of fibrous concrete was formed by the Dutch Technology Platform for Transport, Infrastructure and Public Space (CROW). A team of steel fibre producers, concrete experts, researchers and contractors had the task to evaluate the performance of recently constructed pavements. The study may lead to recommended practices for the application of fibrous concrete in the Netherlands. The paper elaborates on the fibrous mixes currently in use and presents the results of recently constructed projects.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Continuously reinforced concrete pavements
KW  - Fiber reinforced concrete
KW  - Netherlands
KW  - Pavement performance
KW  - Steel fibers
UR  - https://trid.trb.org/view/1263110
ER  - 

TY  - CONF
AN  - 01494404
AU  - Nejad, Fereidoon Moghaddas
AU  - Ghafari, Sepehr
AU  - International Society for Concrete Pavements
TI  - Numerical Analysis of Concrete Overlays on Flexible Pavements
PY  - 2008
SP  - pp 647-658
AB  - Due to the proven durability and long-term performance of Portland cement concrete (PCC) surfaces, rehabilitation of hot-mix asphalt (HMA) pavements with PCC overlays has been widely considered in the past 15 years (Cable 2005). In this study, a number of finite element models of conventional HMA pavements overlaid by a jointed plain concrete pavement (JPCP) were analyzed to measure and assess the effects of asphalt layer and concrete slab thickness variations, as well as changes in the asphalt layer and subgrade mechanical properties, on the service life of the overlaid pavement.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Concrete overlays
KW  - Finite element method
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Mechanical properties
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Subgrade (Pavements)
KW  - Thickness
UR  - https://trid.trb.org/view/1263114
ER  - 

TY  - CONF
AN  - 01492995
AU  - International Society for Concrete Pavements
TI  - 9th International Conference on Concrete Pavements: The Golden Gate to Tomorrow's Concrete Pavements
PY  - 2008
SP  - v.p.
AB  - This conference was targeted at pavement, materials, and geotechnical engineering professionals who are involved in all aspects of concrete pavement design, construction, testing and evaluation, and rehabilitation.  The conference was organized into 21 Sessions: Session 1: Pavement Research Programs, Initiatives and Policies; Session 2: CRCP Design, Practice and International Experiences; Session 3: M-E Pavement Design Procedures – Evaluation and Comparisons; Session 4: Pervious Concrete Pavements; Session 5: Analysis of PCC Pavement Response; Session 6: Admixtures and Concrete; Session 7a: Low-Volume Road Design and Performance; Session 7b: Permeable Bases; Session 8: PCC in Airfield Applications; Session 9a: Pavement Scanning Equipment; Session 9b: Dowel Bar Alignment; Session 10: Concrete Pavement Rehabilitation and Restoration; Session 11a: Construction; Session 11b: Fiber-reinforced Concrete Pavements; Session 12: Pavement Analysis and Performance Prediction; Session 13: Pavement Ride Quality and Safety; Session 14: Pavement Behavior and Modeling; Session 15: Topics in Pavement Materials; Session 16: Thin Concrete Paving; Session 17: Design Methods and Considerations; Session 18: Innovations in CRCP Design and Construction.
U1  - 9th International Conference on Concrete PavementsInternational Society for Concrete PavementsFederal Highway AdministrationAmerican Concrete Pavement AssociationSan Francisco,California,United States StartDate:20080817 EndDate:20080821 Sponsors:International Society for Concrete Pavements, Federal Highway Administration, American Concrete Pavement Association
KW  - Admixtures
KW  - Airport runways
KW  - Alignment
KW  - Alternatives analysis
KW  - Concrete bases
KW  - Concrete construction
KW  - Concrete pavements
KW  - Conferences
KW  - Continuously reinforced concrete pavements
KW  - Design practices
KW  - Dowels (Fasteners)
KW  - Evaluation and assessment
KW  - Fiber reinforced concrete
KW  - Innovation
KW  - Low volume roads
KW  - Mechanistic-empirical pavement design
KW  - Overlays (Pavements)
KW  - Pavement design
KW  - Pavement performance
KW  - Paving
KW  - Porous pavements
KW  - Rehabilitation (Maintenance)
KW  - Research
KW  - Ride quality
UR  - https://trid.trb.org/view/1262469
ER  - 

TY  - CONF
AN  - 01478233
AU  - Hummer, Joseph E
AU  - Jagannathan, Ram
AU  - Transportation Research Board
TI  - An Update on Superstreet Implementation and Research
PY  - 2008
SP  - 13p
AB  - Superstreets are promising solutions for arterials. They have the potential to move more vehicles efficiently and safely through the same amount of pavement as conventional arterials, at-grade, with minimal disruptions to the surrounding environment and businesses. A superstreet works by redirecting left turn and through movements from side streets. Instead of allowing those to be made directly through a two-way median opening, as in conventional design, a superstreet sends those movements to a one-way median opening 800 feet or so downstream. Besides safety, capacity, and travel time, another profound change provided by a superstreet is in progression. With a superstreet, the signals that control one direction of the arterial can operate independently from the signals that control the other direction. This means that a superstreet can operate like a pair of one- way streets, and that perfect progression is possible at any speed with any signal spacing. This is an extraordinary capability; conventional arterials cannot approach this efficiency even with excruciating control of accesses and signal installations. The superstreet concept was developed in the early 1980s. Maryland and North Carolina have led the world in superstreet development. The North Carolina Department of Transportation (NCDOT) built its first superstreet in a rural area as a safety countermeasure in 2000. The NCDOT opened its first signalized version in a suburban area in June 2006. The NCDOT has also adopted the superstreet as an appropriate design for important segments of its Strategic Highway Corridor system. Maryland has had “j-turn” intersections in place since the early 2000s. The purpose of this paper is to provide an update on recent work on superstreets. The paper concentrates on safety and reviews the performance of several recent superstreet installations in North Carolina and Maryland. The first superstreets have generally performed well. The rural applications in Maryland, in particular, have led to dramatic safety improvements. A rural superstreet application in NC has resulted in modest safety gains, and a signalized suburban application in NC has resulted in a collision rate below the statewide average for that type of roadway. The paper briefly reviews other experiences with superstreets. In general, agencies looking for alternatives for miserable stretches of arterial will benefit from learning about the experience with superstreets in North Carolina and Maryland.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Countermeasures
KW  - Highway safety
KW  - Maryland
KW  - North Carolina
KW  - Performance measurement
KW  - Signalization
KW  - Superstreets
KW  - Travel time
UR  - http://www.accessmanagement.info/AM08/AM0807Hummer/AM0807Hummer.pdf
UR  - https://trid.trb.org/view/1247282
ER  - 

TY  - CONF
AN  - 01478226
AU  - Connelly, John
AU  - Hoel, Lester
AU  - Miller, John
AU  - Transportation Research Board
TI  - Criteria for Selecting Access Management Performance Measures
PY  - 2008
SP  - 13p
AB  - An access management program requires state and local planners to work with land developers, elected officials, and the general public. For the program to be successful, all interested parties must understand its goals, and they must be able to quickly determine whether these goals are being met. A set of performance measures may help decision makers understand the effects of an access management program and enable them to evaluate, and thus improve, this program while it is underway. For a performance measure to communicate the progress of a program effectively, it must meet four criteria: (1) be easily understood, (2) be feasible to implement, (3) be responsive to different alternatives, and (4) be under the control of the agency administering the program. Three candidate performance measures evaluated using these criteria are: (1) the average crash rate for a highway segment, (2) the average number of conflict points for a highway segment, and (3) the locality’s inclusion of access management in its comprehensive plan. No performance measure met all four criteria, but by applying these performance measures to three roadway segments in Virginia, it was possible to determine their strengths and weaknesses. To evaluate criterion one, a survey is being conducted to determine which performance measures are most easily understood. Therefore, only the remaining three criteria were evaluated for this paper. The average crash rate met the second criterion well, but fared less favorably for the third and fourth criteria. The number of conflict points performed worse for the second criteria, but better for the third and fourth. The locality’s inclusion of access management performed the worst for all three criteria.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Crash rates
KW  - Evaluation and assessment
KW  - Land use planning
KW  - Performance measurement
KW  - Virginia
UR  - http://www.accessmanagement.info/AM08/AM0802Connelly/AM0802Connelly.pdf
UR  - https://trid.trb.org/view/1246302
ER  - 

TY  - CONF
AN  - 01478203
AU  - Jones, Michelle
AU  - Transportation Research Board
TI  - Assessing Development Impacts from Transportation Infrastructure Alternatives that Vary from Local Land Use Plans: A Look at the ICC Alternatives Assessment Methodology
PY  - 2008
SP  - 15p
AB  - The purpose of this paper is to discuss the following: (1) The process of performing an Indirect and Cumulative Effects (ICE) Analysis; (2) Factors that make this particular ICE Analysis unique; (3) The role that a Geographic Information System (GIS) played; and (4) The different effects that could occur based on the proposed alternatives This ICE Analysis was performed for the Intercounty Connector Project, located in portions of Montgomery and Prince George’s County, just outside of Washington DC. The proposed six-lane roadway would span approximately 20 miles from I-270 to I-95. Two build alternatives (Corridor 1 and Corridor 2) where evaluated as part of this analysis along with the No-Action alternative. Corridor 1 or the southern alternative extends approximately 18 miles from I-370/I-270 near the Shady Grove Metrorail Station to I-95 and US 1 south of Laurel. Approximately 16 of the 18 miles are located in Montgomery County and approximately 2 miles are in Prince George’s County. Corridor 1 is consistent with local master plans. Corridor 2 or the northern alternative extends approximately 20 miles from I-370/I-270 near the Shady Grove Metrorail Station to I-95/US 1 south of Laurel. Approximately 16 of the 20 miles are located in Montgomery County and approximately 4 miles are in Prince George’s County (Figure 1). Corridor 2 is not consistent with local master plans.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Geographic information systems
KW  - Infrastructure
KW  - Intercounty Connector (Maryland)
KW  - Land use planning
KW  - Maryland
KW  - Transportation planning
UR  - http://www.accessmanagement.info/AM08/AM0812Jones/MicheleJonesICC%20ICE%20Analysis%20for%20AM%20-%20New.pdf
UR  - https://trid.trb.org/view/1247290
ER  - 

TY  - CONF
AN  - 01478194
AU  - Dixon, Karen K
AU  - Van Schalkwyk, Ida
AU  - Layton, Robert
AU  - Transportation Research Board
TI  - Driveways, Parking, Bicycles, and Pedestrians: Balancing Safety and Efficiency
PY  - 2008
SP  - 31p
AB  - Many roadways located in urban areas, especially dense commercial areas, are subjected to on-street and adjacent off-street parking demands; however, local access via driveways is an essential component of these complex urban corridors. Vehicles entering and exiting these driveways and the interaction of these vehicles with parked cars, other moving motorized vehicles, bicycles, and pedestrians present challenges for a safe and efficient roadway corridor. The location and design of these driveways, together with parking and bicycle facilities, generate sight distance challenges that impact both pedestrian and bicyclists. The application of various access management strategies at driveways has direct implications for pedestrians and bicyclists. This paper investigates the type and nature of impacts, including conflicts, sight distance, operations, and safety at driveway locations as they impact pedestrians, bicyclists and drivers. Conflicts, safety and relative speed between vehicles and pedestrians are used to show the impact on pedestrians of various access management techniques at driveways. The paper also analyses appropriate design geometrics to provide adequate sight distance for safety at driveways with and without bicycle lanes. Parked vehicles often obstruct the driver’s view of legally approaching motor vehicles and bicycles. In many locations, vehicles exiting driveways must edge out into the active travelway before the driver has an unobstructed view. Examples of good driveway placement and design are used to illustrate how these potentially hazardous ingress-egress locations can be safely addressed. Examples of undesirable situations are also critiqued to explain the nature of the operational and safety problems. Scenario situations of driveways with various geometric configurations, operational conditions, and on-street parking layouts are analyzed and evaluated. These demonstrate the relationship between sight distance, speed, on-street parking, and the lateral placement of sidewalks and landscape buffers. The impacts of access management techniques affecting pedestrians at driveways are generally determined to be beneficial. For most techniques, there are fewer conflict points between motor vehicles and pedestrians at driveway locations, and these conflict points are more widely separated than at locations where access management techniques have not been applied. Also, the number of conflicts and relative speeds between motor vehicles and pedestrians are reduced by most access management techniques. The driveway locations and design analysis demonstrates the value of bicycle lanes in providing enhanced sight distance. Current practices permit the longitudinal placement of on-street parking too close to driveways. Roads with bike lanes should exclude on-street parking when speeds exceed 30 mph so as to provide adequate sight distance without creating sporadic on-street parking spacing. Roads that do not have bike lanes present should exclude on-street parking when speeds exceed 25 mph.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Bicycle lanes
KW  - Driveways
KW  - Geometric design
KW  - Highway safety
KW  - On street parking
KW  - Pedestrians
KW  - Sight distance
KW  - Urban areas
UR  - http://www.accessmanagement.info/AM08/AM0804Dixon/AM0804Dixon.pdf
UR  - https://trid.trb.org/view/1247276
ER  - 

TY  - CONF
AN  - 01478178
AU  - Schultz, Grant G
AU  - Braley, Kordel T
AU  - Boschert, Tim
AU  - Transportation Research Board
TI  - Prioritizing Access Management Implementation
PY  - 2008
SP  - 16p
AB  - Traffic volumes and congestion continue to increase on arterial roads. As such the safety and performance of these roads is a continual concern. Transportation systems must be evaluated on an ongoing basis to ensure that people and goods can be moved as efficiently and safely as possible. Safety and performance indices provide a method to numerically measure given data about a system so that comparisons and rankings on safety and performance can be made as objectively as possible. One of the sets of tools that have proven successful in improving the safety and efficiency of arterial roads are access management techniques. To determine which roads can most benefit by the implementation of access management techniques, a prioritization process was developed to guide decision makers in the implementation process. Recommendations were given in the form of a decision tree classifying existing or future road segments into subcategories based on volume, signal spacing, adjacent land use, and other criteria. The objective of this paper is to document the steps followed to develop the prioritization process based on principles of performance indices that can be utilized to target arterial roads that would benefit from access management techniques and principles. Utilizing the results of the research, decision makers can better determine which sections of roadway can benefit from controlling driveway access, installing raised medians, providing future planning, or looking to a solution other than access management.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Decision trees
KW  - Highway safety
KW  - Implementation
KW  - Land use planning
KW  - Raised medians
KW  - Traffic congestion
KW  - Traffic volume
UR  - http://www.accessmanagement.info/AM08/AM0803Schultz/AM0803Schultz.pdf
UR  - https://trid.trb.org/view/1247273
ER  - 

TY  - CONF
AN  - 01478163
AU  - Plazak, David
AU  - Albrecht, Chris
AU  - Bartz, Beth
AU  - Braun, Carolyn
AU  - Garwood, Kate
AU  - Transportation Research Board
TI  - Minnesota Trunk Highway 10 Anoka County Business Stakeholder Involvement Process
PY  - 2008
SP  - 19p
AB  - Trunk Highway 10 (TH10) is a major arterial roadway connecting the Minneapolis/St. Paul and St. Cloud metropolitan areas in Minnesota. TH10 (signed as US Highway 10) runs parallel to Interstate 94 along this entire route, but the two are separated by the Mississippi River; river crossings are limited. The TH10 corridor is developing rapidly as suburban growth radiates rapidly outward to the Northwest from Minneapolis/St. Paul. The highway is a freeway from its junction with Interstate 35W and for several miles to the northwest toward St. Cloud. But at the City of Anoka, it becomes a multilane expressway with at-grade intersections and some nearly direct accesses for commercial businesses. An overall planning study for the corridor completed in January 2002 recommended major capacity increases along the TH10 corridor, particularly in the Anoka area, where there is clearly a traffic bottleneck. One possibility for increasing capacity is an upgrade of part of TH10 from an expressway to a freeway with full access control and interchanges rather than at-grade intersections. This sort of conversion typically raises the hackles of commercial businesses and land developers alike. During 2006 and 2007, a team of consultants, local governments, and the Minnesota Department of Transportation (MnDOT) collaborated on a detailed planning study and stakeholder involvement process for a one-mile long section of TH10 through the City of Anoka. This planning process included tasks designed to understand the needs of commercial businesses along the study corridor and to directly involve them in the design and evaluation of project alternatives for the corridor. The process involved the development of a corridor economic profile, a business inventory and classification study to determine the businesses most likely to be impacted by access changes, a set of detailed business interviews, a business forum, and a business-oriented design charette. The entire process was designed to understand the concerns of business, educate them, and also to fully engage them in the planning process. The results of this process led to significant modifications in the original project alternative concepts and a surprising lack of local business and citizen objections to freeway conversion alternatives. The freeway design alternatives would involve significant changes in roadway access for businesses adjacent to the corridor, including the elimination of all direct commercial accesses from the roadway mainline. Yet, the majority of businesses were supportive of the selected project alternative—a freeway—at the end of the process.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Arterial highways
KW  - Bottlenecks
KW  - Geometric design
KW  - Highway capacity
KW  - Highway planning
KW  - Interchanges
KW  - Minnesota
KW  - Stakeholders
UR  - http://www.accessmanagement.info/AM08/AM0806Plazak/AM0806Plazak.pdf
UR  - https://trid.trb.org/view/1247281
ER  - 

TY  - CONF
AN  - 01478154
AU  - Nesbitt, Rob
AU  - Transportation Research Board
TI  - Tying Transportation Improvements, Future Land Use, Access Management and Zoning Regulations Together for Successful Implementation
PY  - 2008
SP  - 6p
AB  - The need for transportation improvements is directly tied to traffic generated by changes in types of uses and the intensity of uses in a community. The development of new or more intense uses creates traffic and, depending on the capacity of the existing road system, congestion. This leads to the need for road improvements. These improvements provide additional road capacity, attracting additional development. As development fills in, demand is generated for more intense land uses. The change in land use mix and traffic conditions become less desirable and some land uses decide to move elsewhere. The relocation of land uses can lead to road capacity being left underutilized and the cycle continues. So, how can this cycle be changed? How we plan our communities’ future land uses is the starting point. A community plans for changes to its future land uses through its master plan. How land develops influences the transportation options available to a community (motorized, nonmotorized, transit). The types and density of various uses will have a direct impact on traffic volumes along various roads, but often there is little regard given to this relationship. This is especially true in the Midwest, where land use decisions are made at the local level, transportation decisions are usually made by county and state agencies, and there is little coordination between the lower and upper tiers of government. In parts of the country where regional planning is stronger, there is a greater ability to coordinate land use and transportation decisions.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Highway capacity
KW  - Land use planning
KW  - Traffic congestion
KW  - Traffic volume
KW  - Transportation planning
KW  - Zoning
UR  - http://www.accessmanagement.info/AM08/AM0812Nesbitt/AM0812Nesbitt.pdf
UR  - https://trid.trb.org/view/1247292
ER  - 

TY  - CONF
AN  - 01478136
AU  - Johnson, Mark T
AU  - Isebrands, Hillary N
AU  - Transportation Research Board
TI  - Access Management Considerations for High Capacity Multi-Lane Roundabout Design and Implementation
PY  - 2008
SP  - 16p
AB  - Roundabouts are compatible with many access management principles. The operational characteristics differ from signalized intersections in many substantial ways. This allows for more flexibility that can be of significant benefit when balancing the competing objectives of roadway safety, capacity, and access needs of existing and or proposed land uses. This paper explores examples of the different opportunities that roundabouts can provide and the effects on how the transportation infrastructure is planned and designed. It specifically addresses business access into and near roundabouts, roundabouts in series, and other access management issues compatible with roundabouts in redevelopment, new development and urban constrained environments.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Design capacity
KW  - Highway capacity
KW  - Highway safety
KW  - Implementation
KW  - Land use planning
KW  - Multilane highways
KW  - Roundabouts
UR  - http://www.accessmanagement.info/AM08/AM0804Johnson/AM0804Johnson.pdf
UR  - https://trid.trb.org/view/1247274
ER  - 

TY  - CONF
AN  - 01478132
AU  - Gattis, J L
AU  - Transportation Research Board
TI  - Geometric Design of Driveways Update
PY  - 2008
SP  - 16p
AB  - NCHRP Project 15-35, Geometric Design of Driveways, is currently underway. After considering a number of possible options, the project oversight panel decided to focus project resources on the following issues related to driveway connections with public roadways. (1) Identify vertical geometry that will cause the underside of a vehicle to drag. (2) Determine the effects of different vertical geometries on the speeds and exposure times of vehicles entering driveways. To examine the first issue, the research team measured and analyzed the underclearance dimensions of selected vehicles, and measured existing driveways with obvious scrapes from vehicle underbodies. For the second issue, the research team measured speeds and elapsed travel times of vehicles entering driveways with either relatively flat, moderate, or steep grades. The findings are expected to help answer some of the questions raised by those concerned about deceleration and speed differential of vehicles entering a driveway, or concerned about pedestrians’ and bicyclists’ exposure to turning vehicles. This paper discussed the current state of the project.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Deceleration
KW  - Driveways
KW  - Geometric design
KW  - Highway grades
KW  - Pedestrians
KW  - Speed
KW  - Travel time
KW  - Underbodies
UR  - http://www.accessmanagement.info/AM08/AM0804Gattis/AM0804Gattis.pdf
UR  - https://trid.trb.org/view/1247275
ER  - 

TY  - CONF
AN  - 01478130
AU  - Le, Minh
AU  - Magee, Richard
AU  - Transportation Research Board
TI  - Development of CARTS Access Management Standards using the TRB Access Management Manual
PY  - 2008
SP  - 3p
AB  - While the concept of access management (AM) has been important to the long range planning process within the Central Arkansas Regional Transportation Study (CARTS) area since the early 1980s, it was not until the adoption of the first long-range plan (METRO 2020) after passage of the Intermodal Surface Transportation Efficiency Act of 1991 that access management began to take on added significance. As part of the plan’s emphasis on safety, encouraging development of other modes and maximizing the existing roadway system first before adding additional capacity, METRO 2020 included a prohibition of two way left turn lanes (TWLTLs) as part of the region’s roadway design standards combined with an emphasis on the development and implementation of specific AM plans on a case by case basis. Subsequent to the development of METRO 2030, in 1995, the region expanded its emphasis of access management through development and adoption of the CARTS AM standards in conjunction with an update of the region’s roadway design standards. This paper discusses how the Transportation Research Board Access Management Manual along with other resources was used to develop the CARTS AM standards.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Arkansas
KW  - Design capacity
KW  - Design standards
KW  - Highway design
KW  - Highway safety
KW  - Intermodal Surface Transportation Efficiency Act of 1991
KW  - Two way left turn lanes
UR  - http://www.accessmanagement.info/AM08/AM0805Le/AM0805Le.pdf
UR  - https://trid.trb.org/view/1247278
ER  - 

TY  - CONF
AN  - 01478129
AU  - Boenau, Andrew
AU  - Transportation Research Board
TI  - Franklin County Access Management Guidebook
PY  - 2008
SP  - 38p
AB  - Franklin County has experienced an unstructured surge in growth over the past 20 years. What began as a rural county with a limited manufacturing presence expanded to large lot subdivisions, water front homes at Smith Mountain Lake, condominiums, and widespread commercial development along the County’s major thoroughfares. Many rural localities across the Commonwealth of Virginia have limited funds to address safety and operational deficiencies on their roadways, particularly when competing with larger jurisdictions for project funding. It is very difficult for these localities to “pave” a solution simply by widening roadways, either through their own annual budgets or through state and federal match programs. By taking an active role in managing development and growth patterns, Franklin County’s Access Management Guidebook provides both immediate and long-term solutions that can be applied to its major roadway corridors – Routes 40, 116, 122, and 220. The strategies to manage future growth in the region directly support the County’s motto of “A Natural Setting for Opportunity".
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Franklin County (Virginia)
KW  - Handbooks
KW  - Highway operations
KW  - Highway safety
KW  - Land use planning
KW  - Long range planning
KW  - Rural areas
UR  - http://www.accessmanagement.info/AM08/AM0805Boenau/AM0805Boenau.pdf
UR  - https://trid.trb.org/view/1247279
ER  - 

TY  - CONF
AN  - 01478109
AU  - Stover, Vergil G
AU  - Transportation Research Board
TI  - Issues Relating to the Geometric Design of Intersections
PY  - 2008
SP  - 18p
AB  - This paper presents five issues, or topics, that the author suggests be addressed in the design of intersections. These are: 1) turn trajectory of vehicles; 2) the radii connecting the curb, or edge of pavement, of the two intersecting roadways; 3) intersection area; 4) the inclusion of deceleration/turn lanes; and 5) visibility of the intersection to approaching drivers. It is also to be noted that a driveway serving private development is an intersection. Therefore, the intersection of a private driveway with a public roadway should be treated the same as the intersection of two public roadways. Moreover, the intersection of two on-site circulation roadways should be given similar attention [2004 ‘Greenbook’, p. 729].
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Deceleration lanes
KW  - Geometric design
KW  - Intersections
KW  - Sight distance
KW  - Turning lanes
KW  - Vehicle trajectories
UR  - http://www.accessmanagement.info/AM08/AM0811Stover/AM0811Stover.pdf
UR  - https://trid.trb.org/view/1247289
ER  - 

TY  - CONF
AN  - 01478090
AU  - Stollof, Edward R
AU  - Transportation Research Board
TI  - Intersection and Junction Fatalities in the Context of Access Management
PY  - 2008
SP  - 29p
AB  - The impetus for this paper three sets of intersection fatality statistics for the same year collected from George E. (Ed) Rice, Jr., Federal Highway Administration (FHWA), Office of Safety, Kenneth Kobetsky, American Association of State Highway and Transportation Officials (AASHTO); and Edward Stollof, Institute of Transportation Engineers (ITE), for a presentation at a Transportation Research Board meeting in January 2008. A more appropriate definition of targeted intersection-related crash types for safety improvements and comparisons by the transportation engineering and safety professions and organizations would help provide consistent, useful analyses for measuring, planning and coordinating safety efforts, especially when using fatality numbers from the same resources, in particular, the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) database. It is critical to understand and investigate the differences and source of differences in various numbers used and developed by each respective organization and staff. The outcome should be an agreement for a common set of elements that comprise what are being reported as intersection fatalities and, in a larger context, junction fatalities. It appears that the difference in the “intersection fatality” statistics is the way access-related fatalities are reported with respect to junctions. This is a very important concept from a nomenclature standpoint. The word, “intersections” has been used generically and perhaps myopically by various organizations assessing safety status and progress with respect to this location-type classification of fatalities. As this paper will demonstrate, there are upstream, downstream and proximity effects that have both access relationships and other relationships to junctions. The safety community needs to track annually not only intersection and intersection-related fatalities, but all-junction related fatalities, more comprehensively, at a subunit level, including access-related fatalities, interchange and highway-rail fatalities.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Crash rates
KW  - Fatalities
KW  - Fatality Analysis Reporting System
KW  - Highway safety
KW  - Intersections
UR  - http://www.accessmanagement.info/AM08/AM0811Stollof/AM0811Stollof.pdf
UR  - https://trid.trb.org/view/1247287
ER  - 

TY  - CONF
AN  - 01478065
AU  - Bents, Jamie Tunnell
AU  - Transportation Research Board
TI  - NW 86th Street Access Management Plan: Complexities of Managing Access with Plans, Land Redevelopment, and Street Redesign
PY  - 2008
SP  - 29p
AB  - Access management plans to modify or retrofit developed urban corridors typically outline changes to both public facilities and privately owned accesses. Plans to modify private access points on developed urban corridors can be efficiently accomplished if implemented concurrently with land redevelopment adjacent to the corridor. If the urban corridor is experiencing a high rate of redevelopment or site modification, revising or consolidating private access points as directed in an access management plan can occur naturally through enforced land redevelopment regulations within site plan review. Modifying access on the public street system via corridor redesign simultaneous to the private access modifications can not only control access problems with older development or site designs, but also complement the updated private access designs. However, while public street improvement needs can be addressed in a relatively straightforward manner, improvements for privately owned property, particularly commercial properties, can pose problems for planners and engineers with access management and corridor safety as their forefront concern. NW 86th Street extends through the central business district for the City of Clive, Iowa. Clive is a suburb of Des Moines, Iowa, and has been experiencing rapid growth during the last few decades. However, as a suburb, most of its central business district development occurred since the 1970’s and primarily consists of strip development and stand-alone commercial buildings. The corridor also has several chain commercial uses that are in older, smaller facilities than what would be newly constructed today. It was a City goal to keep the aging corridor vital through redevelopment and upgrades. The City commissioned the NW 86th Street Corridor Plan to plan the complete redevelopment of the corridor through individual parcel redevelopment. The land use plan established the vision for the central business district and the corridor itself, identifying the need for the future economic viability and livability of the corridor, with transportation efficiency and safety as a major goal within the vision. This case study reviews a transportation improvement plan completed by Snyder & Associates, Inc. for the NW 86th Street corridor in Clive, Iowa. The transportation improvement plan was developed to complement the NW 86th Street Corridor Plan, a redevelopment and land use plan for the NW 86th Street corridor. The transportation improvement plan included traffic history and projections, crash analysis, proposed roadway alignments, an access management plan, and a hydrology plan. The access management plan developed for this project was closely tied to the existing and projected traffic operations of the corridor with expected land development based on the NW 86th Street Corridor Plan. The goal of the NW 86th Street and University Boulevard Transportation Improvement Plan was to complete needed background studies to move forward with roadway design; the need for uniform roadway design throughout the corridor that would be in balance with the proposed corridor redevelopment plan was recognized early in the project. The transportation plan would be implemented as the corridor redeveloped, parcel by parcel.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Case studies
KW  - Central business districts
KW  - Crash analysis
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Iowa
KW  - Land use planning
UR  - http://www.accessmanagement.info/AM08/AM0810Tunnell/AM0810Tunnell.pdf
UR  - https://trid.trb.org/view/1247285
ER  - 

TY  - CONF
AN  - 01478049
AU  - Dittberner, Randy
AU  - Transportation Research Board
TI  - Improving Safety and Operations by Limiting Access on Virginia Route 28
PY  - 2008
SP  - 11p
AB  - In May 2007, the Virginia Department of Transportation (VDOT) implemented a series of access changes at three intersections on Route 28 in Fairfax County, Virginia. The changes included eliminating several left-turn and cross-street movements from signalized intersections along a very high-volume corridor. The improvements alleviated a chronic bottleneck, shortening peakhour travel times by about four minutes and improving peak-hour capacity by about 1000 vehicles per hour. Based on the first 11 months after implementation, crashes have declined by about 36 percent, and the crash rate has dropped by 42 percent. Some local trips were lengthened by the access changes, but this disadvantage was more than offset by the tremendous gains in network performance and safety.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Bottlenecks
KW  - Crashes
KW  - Highway capacity
KW  - Highway safety
KW  - Left turns
KW  - Peak hour traffic
KW  - Performance measurement
KW  - Signalized intersections
KW  - Travel time
UR  - http://www.accessmanagement.info/AM08/AM0807Dittberner/AM0807Dittberner.pdf
UR  - https://trid.trb.org/view/1247283
ER  - 

TY  - CONF
AN  - 01478037
AU  - Voss, Kenny
AU  - Brooks, Trent
AU  - Rogaczewski, Tim
AU  - Trueblood, Michael
AU  - Transportation Research Board
TI  - Implementing MoDOT’s Access Management Guidelines Along Route 763
PY  - 2008
SP  - 13p
AB  - The Missouri Department of Transportation (MoDOT) selected HDR to provide design services to upgrade Route 763 in Columbia, Missouri to a five-lane principal arterial. A key element included within the design process of upgrading the existing two-lane roadway to a five-lane roadway was the implementation of access management throughout the three-mile corridor. The existing corridor already was beginning to see the importance of access management based on its crash history causing MoDOT to proactively close driveways and place temporary channelizers within the corridor. The focus of this paper is to highlight the importance of developing and implementing access management alternatives throughout the design process. Through close collaboration with stakeholders (City of Columbia, Boone County, North Area Columbia League), several access management design features were incorporated prior to as well as during the design process. The following includes a list of the major elements: (1) Controlled access throughout corridor; (2) Channelized/divisional medians; (3) Unsignalized left turn pockets; (4) Right-In/Right-Out (RIRO) access only; (5) Design of signalized intersections to accommodate U-turns; (6) Adherence to principles throughout design process as well as during the right-of-way negotiations; and (7) Consolidation of roadways to form a five-leg roundabout. Another element that became evident during the stakeholder meetings was creating a pedestrian friendly environment to complement both the residential and commercial development located within the corridor. The following includes some of the major elements that were incorporated into the project: (1) Sidewalks along both sides of the roadway (typically not done); (2) Australian Right Turn Design Concept (decreases crosswalk length); (3) Count-Time Downers at Crosswalks; (4) Blank-Out Signs used for No Right Turn on Red indications; and (5) All overhead utilities were buried along the corridor
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Crashes
KW  - Crosswalks
KW  - Highway design
KW  - Pedestrians
KW  - Right of way (Traffic)
KW  - Roundabouts
KW  - Sidewalks
UR  - http://www.accessmanagement.info/AM08/AM0805Trueblood/AM0805Trueblood.pdf
UR  - https://trid.trb.org/view/1247280
ER  - 

TY  - CONF
AN  - 01476417
AU  - Williams, Kristine M
AU  - Levinson, Herbert S
AU  - Transportation Research Board
TI  - Access Management: Past, Present, and Future
PY  - 2008
SP  - 22p
AB  - The concept of access management emerged gradually over the last 150 years. Its origins lie in the boulevards of the late nineteenth century and the parkways of the early twentieth century. These designs, building on the grand boulevards of Europe’s major cities, provided a means of accommodating traffic growth in urban areas. Federal law of the early 1900s also recognized the sovereign power of state’s to engage in access control along higher speed routes. In the years following WWII, the limited access highway became widespread and site access design concepts for major shopping centers were developed throughout the United States. During these years, several states and counties also introduced “expressways”, which were, in effect, controlled access arterials. Some states, like New Jersey, built roads that prohibited left turns and provided grade separated cross roads, but still permitted frequent property access. Various planning guidelines and articles emphasized functional roadway classification and in 1962, the article “Operational Measures - Future” (ITE) was among the first publications to suggest controlled access arterials. In the 1980’s, Colorado forged new ground by establishing the first systematic statewide access management policy. This was followed by statewide codes in Florida, New Jersey, and Oregon, and increased efforts in about a dozen states (usually falling short of comprehensive codes). Around this time, growth management laws were also advanced in several states, encouraging local governments to manage development and transportation in a more rational and sustainable way. In the last several decades , the concept of access management has gained broad acceptance. It has been the topic of expanded discussion in the American Association of State Highway and Transportation Officials (AASHTO) Green Book and a national Transportation Research Board (TRB) manual. Several national conferences, research projects, and papers have been completed. As the practice of access management continues to evolve, it is fostering greater understanding of land use and transportation interactions and placing access management at the center of an ongoing dialogue over good urban form and sustainable transportation.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Design standards
KW  - Expressways
KW  - Geometric design
KW  - Land use planning
KW  - Traffic control
KW  - Urban areas
UR  - http://www.accessmanagement.info/AM08/AM0801Williams/AM0801Williams.pdf
UR  - https://trid.trb.org/view/1246292
ER  - 

TY  - CONF
AN  - 01476416
AU  - Le, Minh
AU  - Magee, Richard
AU  - Covington, Casey
AU  - Welch, Diane
AU  - Lupton, Jonathon
AU  - Transportation Research Board
TI  - Impacts of Access Management Case Study: Dave Ward Drive, Hwy 60, Conway, AR
PY  - 2008
SP  - 61p
AB  - Dave Ward Drive was widened to a four-lane, median-divided roadway to improve traffic operations and roadway safety. An access management plan that regulates direct access was also adopted along with the widening project. The plan was aimed at protecting the capacity of the roadway while enhancing the safety of the corridor. Has the widening/design improvements and supportive access management plan been successful in protecting the capacity of the roadway while enhancing the safety of the corridor? The average annual daily traffic (AADT) increased up to 56%. The total number of crashes increased by 11, or 4%. The types of crashes changed substantially from predominately rear end crashes to angle crashes. The overall crash rate per million vehicle miles decreased 20%, while the serious crash rate decreased 83% even though the number of fatalities actually increased. Due to those increased fatalities however, the economic and comprehensive social costs of serious (fatal plus incapacitated) injury accidents increased 26.6%. The facility as designed decreased the number of conflict points 18%. While this preliminary analysis shows improvement, it is too early to assess the true effectiveness of the improvements and/or the access management techniques employed.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Annual average daily traffic
KW  - Conway (Arkansas)
KW  - Crash analysis
KW  - Highway capacity
KW  - Highway operations
KW  - Highway safety
KW  - Land use
UR  - http://www.accessmanagement.info/AM08/AM0802Le/AM0802Le.pdf
UR  - https://trid.trb.org/view/1246299
ER  - 

TY  - CONF
AN  - 01475101
AU  - Transportation Research Board
TI  - 8th National Conference on Access Management, July 13-16, 2008, Baltimore, MD
PY  - 2008
SP  - v.p.
AB  - This conference consisted of an opening session with a paper presented on the history and origins of access management, eleven more sessions with the presentation of papers, and a closing interactive session which provided a summary and critique of the proceedings.  Eleven sessions addressed the following topics: (1) Impact Evaluations and Performance Measures; (2) State DOT AM Programs; (3) Design and Traffic Engineering; (4) Guidelines, Policies and Standards; (5) Business Impacts and Stakeholder Involvement; (6) Progression and Circulation; (7) Geometric Design (AFB10); (8) Access Permitting Processes; (9) Plan Development and Implementation; (10) Operational Effects of Geometrics (AHB65); (11) Land Use and Access Management.
U1  - 8th National Conference on Access ManagementTransportation Research BoardFederal Highway AdministrationMaryland State Highway AdministrationBaltimore,MD StartDate:20080713 EndDate:20080716 Sponsors:Transportation Research Board, Federal Highway Administration, Maryland State Highway Administration
KW  - Access control (Transportation)
KW  - Conferences
KW  - Design standards
KW  - Economic impacts
KW  - Geometric design
KW  - Guidelines
KW  - Highway design
KW  - Interchanges and intersections
KW  - Land use
KW  - Performance measurement
KW  - Permits
KW  - Plan implementation
KW  - Policy
KW  - Public participation
KW  - Stakeholders
KW  - State departments of transportation
KW  - Traffic engineering
KW  - Traffic safety
UR  - http://www.accessmanagement.info/AM08/ListMenu.html
UR  - https://trid.trb.org/view/1245610
ER  - 

TY  - ABST
AN  - 01462480
TI  - Alkali-Silica Reaction (ASR) Research For Objectives 1 And 2
AB  - Federal Highway Administration (FHWA) has initiated Alkali-Silica Reactivity (ASR) Development and Deployment Program consistent with the requirements of SAFETEA-LU legislation. The objective of this research is to eliminate/reduce the deteriorating effects of ASR in highway concrete structures even when exposed to adverse natural environment and/or additionally altered by the use of cost effective deicers/chemicals. The results from this research will directly support ongoing efforts to improve the durability of highway infrastructure including pavements, bridges, and other concrete highway structures. The proposed ASR research activities have four objectives. Objectives 1 and 2 contract was awarded to PSI. Objective 1: Advancing the fundamental understanding of ASR mechanism and develop a concrete mixture design process resistant to ASR phenomenon. Objective 2: Developing reliable, improved, rapid, laboratory test method to evaluate concrete mixture design to predict field performance.
KW  - Alkali silica reactions
KW  - Corrosion
KW  - Corrosion resistance
KW  - Corrosion resistant materials
KW  - Corrosion resistant steel
KW  - Highway bridges
KW  - Research projects
UR  - https://trid.trb.org/view/1230701
ER  - 

TY  - ABST
AN  - 01462478
TI  - Alkali Silica Reaction (ASR) Objectives 3 And 4
AB  - Federal Highway Administration (FHWA) has initiated Alkali-Silica Reactivity (ASR) Development and Deployment Program consistent with the requirements of SAFETEA-LU legislation. The objective of this research is to eliminate/reduce the deteriorating effects of ASR in highway concrete structures even when exposed to adverse natural environment and/or additionally altered by the use of cost effective deicers/chemicals. The results from this research will directly support ongoing efforts to improve the durability of highway infrastructure including pavements, brides, and other concrete highway structures. The proposed ASR research activities have four objectives. Objectives 3 and 4 contract was awarded to Transtec Group. Objective 3: Non-destructive field test methods for evaluation of concrete structures for: presence of ASR; concrete deterioration rate and predict future expansion. Objective 4: Develop cost effective methods to control ASR and extend service life of existing highway structures.
KW  - Alkali silica reactions
KW  - Corrosion
KW  - Corrosion resistant materials
KW  - Corrosion resistant steel
KW  - Highway bridges
KW  - Research projects
UR  - https://trid.trb.org/view/1230699
ER  - 

TY  - ABST
AN  - 01462339
TI  - Improvement of Digital Highway Measurement System Functional Performance
AB  - The objective of this research project is to develop and implement additional functions, and improve data quality and accuracy, synchronization algorithms, and image processing technologies for the system.
KW  - Algorithms
KW  - Data quality
KW  - Image processing
KW  - Research projects
KW  - Synchronization
KW  - Traffic signal control systems
KW  - Traffic system performance
UR  - https://trid.trb.org/view/1230560
ER  - 

TY  - ABST
AN  - 01462336
TI  - Improved Fracture Toughness Specifications for High Performance Steel (HPS)
AB  - This study will develop standards that take advantage of the inherent high toughness of HPS. Potential benefits include reducing the need for fracture critical inspections on many structures.
KW  - Bridge substructures
KW  - Fracture properties
KW  - High performance steel
KW  - Research projects
KW  - Specifications
KW  - Steel structures
UR  - https://trid.trb.org/view/1230557
ER  - 

TY  - ABST
AN  - 01462335
TI  - Foundation Health Monitoring Systems
AB  - A series of field investigations are underway to demonstrate foundation monitoring systems and utilize data for enhanced engineering assessment of structural performance. The new I-35W bridge in Minneapolis and the Woodrow Wilson Bridge in Virginia are current test sites.
KW  - Bridge design
KW  - Bridge foundations
KW  - Bridge substructures
KW  - Field tests
KW  - Research projects
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1230556
ER  - 

TY  - ABST
AN  - 01462325
TI  - Optimum Bridge Deck Shapes to Minimize Pressure Flow Scour
AB  - This research project will characterize streamlines and shear stresses on channel bed for a variety of bridge deck shapes and positions. The result will be a more rational procedure for estimating pressure flow scour with the potential for taking advantage of streamlined shapes.
KW  - Bridge decks
KW  - Bridge design
KW  - Channel flow
KW  - Pressure
KW  - Research projects
KW  - Scour
KW  - Shear stress
UR  - https://trid.trb.org/view/1230546
ER  - 

TY  - ABST
AN  - 01462324
TI  - Lift, Drag Forces, and Moments on Bridge Decks
AB  - The bridge of the future is likely to be constructed of lighter and more durable high- performance materials, which will lead to more concern about storm surges sweeping the deck off the foundations as occurred on I-10 during the 2004/2005 hurricane season. The proposed study utilizes high tech force measurement techniques to derive drag, lift, and moment coefficients for inundated bridge decks for a variety of approach flow conditions.
KW  - Bridge decks
KW  - Bridge design
KW  - Drag forces
KW  - Durability
KW  - Foundations
KW  - Hurricanes
KW  - Lift drag ratio
KW  - Lightweight materials
KW  - Research projects
KW  - Technological innovations
UR  - https://trid.trb.org/view/1230545
ER  - 

TY  - ABST
AN  - 01462323
TI  - Pressure Flow Scour Study
AB  - The bridge of the future is likely to be one that is inundated from time to time where the flow through the bridge opening is under pressure and causes concerns about amplified scour. The proposed study utilizes particle image velocimetry (PIV) capabilities and a shear force sensor to characterize streamlines and shear stresses on the channel bed for a variety of bridge deck shapes and positions above the bed.
KW  - Bridge decks
KW  - Bridge design
KW  - Channel flow
KW  - Particle image velocimetry
KW  - Research projects
KW  - Scour
UR  - https://trid.trb.org/view/1230544
ER  - 

TY  - ABST
AN  - 01462322
TI  - Pushover Analysis Software and Users Guide
AB  - Pushover analysis is a methodology for seismic design of bridges by force-based design philosophy. It is a useful tool to estimate the capacities of existing bridge bents. This study will result is a software and users guide for use by State departments of transportation in analyzing their structures for seismic events using 'pushover' methodology.
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Pushover analysis
KW  - Research projects
KW  - Seismicity
KW  - Software
KW  - State departments of transportation
KW  - User guides (Software)
UR  - https://trid.trb.org/view/1230543
ER  - 

TY  - ABST
AN  - 01462290
TI  - Interchange Safety Analysis Tool
AB  - This project will produce estimates of crash frequencies for typical freeway interchanges in both rural and urban areas.
KW  - Crash rates
KW  - Freeway operations
KW  - High risk locations
KW  - Interchange Safety Analysis Tool
KW  - Interchanges and intersections
KW  - Research projects
KW  - Rural areas
KW  - Urban areas
UR  - https://trid.trb.org/view/1230511
ER  - 

TY  - ABST
AN  - 01462288
TI  - Innovative Speed Reduction Treatment
AB  - This research project will evaluate the effectiveness of speed-reduction treatments applied on approaches to high-speed rural two-way stop-controlled intersections.
KW  - High speed roads
KW  - Intersections
KW  - Research projects
KW  - Rural highways
KW  - Speed reduction (Motor vehicles)
KW  - Traffic safety
KW  - Traffic speed
KW  - Two way stop controlled intersections
UR  - https://trid.trb.org/view/1230509
ER  - 

TY  - ABST
AN  - 01462287
TI  - Human Factors Evaluation of Continuous-Flow Intersection
AB  - This research project will conduct human factors evaluation of, and develop improved guidance for, signage and markings for the continuous-flow intersection.
KW  - Continuous flow intersections
KW  - Human factors
KW  - Human factors in crashes
KW  - Intersection elements
KW  - Intersections
KW  - Research projects
KW  - Road markings
KW  - Signs
KW  - Traffic control devices
KW  - Traffic flow
UR  - https://trid.trb.org/view/1230508
ER  - 

TY  - ABST
AN  - 01462284
TI  - Long-Term Pavement Performance Benefit Study
AB  - The Long-Term Pavement Performance Benefit Study will assess and document the economical benefits associated with the outcomes from the 20-year Long-Term Pavement Performance research program.
KW  - Benefits
KW  - Economic benefits
KW  - Long-Term Pavement Performance Program
KW  - Pavement performance
KW  - Research projects
UR  - https://trid.trb.org/view/1230505
ER  - 

TY  - ABST
AN  - 01462283
TI  - Standard Data Release
AB  - The Long-Term Pavement Performance Program will make the world's largest pavement performance database available annually to the public in Microsoft® Access® database format. The Standard Data Release (SDR) may be obtained through Long-Term Pavement Performance Customer Support Services at; e-mail: ltppinfo@fhwa.dot.gov; telephone: 202-493-3035; or fax: 202-493-3161.
KW  - Data collection
KW  - Databases
KW  - Long-Term Pavement Performance Program
KW  - Microsoft Access
KW  - Pavement performance
KW  - Research projects
UR  - https://trid.trb.org/view/1230504
ER  - 

TY  - ABST
AN  - 01462273
TI  - Computer Based Curing System
AB  - This research project will develop user-friendly, computer-based guidelines for curing portland cement concrete pavements to enable monitoring of paving process in real time and ensure proper curing.
KW  - Computer programs
KW  - Curing agents
KW  - Pavement performance
KW  - Paving
KW  - Portland cement concrete
KW  - Research projects
UR  - https://trid.trb.org/view/1230494
ER  - 

TY  - ABST
AN  - 01462272
TI  - Full-Scale Accelerated Performance Testing for Superpave and Structural Validation: Phase III-Evaluation and Recommendations
AB  - The objective of this research project is to refine the national Superpave binder specification to fully capture the benefit of modified binders. This research is being performed under pooled fund study TPF-5 (019).
KW  - Accelerated tests
KW  - Asphalt mixtures
KW  - Binders
KW  - Crumb rubber
KW  - Hot mix asphalt
KW  - Pavements
KW  - Research projects
KW  - Specifications
KW  - Superpave
UR  - https://trid.trb.org/view/1230493
ER  - 

TY  - ABST
AN  - 01462271
TI  - HIPERPAV III--Computer-Based Guidelines for Concrete Pavements
AB  - This research project is an extension to the HIPERPAV™ software by improving the moisture model and adding Sensitivity Analysis Capabilities. This version of software will more accurately address factors that influence strength development and stress build-up in freshly placed concrete slabs.
KW  - Bridge decks
KW  - Concrete pavements
KW  - Guidelines
KW  - HIPERPAVE (Computer software)
KW  - Moisture content
KW  - Research projects
KW  - Sensitivity analysis
KW  - Slabs
UR  - https://trid.trb.org/view/1230492
ER  - 

TY  - ABST
AN  - 01462270
TI  - Completion of Accelerated Loading Facility and "67-80" Fatigue and Rutting Characterization
AB  - This project supplements &amp;ldquo;Full-Scale Accelerated Performance Testing for Superpave and Structural Validation: Phase III-Evaluation and Recommendations&amp;rdquo; with expanded series of materials to increase statistical power and support of recommendations using practical and accountable tests targeted for Agency implementation.
KW  - Accelerated loading facilities
KW  - Evaluation and assessment
KW  - Failure
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Research projects
KW  - Rutting
KW  - Superpave
UR  - https://trid.trb.org/view/1230491
ER  - 

TY  - ABST
AN  - 01462269
TI  - Guidance on the Use of Acid Modification for Asphalt Binders
AB  - The objective of this research project is to provide State agencies with clear guidance on the effective use of acid modification for asphalt binders. Clearly identify inappropriate uses, which can lead to performance issues.
KW  - Acid modified binders
KW  - Acids
KW  - Asphalt pavements
KW  - Binders
KW  - Guidelines
KW  - Pavement performance
KW  - Research projects
UR  - https://trid.trb.org/view/1230490
ER  - 

TY  - ABST
AN  - 01462240
TI  - Evaluation of Low-Cost Safety Improvements Pooled Fund Study, Phase II
AB  - This research project will develop estimates of the effectiveness of safety improvements identified as strategies in the National Cooperative Highway Research Program Report 500 Guides for: (1) offset left-turn lanes; (2) advance street name signing; (3) combinations of shoulder and centerline rumble strips/stripes; and (4) lane width/shoulder width combinations.
KW  - Center lines
KW  - Centerline rumble strips
KW  - Lane width
KW  - Left turn lanes
KW  - Research projects
KW  - Rumble strips
KW  - Safety improvement projects
KW  - Shoulder width
KW  - Traffic safety
UR  - https://trid.trb.org/view/1230461
ER  - 

TY  - ABST
AN  - 01462239
TI  - Evaluation of Low-Cost Safety Improvements Pooled Fund Study--Phase I
AB  - This research project will develop estimates of the effectiveness of safety improvements identified as strategies in the National Cooperative Highway Research Program Report 500 Guides through scientifically rigorous before and after evaluations. Phase I evaluations include: (1) STOP signs with increased retroreflectivity; (2) flashing beacons at stop-controlled intersections; (3) STOP AHEAD pavement markings; and (4) two-way, left-turn lanes.
KW  - Flashing beacons
KW  - Flashing traffic signals
KW  - Low cost
KW  - Research projects
KW  - Retroreflectivity
KW  - Safety improvement projects
KW  - Stop controlled intersections
KW  - Stop signs
KW  - Traffic safety
KW  - Two way left turn lanes
UR  - https://trid.trb.org/view/1230460
ER  - 

TY  - ABST
AN  - 01462238
TI  - Highway Safety Information System (HSIS) Evaluations
AB  - This research project will conduct highway safety information systems (HSIS) studies on evaluations of factors contributing to pedestrian and bicycle crashes on rural highways, safety effectiveness of shoulder rumble strips on two-lane rural highways, and transverse rumble strips at stop-controlled intersections.
KW  - Bicycle crashes
KW  - Highway safety
KW  - Highway Safety Information System
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Research projects
KW  - Rumble strips
KW  - Rural highways
KW  - Stop controlled intersections
KW  - Traffic safety
KW  - Two lane highways
UR  - https://trid.trb.org/view/1230459
ER  - 

TY  - ABST
AN  - 01462237
TI  - Interactive Highway Safety Design Model (IHSDM)
AB  - This project will release an updated version of IHSDM--a suite of software analysis tools for evaluating safety and operational effects of geometric design decisions on two-lane rural highways.
KW  - Decision making
KW  - Geometric design
KW  - Highway design
KW  - Highway safety
KW  - Manuals
KW  - Research projects
KW  - Rural highways
KW  - Two lane highways
UR  - https://trid.trb.org/view/1230458
ER  - 

TY  - ABST
AN  - 01462234
TI  - Effect of Urban Street Environment on Operating Speeds
AB  - This research project will develop methods for estimating operating speeds based on drivers' perceptions of design features, environmental factors, and operational conditions on low-speed urban roadways.
KW  - City planning
KW  - Highway operations
KW  - Low speed
KW  - Operating speed
KW  - Research projects
KW  - Urban areas
KW  - Urban highways
UR  - https://trid.trb.org/view/1230455
ER  - 

TY  - ABST
AN  - 01462233
TI  - Typology of Speeding-Related Crashes
AB  - This research project will analyze crash data to determine concentrations of speed-related crashes and to identify relevant crash characteristics most often associated with such crashes.
KW  - Crash data
KW  - Crashes
KW  - Research projects
KW  - Traffic safety
KW  - Traffic speed
KW  - Typology
UR  - https://trid.trb.org/view/1230454
ER  - 

TY  - ABST
AN  - 01462228
TI  - Integrated Corridor Management Initiative (ICM)--Phase III: Pioneer Site Demonstrations
AB  - Phase III is underway with eight pioneer sites selected to develop ICM concepts of operations and requirements. The pioneer sites were chosen to expand the probability of generating innovative ideas, and to demonstrate the broadest advancement of the ICM concepts.
KW  - Highway operations
KW  - Integrated systems
KW  - Research projects
KW  - Technological innovations
KW  - Traffic control centers
KW  - Transportation corridors
UR  - https://trid.trb.org/view/1230449
ER  - 

TY  - ABST
AN  - 01462227
TI  - Integrated Corridor Management (ICM) Initiative - Phase II: Operations and Systems Development
AB  - This research project will identify and conduct initial ICM operations and systems development activities to support early development of ICM management schemes, corridor operational strategies, analysis tools develop­ment, systems interfaces, and limited prototype development and field testing.
KW  - Field tests
KW  - Highway corridors
KW  - Highway operations
KW  - Integrated systems
KW  - Prototype tests
KW  - Research projects
KW  - Traffic control centers
KW  - Transportation corridors
UR  - https://trid.trb.org/view/1230448
ER  - 

TY  - ABST
AN  - 01462223
TI  - Mid-Block Crosswalk Lighting Guidelines
AB  - This research project will develop guidelines for lighting crosswalks to improve the detection and recognition of pedestrians by drivers.
KW  - Crosswalks
KW  - Guidelines
KW  - Lighting
KW  - Lighting systems
KW  - Midblock crossings
KW  - Research projects
UR  - https://trid.trb.org/view/1230444
ER  - 

TY  - RPRT
AN  - 01454513
AU  - Olson, Scott A
AU  - United States Geological Survey
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Estimation of Flood Discharges at Selected Recurrence Intervals for Streams in New Hampshire
PY  - 2008///Final Report
SP  - 65p
AB  - This report provides estimates of flood discharges at selected recurrence intervals for stream gages in and adjacent to New Hampshire and equations for estimating flood discharges at recurrence intervals of 2-, 5-, 10-, 25-, 50-, 100-, and 500-years for ungaged, unregulated, rural streams in New Hampshire. The equations were developed using generalized least-squares regression. Flood-frequency and drainage-basin characteristics from 117 stream gages were used in developing the equations. The drainage-basin characteristics used as explanatory variables in the regression equations include drainage area, mean April precipitation, percentage of wetland area, and main channel slope. The average standard error of prediction for estimating the 2-, 5-, 10-, 25-, 50-, 100-, and 500-year recurrence interval flood discharges with these equations are 30.0, 30.8, 32.0, 34.2, 36.0, 38.1, and 43.4 percent, respectively. Flood discharges at selected recurrence intervals for selected stream gages were computed following the guidelines in Bulletin 17B of the U.S. Interagency Advisory Committee on Water Data. To determine the flood-discharge exceedence probabilities at stream gages in New Hampshire, a new generalized skew coefficient map covering the State was developed. The standard error of the data on the new map is 0.298. To improve estimates of flood discharges at selected recurrence intervals for 20 stream gages with short-term records (10 to 15 years), record extension using the two-station comparison technique was applied. The two-station comparison method uses data from a stream gage with long-term record to adjust the frequency characteristics at a stream gage with a short-term record. A technique for adjusting a flood-discharge frequency curve computed from a stream gage record with results from the regression equations is described in this report. Also, a technique is described for estimating flood discharge at a selected recurrence interval for an ungaged site upstream or downstream from a stream gage using a drainage-area adjustment. The final regression equations and the flood-discharge frequency data used in this study will be available in StreamStats. StreamStats is a World Wide Web application providing automated regression-equation solutions for user-selected sites on streams.
KW  - Bridge design
KW  - Data collection
KW  - Mathematical prediction
KW  - New Hampshire
KW  - Regression analysis
KW  - Scour
KW  - Stream gages
KW  - Streamflow
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282F.pdf
UR  - https://trid.trb.org/view/1223066
ER  - 

TY  - CONF
AN  - 01447775
AU  - Ul-Islam, Riaz
AU  - Hatcher, Wayne
AU  - Transportation Research Board
TI  - Improved Decision Making through Integrated Asset Valuation and Asset Condition Modeling
PY  - 2008
SP  - 11p
AB  - Road controlling authorities (RCAs) strive to make investment and maintenance decisions that minimize cost to tax payers or maximize benefits to stakeholders. To help achieve this, New Zealand RCAs use asset valuation and asset condition modeling systems to estimate asset replacement cost and to predict asset condition under multiple investment and maintenance scenarios. However, valuation and condition modeling systems are often standalone applications and asset valuation and condition modeling are done as independent exercises by RCAs’ finance and engineering departments. Use of a single platform for asset valuation and condition modeling can help achieve better communication and coordination between finance and engineering managers that would result in improved decision making. It would also help analyze the true dynamics between investment decisions (capital and maintenance expenditures) and valuation (depreciation) over the long term. This paper presents development of an integrated asset valuation and condition modeling platform using the dTIMS CT (Deighton Total Infrastructure Management System, Concurrent Transformation). The paper also describes the authors' attempts to develop condition prediction models for different assets using historic condition data. Where realistic condition prediction models were developed, they were used for asset condition prediction and asset valuation. For other assets, default expected lives were used for asset valuation (depreciation) and asset condition modeling considering linear deterioration over expected lives. The assets modeled include bridges, pavements, street lights, drainage, footpaths, minor structures, railings, surface water channels, signs and other traffic facilities such as edge marker posts.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Bridges
KW  - Condition data
KW  - Decision making
KW  - Drainage
KW  - Maintenance management
KW  - New Zealand
KW  - Pavements
KW  - Street lighting
KW  - Traffic signs
KW  - Valuation
UR  - http://www.pavementmanagement.org/ICMPfiles/2008070.pdf
UR  - https://trid.trb.org/view/1214528
ER  - 

TY  - CONF
AN  - 01447774
AU  - Hanekom, Albie
AU  - Tekie, Sophia-Belete
AU  - Transportation Research Board
TI  - Practical Road Asset Management System Utilizing Information Technology
PY  - 2008
SP  - 11p
AB  - The Namibian integrated Road Asset Management System (RMS) is believed to be one of the few really successfully implemented road asset management systems in the World. One of the key ingredients to its success was the effective fusion of first-world Information Communication Technology (ICT) with best-practice good engineering. The project team was comprised of highly experienced civil engineers, Information Technology (IT) Experts, HDM-4 experts, a champion project leader from within the Roads Authority (RA) as well as other role players from the organization. A proper architectural system design was conducted based on good ICT Governance principles which are in-line with the core objective of the Roads Authority at the time the Road Sector reform was on its way to transform the managing of the road network from government to a commercial entity. The primary aim of the RMS system was to integrate all relevant sub-systems and improve communication between management and substantiate decisions that will have an impact on one another. It is a user-friendly, cost effective system with a practical approach to road management. The major challenge in Africa lies in practically applying the first-world know-how in a resource scarce environment. For this reason a very simplistic user front-end was developed which seamlessly changes between the various sub-systems with all the required information available on different profiles based on the roles the respective users need to fulfil. The decision support system allows users to create various scenarios for assisting with maintenance strategies and management decisions within the constraints of Africa. The success of the RMS of Namibia was achieved by utilizing IT Experts and not having engineers conduct the actual programming as that proved to be not feasible. The IT experts utilized were not general IT consultants but IT consultants who specialize in roads and asset management within the civil engineering field. This paper will discuss the methodology, which is an ISO 9001 certified methodology, used to implement the state of the art system in an African continent as well as the principles adhered to during the various stages of the system development and implementation. It will further caution other authorities not to fall into the typical traps which so easily lead to mistakes. In addition the authors will share the valuable experience gained over the last eight years.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Decision support systems
KW  - Information and communication technologies
KW  - Information technology
KW  - Maintenance management
KW  - Namibia
KW  - Pavement management systems
KW  - System architecture
UR  - http://www.pavementmanagement.org/ICMPfiles/2008003.pdf
UR  - https://trid.trb.org/view/1213609
ER  - 

TY  - CONF
AN  - 01447773
AU  - Gilbertson, Travis
AU  - Transportation Research Board
TI  - Developing an Asset Management Plan for Highway DBFO Projects
PY  - 2008
SP  - 11p
AB  - The British Columbia Ministry of Transportation (BCMoT) has initiated several transportation improvement projects under a 25-30 year Design-Build-Finance-Operate (DBFO) contract model. This model includes the transfer of the highway’s Operation, Maintenance and Rehabilitation (OMR) responsibilities and associated risks to a DBFO Contractor for a defined period of time. The OMR technical requirements for these projects require the DBFO Contractor to demonstrate responsible stewardship of the infrastructure on an ongoing basis. One key deliverable for these projects is the production of an Asset Management Plan (AMP). The purpose of the AMP is to develop and document asset management strategies that deliver on the contract requirements which are output based. A “Guide for Developing an Asset Management Plan for Highway Concessions” was subsequently developed to assist DBFO Contractors with their requirement to deliver an AMP. The guide provides a clearly defined minimum and consistent expectation that applies to all BCMoT DBFO projects. The key objectives of the AMP include: Documents the approach to managing the DBFO project assets relative to asset preservation performance measure specifications; Drives a planned and pro-active management strategy over a determined time period; Considers risk factors that could potentially influence asset deterioration rates and proposes a mitigation strategy that minimizes and potentially extends the remaining life of the asset; and Co-ordinates the maintenance activities with rehabilitation works to optimized long-term expenditure. This paper describes the requirements of the BCMoT AMP for DBFO highway improvement projects.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - British Columbia
KW  - British Columbia Ministry of Transportation
KW  - Concessions (Highways)
KW  - Design build finance operate contracts
KW  - Highway maintenance
KW  - Rehabilitation (Maintenance)
KW  - Risk management
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008044.pdf
UR  - https://trid.trb.org/view/1213917
ER  - 

TY  - CONF
AN  - 01447772
AU  - Tsunokawa, Koji
AU  - Yoo, Inkyoon
AU  - Transportation Research Board
TI  - Post Evaluation of Korean PMS
PY  - 2008
SP  - 11p
AB  - The Korean Ministry of Construction and Transportation (MOCT) has been using a Pavement Management System (PMS) since 1987 as part of its road management administration. This paper presents the results of the first post-evaluation study of the Korean National PMS that concluded in March 2007. The study adopted the method for Project Cycle Management (PCM) developed by the Foundation for Advanced Studies on International Development (FASID) as the comprehensive framework for the post-evaluation. The study first identified various problems MOCT strived to resolve by introducing a PMS through investigations of documentations and interviews with the implementing agency, Korean Institute of Construction Technology (KICT). Then, the problems were analyzed to investigate their relationships and structure, which are summarized in a Problems Tree. The result was used to construct a Project Design Matrix for Evaluation (PDMe), which identifies the elements to be used in the evaluation and the five evaluation criteria of the Development Assistance Committee (DAC) as spelled out in the context of the study. The study found that the Korean National PMS can be given a high rating in all five criteria, i.e., Relevance, Effectiveness, Efficiency, Impact and Sustainability. As it has not been used for budgeting purposes, it is recommended that network level condition survey and strategy analysis be conducted to further increase its effectiveness. The study clarifies the precise definition of the success of the PMS which distinguishes successful PMSs from unsuccessful ones. It will also enable the identification of factors that should be incorporated in the design and implementation of a PMS.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Evaluation and assessment
KW  - Pavement management systems
KW  - South Korea
UR  - http://www.pavementmanagement.org/ICMPfiles/2008020.pdf
UR  - https://trid.trb.org/view/1213707
ER  - 

TY  - CONF
AN  - 01447771
AU  - Berthelot, Curtis F
AU  - Podborochynski, Diana
AU  - Stuber, Erin
AU  - Prang, Colin A
AU  - Marjerison, Brent
AU  - Transportation Research Board
TI  - Saskatchewan Case Studies of Network and Project Level Applications of a Structural Asset Management System
PY  - 2008
SP  - 10p
AB  - Conventional road condition data collection methods have been traditionally limited to surface distress data. A limitation of surface distress based asset management systems is they do not directly quantify the structural condition of the road. This is a particular challenge because by the time conventional surface distress measures indicate that a road has structurally deteriorated, the structural deterioration has reached such a severe condition state that more cost effective preventative treatments cannot be deployed and the road must be fully rehabilitated or reconstructed. Therefore, structural condition that is predicted based on surface condition often results in reactive as opposed to preventative preservation treatment programming. This research investigated nondestructive ground penetrating radar and falling weight deflection pavement assessment techniques to evaluate the structural condition of road assets directly at the network level and project level. To illustrate, this paper provides an overview of structural asset management systems being employed by Saskatchewan Ministry of Highways and Infrastructure and the City of Saskatoon to augment current surface distress based asset management systems. The case studies summarized in this paper demonstrate that structural asset management can be incorporated into conventional asset management systems at both the network level and project level. Therefore, the technology now exists to incorporate direct and reliable surface condition and structural condition measures into current agency asset management systems.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Case studies
KW  - Falling weight deflectometers
KW  - Ground penetrating radar
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Pavement structural condition
KW  - Saskatchewan
KW  - Saskatoon (Canada)
KW  - Surface condition
UR  - http://www.pavementmanagement.org/ICMPfiles/2008067.pdf
UR  - https://trid.trb.org/view/1214521
ER  - 

TY  - CONF
AN  - 01447770
AU  - Simpson, Amy L
AU  - Rada, Gonzalo R
AU  - Lopez, Aramis
AU  - Transportation Research Board
TI  - Contributions of the Long-Term Pavement Performance Program to Pavement Management System Improvements: Better Data and Performance Models
PY  - 2008
SP  - 11p
AB  - The United States interstate highways and other components of the national highway system are approaching the end of their effective service lives. Many segments of this network have already surpassed their design lives and require frequent repair. State and municipal networks are facing the same crisis. Highway agencies nationwide are under pressure to produce pavements that perform better and last longer. This demand cannot be met using the current suite of pavement engineering and management tools. The new tools needed to meet the challenge can only emerge from research. The Long-Term Pavement Performance (LTPP) program goes a long way towards meeting the challenge. Its mission is to promote increased pavement life through research, and after 20 years, LTPP has produced many products that have benefited pavement engineering and management practices. In addition to building a national pavement database, products derived from LTPP have been flowing to the highway community since its early years ranging from standardized data collection methods, new engineering tools, and new pavement design methods. This paper details LTPP’s contributions towards the advancement of pavement management, with particular emphasis on better Pavement Management System data and improved pavement performance models.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Data collection
KW  - Long-Term Pavement Performance Program
KW  - Mathematical models
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
UR  - http://www.pavementmanagement.org/ICMPfiles/2008018.pdf
UR  - https://trid.trb.org/view/1213704
ER  - 

TY  - CONF
AN  - 01447769
AU  - Smadi, Omar
AU  - Van, Thomas
AU  - Transportation Research Board
TI  - Using Structural Evaluation for Pavement Management
PY  - 2008
SP  - 11p
AB  - Structural information collected using nondestructive evaluation (NDE) can play an importantrole in any state department of transportation (DOT) pavement management system when collected at the network level. Structural testing can be used to assess the current condition as well as to predict the future performance of existing pavements and can be an integral part of the decision making process as a component of the pavement management system (PMS). Most PMSs focus on functional evaluations of the pavements. This paper will show how network level structural evaluation can be integrated into a PMS, and how structural testing can be used to help in selecting the appropriate treatment strategy (from overlay thickness to replacement) and also used as part of a performance prediction tool to allow for more accurate forecasting of the pavement needs over a longer analysis period. The paper will discuss how some state DOTs have incorporated network level structural evaluation into their pavement management process and will discuss the steps needed to make this information part of the decision making process regarding pavement maintenance, rehabilitation, or replacement.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Decision making
KW  - Maintenance management
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Rehabilitation (Maintenance)
KW  - State departments of transportation
KW  - Structural analysis
KW  - Structural tests
UR  - http://www.pavementmanagement.org/ICMPfiles/2008022.pdf
UR  - https://trid.trb.org/view/1213711
ER  - 

TY  - CONF
AN  - 01447768
AU  - Weninger-Vycudil, Alfred
AU  - Litzka, Johann
AU  - Leben, Bojan
AU  - La Torre, Francesca
AU  - de Lurdes Antunes, Maria
AU  - Transportation Research Board
TI  - Cost 354 – European Harmonization On Performance Indicators For Road Pavements
PY  - 2008
SP  - 10p
AB  - In 2004 the COST-Action 354 “Performance Indicators for Road Pavements” was initiated by the European intergovernmental scientific network COST (cooperation in the field of science and technology) with the main objective to define uniform European performance indicators and indexes for road pavements. The specification of performance criteria from the perspective of road users and road operators is a key prerequisite for the efficient maintenance and management of road pavements. In the context of the Action single indicators as well as combined indicators are defined for different road networks and pavements taking into consideration functional and structural demands of road pavements as well as demands from the environmental point of view. These performance indicators should build the basis for the economic evaluation within pavement management system (PMS) and public private partnership (PPP) contracts.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - COST (COoperation in Science and Technology) Program
KW  - Economic analysis
KW  - Europe
KW  - Pavement management systems
KW  - Pavement performance
KW  - Performance indicators
KW  - Public private partnerships
UR  - http://www.pavementmanagement.org/ICMPfiles/2008041.pdf
UR  - https://trid.trb.org/view/1213889
ER  - 

TY  - CONF
AN  - 01447767
AU  - Marais, Willem J
AU  - Thompson, Roger J
AU  - Visser, Alex T
AU  - Transportation Research Board
TI  - Using Mine Truck On-Board Data as a Decision Making Tool for Mine Road Maintenance Management
PY  - 2008
SP  - 10p
AB  - The management of unpaved mine road networks on large surface mines rarely results in optimal road maintenance strategies and minimised total road-user costs. This is ascribed mostly to the complex and dynamic combination of variable road networks and loading and discharge points. In a dynamic mining environment - typically those mines in which production is managed by a centralised truck dispatch system – there is no guarantee that a particular road maintenance intervention will contribute significantly to reducing total road-user costs or increasing productivity. Most surface mines rely on an integrated truck on-board diagnostic data collation, communication and GPS-asset location system as a real-time fleet management tool. By extending this system to monitor specific truck performance data, a road defect type and location can be recognised from the truck’s dynamic response. This paper presents the development of the analytical procedure used as a basis for evaluating the truck on-board data to establish maintenance priorities amongst a network of mine roads. Following an introduction to the system architecture, the results of field trials are analysed and the results discussed in the light of defect density and traffic volume as the primary variables in an approach to prioritising road maintenance. The paper concludes that by combining truck dynamic response data with the existing mine communication and asset management systems, road maintenance can be managed on a near real-time basis, thereby generating the maximum improvement in service and reduction in total road-user costs.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Decision making
KW  - Global Positioning System
KW  - Haul roads
KW  - Information processing
KW  - Maintenance management
KW  - Mine haulage
KW  - Mines
KW  - Onboard diagnostics
KW  - South Africa
KW  - Unpaved roads
UR  - http://www.pavementmanagement.org/ICMPfiles/2008095.pdf
UR  - https://trid.trb.org/view/1214900
ER  - 

TY  - CONF
AN  - 01447766
AU  - Wolters, Angela S
AU  - Zimmerman, Kathryn A
AU  - Transportation Research Board
TI  - Assessing the Impact of Strategic-Level Pavement Management Decisions
PY  - 2008
SP  - 12p
AB  - Dealing with inadequate funding to finance all the needs of a public agency is a commonplace issue for many decision makers. What are not uniform, however, are the actions that result from the decision-making processes agencies must undergo. On a daily basis, decision makers have to make strategic decisions to balance their budget but they often do not possess the necessary data or tools to make informed choices. As money continues to be cut from pavement assets in many agencies, those that have pavement performance data and decision support tools can provide the information needed to support the decisions that must be made. But the practitioners must communicate with decision makers about the capabilities of the tools and present the information in meaningful terms. Based upon the results of several pavement management assessment studies, several case studies from both local and state transportation agencies are presented in which pavement management data and concepts were used to convey the impact of strategic decisions to the agency decision makers and stakeholders, all with varying outcomes. Also, the case studies highlight how pavement management assessment studies can shape strategic-level organizational and policy decisions.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Budgeting
KW  - Case studies
KW  - Decision making
KW  - Decision support systems
KW  - Pavement management systems
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008029.pdf
UR  - https://trid.trb.org/view/1213845
ER  - 

TY  - CONF
AN  - 01447765
AU  - Crispino, M
AU  - Flintsch, G
AU  - Pozzi, M
AU  - Transportation Research Board
TI  - Key Success Factors for Global Service Contracts for Road Management and Maintenance
PY  - 2008
SP  - 10p
AB  - The use of “global service,” or “asset management,” contracts has emerged in the last decade as a successful road maintenance contracting practice. In these contracts, payments are linked (at least partially) to the contractor meeting or exceeding certain outcomes, performance indicators, or results. This type of contracting transfers some (or all) of the risks associated with managing and maintaining the road to the contractor. The implementation of these types of contracts is currently at different stages of progress in different countries. This paper discusses the lessons learned from the experience in Italy and compares performance-based contracts (PBC) developed by the local Agencies (Provinces and Municipalities) in Italy with similar experiences in others parts of the world. The contracting of the road management and maintenance through PBCs has both, advantages and disadvantages, and the degree of success is highly dependent on how the contract is structured. This paper analyzes the potential benefits and risks associated with PBCs for road maintenance and the key factors for the successful implementation of this relatively new contracting “tool” at national and at international level. Successful Italian experiences for rural and urban networks are discussed and compared with similar examples in North and South America.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Benefits
KW  - Contracting
KW  - Highway maintenance
KW  - Italy
KW  - Lessons learned
KW  - Performance based maintenance contracting
KW  - Risk analysis
UR  - http://www.pavementmanagement.org/ICMPfiles/2008009.pdf
UR  - https://trid.trb.org/view/1213684
ER  - 

TY  - CONF
AN  - 01447764
AU  - Hayward, B J
AU  - Pidwerbesky, B D
AU  - Transportation Research Board
TI  - Long Term Pavement Response Data System Using In-Situ Instrumentation
PY  - 2008
SP  - 10p
AB  - The introduction of performance-based road construction and maintenance contracts over the last decade has required a better understanding of pavement response under loading especially in long-term maintenance contracts where the contractor must utilise their knowledge of the asset to apply the correct treatments, in the most efficient way, and at the most effective time. Predominantly surface based tests and inspections are used to determine the serviceability of the pavement, but these tests provide minimal information on the pavement’s response to loading and consequently its structural integrity. The large majority of New Zealand’s road network is constructed from thin surfaced unbound flexible pavements where a granular layer provides the main structural strength of the pavement. The current AUSTROADS empirical design theory states that permanent deformation is largely attributed to the subgrade and that shape loss in the granular layers is simply a consequence of a previously deformed subgrade. However, recent research and field trials have indicated that base course shear strains may be a significant contributor to rutting in unbound granular layers, which contradicts the traditional pavement design theory which presupposes that permanent deformation is caused by accumulation of residual vertical compressive strains in the subgrade. Hence, the need for an in-situ direct measurement device that operates under the non-linear stress-strain characteristics of unbound flexible pavements was identified, and research undertaken to develop such a system. The research was focused on unbound granular base course layers, but the system is applicable to all sub-surface pavement layers. The strain measurement system uses a rosette configuration of free-floating induction coils that are designed to measure principal strains in three dimensions. The principal strains are used to construct Mohr’s circle of strain in order to calculate the maximum shear strain occurring in the granular layer. The rosettes were installed in two full scale test pavements at the Canterbury Accelerated Pavement Testing Indoor Facility (CAPTIF), located in Christchurch, New Zealand and monitored while the pavements were loaded with an 8.2 tonne dual wheel axle load for 1 million and 600,000 load applications, respectively. Rut depth testing occurred periodically throughout the test. The research concluded that the rosette coil arrangement was a feasible and accurate device for measuring in-situ strains in granular pavement layers. Finite element modelling confirmed the accuracy of the system. The system has since been installed in road pavements in service, which are being monitored. The results from the two CAPTIF pavements showed that there was a strong linear relationship between the magnitude of the base course shear strain and the rut depth at the end of the post construction compaction period. The investigation also showed that shear strain magnitudes in the region of 5000 micro strain result in rapid shear failure in the granular layer. In addition, after the post construction compaction period had finished, the rate of change of shear strain was proportional to the rate of change of rut development. The rate of change in rut depth was approximately four times the rate of change in shear strain after the initial post construction period. The research also highlighted the dominance of longitudinal tensile strain and shear strain over the vertical compressive strain within granular layers. These pavement responses should be considered in further granular pavement research in addition to the commonly used vertical compressive strains. The paper concludes by outlining some of the practical benefits of utilising such a system within a road and maintenance system and how these can be used to enhance the decision making process.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Accelerated tests
KW  - Data collection
KW  - Decision making
KW  - Flexible pavements
KW  - Granular bases
KW  - Measuring instruments
KW  - New Zealand
KW  - Pavement maintenance
KW  - Rutting
KW  - Shear strain
UR  - http://www.pavementmanagement.org/ICMPfiles/2008064.pdf
UR  - https://trid.trb.org/view/1214452
ER  - 

TY  - CONF
AN  - 01447763
AU  - Swan, D J
AU  - Hein, David K
AU  - White, Craig D
AU  - Corbett, Mike
AU  - Drummond, Steven
AU  - Transportation Research Board
TI  - Development of Pavement Management Systems to Meet Public Private Partnership Concession Agreements
PY  - 2008
SP  - 9p
AB  - With the increased number of road projects being issued as public private partnerships across North America, the need for specialized pavement performance and management data has become more important. These types of projects are unique because of the detailed and binding concession agreements outlining minimum testing and performance requirements. Each concessionaire requires a very detailed and customized solution. Although each concessionaire usually deals with the same assets, due to the relatively small size of their network and the level of monitoring typically well beyond that used by similar government agencies, the private concessionaire has different issues and resources to comply with the concession agreement. The requirements of typical concession requirements across North America vary significantly, but typically include requirements for pavement surface distress, smoothness, and rutting. This paper outlines the lessons learned during the creation of pavement condition evaluation and monitoring systems for three concession projects across Canada. Specifically, it discusses the requirements for hyper accuracy of location identification, the identification of immediate repair locations, the use of distribution requirements in rehabilitation forecasting, and risk management. The experience with these public private partnerships has resulted in key conclusions with dealing these types of assets. There is little flexibility with the accuracy and the referencing of the key performance data because often times the concessionaire is required to make rapid repairs to ensure timely preventative maintenance and prevent fines for exceeding key performance indicators.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Canada
KW  - Concessions (Highways)
KW  - Forecasting
KW  - Location
KW  - North America
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Public private partnerships
KW  - Rehabilitation (Maintenance)
KW  - Risk management
UR  - http://www.pavementmanagement.org/ICMPfiles/2008043.pdf
UR  - https://trid.trb.org/view/1213895
ER  - 

TY  - CONF
AN  - 01447762
AU  - Huber, Rob
AU  - Kingston, Tara
AU  - Laflamme, Claude
AU  - Larouche, Christian
AU  - Transportation Research Board
TI  - Automation and Mobile Mapping for Safe and Accurate Pavement Analysis
PY  - 2008
SP  - 10p
AB  - Proper cross slope of a road surface allows for adequate pavement drainage, thus controlling the tendency for hydroplaning and reducing the water allowed to penetrate and weaken both the road surface and its base materials. Common data collection methods are time consuming and require data collectors to be located on the road, which poses a safety issue. New efficient and economic methods for collecting the data are available using mobile mapping and the technology, results obtained, and the knowledge derived thereof will be examined, as well as a comparison to traditional survey methods. New applications such as this are being developed to increase productivity, provide users with timely and very accurate enterprise data, minimize road crew exposure and create robust information products that serve multiple uses.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Automatic data collection systems
KW  - Mobile mapping
KW  - Pavement cross slope
KW  - Pavement profile
KW  - Pavements
UR  - http://www.pavementmanagement.org/ICMPfiles/2008055.pdf
UR  - https://trid.trb.org/view/1214407
ER  - 

TY  - CONF
AN  - 01447761
AU  - Covalt, Margaret
AU  - Johnson, Eric
AU  - Transportation Research Board
TI  - Strategies for Allocating Limited Airport Pavement Funds
PY  - 2008
SP  - 9p
AB  - The Washington State Department of Transportation recently completed a system-wide Airport Pavement Management System study to assess the condition of pavements at 96 public-use airports. This paper summarizes the results of the study. It presents overall pavement condition statistics and the overall funding needs of the pavement system. Because there is a significant gap between needed versus anticipated funding levels, different physical improvement strategies and policy changes for mitigating the impact of the funding shortfall are presented. These include adding preventive maintenance requirements to grant eligibility criteria, the use of the state classification system to target pavement investments, the adjustment of the acceptable condition level standard to focus limited funding on critical pavements, the adoption of pavement performance measures that are not based solely on overall pavement condition of the state system, and the adoption of these performance measures into the statewide system plan performance measures.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Airport runways
KW  - Financing
KW  - Fund allocations
KW  - Pavement management systems
KW  - Pavement performance
KW  - Preventive maintenance
KW  - Strategic planning
KW  - Washington (State)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008046.pdf
UR  - https://trid.trb.org/view/1213940
ER  - 

TY  - CONF
AN  - 01447760
AU  - Marcon, Antonio Fortunato
AU  - Haas, Ralph
AU  - Tighe, Susan
AU  - Falls, Lynne Cowe
AU  - Transportation Research Board
TI  - Integrating Policy Objectives, Quantifiable Performance Indicators and Implementation Targets in Managing Road Network Assets
PY  - 2008
SP  - 12p
AB  - Pavement management systems, followed by bridge management systems and other component asset management systems have seen widespread adoption in many countries. The basic premise has been that good management practices, together with adequate financing, proper knowledge management and now security are vital to preservation of infrastructure assets. However, in moving to a more broadly based asset management approach, where private sector business principles are seen to have applicability, there is a dilemma of balancing private sector profit motives with the many social, economic, environmental, resource and other issues facing public sector agencies. The development and implementation of component asset management systems, certainly relevant to pavements, has seen a focus largely on life cycle cost-effectiveness at both the network/system wide and project/site specific levels. Any policy objectives that exist are usually only implicitly incorporated and it has only been recently that quantifiable performance indicators have been suggested by the World Bank, Australian agencies and others including the authors of this paper. What remains to be realized is an integration of these policy objectives, quantifiable performance indicators and implementable targets in a coherent framework. It is the purpose of this paper to describe such a framework and to offer recommendations on the specific items that can or should be included. In a more specific sense the paper addresses such policy objectives as provision of service to users, the related performance indicators of ride quality, functionality and utilization and in turn a strategy of maintaining a certain percentage of the network at or above quantified levels of these indicators. Other policy objectives range from preservation of investment to resource conservation and environmental protection to institutional productivity and efficiency to technological advancement. Variation of strategies with categories of road network service providers, from small to medium to large, is also addressed.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Performance indicators
KW  - Policy
UR  - http://www.pavementmanagement.org/ICMPfiles/2008013.pdf
UR  - https://trid.trb.org/view/1213689
ER  - 

TY  - CONF
AN  - 01447759
AU  - Kennedy, William
AU  - Hager, Angela
AU  - Transportation Research Board
TI  - Severe Winter Weather Impacts on Urban Pavements
PY  - 2008
SP  - 10p
AB  - Over the winter of 2006/2007 Denver, Colorado experienced an unusual set of storms resulting in significant and accelerated deterioration of the roadway network. This deterioration needed to be quickly quantified in order to calculate long term effects. The Pavement Management System (PMS) contained pre-winter Pavement Condition Indices (PCI) for the street network but the observed deterioration to the network was significantly greater than predicted by the PMS models. Management needed to quantify the deterioration due to the storms. Time constraints prohibited the use of the PMS detailed rating system. To quickly quantify these effects, a visual rating system was devised by engineering staff. Using this method, the authors were able to rate 650 miles of roadway in two weeks. The CI using this windshield method did not directly equate with the PCI, but by rating select segments by both methods the authors developed a correlation formula to transform the windshield CI to the standard PCI. They were then able to compare the pre-storm PCI values to the post-storm PCI and quantify the effects of the storm. A statistical sample of residential streets was rated using standard methods and the results were used to estimate the effects of the winter on these pavements. The data obtained allowed the pavement management section to quantify the effects of the unusual weather. This information was used to prioritize rehabilitation efforts and provide managers and political leaders with the knowledge they need to set future budgets.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Budgeting
KW  - Condition surveys
KW  - Denver (Colorado)
KW  - Deterioration
KW  - Pavement Condition Index
KW  - Pavement management systems
KW  - Ratings
KW  - Rehabilitation (Maintenance)
KW  - Residential streets
KW  - Storms
KW  - Strategic planning
KW  - Urban highways
KW  - Winter
UR  - http://www.pavementmanagement.org/ICMPfiles/2008077.pdf
UR  - https://trid.trb.org/view/1214810
ER  - 

TY  - CONF
AN  - 01447758
AU  - Rada, Gonzalo R
AU  - Simpson, Amy
AU  - Lopez, Aramis
AU  - Transportation Research Board
TI  - High-Quality Pavement Performance Data: Meeting Research and Management Needs
PY  - 2008
SP  - 12p
AB  - When it comes to the collection of pavement performance data, the general perception is that practitioners believe researchers go overboard while researchers do not care much what practitioners need. There are certainly differences in their needs, but both practitioners and researchers are ultimately interested in the same end result: high-quality pavement performance data. Whether collecting distress, ride quality or other performance elements, achieving highquality data requires that processes be put in place prior to, during and after data collection. Guidelines or standards for data collection are important, but much more is required. Minimum requirements for and/or certification of data collection personnel and time series data reviews are but a couple of examples of other important steps. This paper summarizes the key processes necessary to achieve high-quality performance measurement data for both research and pavement management system (PMS) purposes. Many of the processes are based upon nearly 20-years of data collection within the Long-Term Pavement Performance program, the most comprehensive effort ever undertaken to determine how and why pavements perform as they do. Others are based on the authors’ experience in the development/implementation of PMS over more than a couple of decades.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Data collection
KW  - Data quality
KW  - Long-Term Pavement Performance Program
KW  - Pavement management systems
KW  - Pavement performance
KW  - Standards
UR  - http://www.pavementmanagement.org/ICMPfiles/2008033.pdf
UR  - https://trid.trb.org/view/1213849
ER  - 

TY  - CONF
AN  - 01447757
AU  - Swan, D J
AU  - Hein, David K
AU  - Lane, Becca
AU  - Kazmierowski, Thomas
AU  - Transportation Research Board
TI  - Validation of the Mechanistic-Empirical Pavement Design Guide Using PMS Data
PY  - 2008
SP  - 14p
AB  - The Mechanistic-Empirical Pavement Design Guide (M-E PDG) developed under the National Cooperative Highway Research Program (NCHRP) Project 1-37A integrates structural loading due to traffic with the change in material properties due to environmental effects to determine the mechanistic properties of pavement materials. These mechanistic properties are then translated to expected pavement performance through a series of transfer functions (calibration models) to estimate key pavement condition indicators over the life of the pavement. One of the key recommendations of the NCHRP study was that local calibration data should be used to validate and ‘fine tune’ the national models that were calibrated based on long term pavement performance data from the United States and Canada. Calibration and verification of the national models to reflect local conditions can be intimidating because of the large amount of material test and performance data that is required for a full calibration. However, many agencies already have a significant amount of relevant data collected as a part of their pavement management systems (PMS) which can be used to assist in validating the national models. This paper outlines the procedure used to validate the national mechanistic-empirical pavement performance models for high traffic volume freeways in the Province of Ontario, Canada. Details of the pavement construction history, pavement materials, traffic, climate, and historic pavement performance monitoring data were extracted from the pavement management system and used to evaluate the M-E PDG national models and their applicability for local conditions. The results of the comparison between the historic pavement performance data and the modelled performance indicated good correlation for high volume freeways in Ontario. The variation in predicted versus actually observed distress was somewhat variable, but this can be attributed to the increase in the number of assumptions necessary to use the available PMS data. The technique described in this paper was used successfully and can be implemented for many agencies with good quality, historic pavement performance and construction history data.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Calibration
KW  - Freeways
KW  - Mathematical models
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Ontario
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Validation
UR  - http://www.pavementmanagement.org/ICMPfiles/2008051.pdf
UR  - https://trid.trb.org/view/1214377
ER  - 

TY  - CONF
AN  - 01447756
AU  - van Zyl, Gerrie D
AU  - Tekie, Sophia B
AU  - Transportation Research Board
TI  - HDM4 Versus Local Namibian Experience – Best of Both Practices Implemented
PY  - 2008
SP  - 13p
AB  - The Roads Authority (RA) of Namibia has implemented a comprehensive and formal Road Management System over a period of ten years. The system utilises both the capabilities of HDM4 and local experience to identify and to prioritise rehabilitation, upgrading and periodic maintenance needs. Following a level two calibration of HDM4 and significant efforts with the set-up of workspaces, the results of both the strategic and tactical level results were compared with the existing RA medium-to-long term budget and works programme as well as with the recommendations emanating from the locally developed deterioration and prioritisation models. Poor comparison between priorities, as identified through HDM4 and local experience models, as well as the very low long term budget requirement recommended by HDM4, raised concerns. The paper endeavours to substantiate the reasons for the differences and makes recommendations on how both approaches could supplement each other to optimise the use of available funding.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Budgeting
KW  - Highway Development and Management Tool (HDM-4)
KW  - Highway maintenance
KW  - Maintenance management
KW  - Namibia
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008061.pdf
UR  - https://trid.trb.org/view/1214442
ER  - 

TY  - CONF
AN  - 01447755
AU  - White, Greg
AU  - Transportation Research Board
TI  - Pavement Options for an Airport Parking Apron at an International Airport in Australia
PY  - 2008
SP  - 11p
AB  - Cairns International Airport’s domestic parking apron was originally designed for 300 and 400 series B737 and occasional larger aircraft. With the development of the terminal and increased passenger movements, the apron is expected to be subject to increased frequency of heavier B737-800 aircraft as well as regular operations by larger aircraft, including the A330, B747 and B787. The apron required upgrading to accommodate this increased pavement loading. To minimise disruption and cost, only the parking positions and access taxilanes were to be upgraded. An investigation into the most appropriate type of pavement for the proposed work concluded that a rigid concrete pavement was preferred. Other pavement options considered included traditional asphalt surfaced flexible pavement and segmental concrete block paver surfaced flexible pavement. Each pavement was considered against the following selection criteria which were determined in consultation with the Cairns Port Authority: Construction cost, Whole of life cost, Constructability, Construction time, and  Reliability. Rigid concrete pavement was found to be superior to all other pavement types with regard to constructability in the confined areas proposed. It was also found to be satisfactory with regard to construction time. Whilst having the highest capital cost, rigid concrete pavement was considered to present the lowest whole of life cost based on its longer design life and reduced pavement maintenance requirements. Rigid concrete pavement was approved as the preferred pavement type for the upgrade work, which is now under construction.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Aprons (Airports)
KW  - Cairns International Airport
KW  - Concrete pavements
KW  - Constructability
KW  - Decision making
KW  - Life cycle costing
KW  - Maintenance management
KW  - Traffic loads
UR  - http://www.pavementmanagement.org/ICMPfiles/2008096.pdf
UR  - https://trid.trb.org/view/1214904
ER  - 

TY  - CONF
AN  - 01447754
AU  - Saadatmand, Nastaran
AU  - Transportation Research Board
TI  - Pavement Management Applications in the U.S.
PY  - 2008
SP  - 10p
AB  - Today, States are facing many challenges including aging highway systems, growing travel demand, and insufficient transportation funding to address all of their pavement needs. The use of Pavement Management Systems (PMS) as a tool for identification of maintenance and preservation strategies, project prioritization, and efficient allocation of resources has become considerably more critical in managing highway systems. The Federal Highway Administration (FHWA), Office of Asset Management developed a questionnaire requesting information from the FHWA Division Offices regarding the application of Pavement Management Systems in the 50 States plus the District of Columbia and Puerto Rico, to have a better understanding of how States implement PMS to meet their maintenance, preservation, and rehabilitation needs. The questionnaire consisted of four sections soliciting information regarding administration of PMS, PMS data collection and data analysis, PMS role in the decision-making process, and the States’ future needs to enhance PMS. A summary of the responses was prepared and made available to the Division Offices for their use. This paper will present a brief overview of the pavement management applications in the U.S.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Data collection
KW  - Decision making
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Resource allocation
KW  - States
KW  - Strategic planning
KW  - Surveys
UR  - http://www.pavementmanagement.org/ICMPfiles/2008007.pdf
UR  - https://trid.trb.org/view/1213616
ER  - 

TY  - CONF
AN  - 01447753
AU  - Hatcher, Wayne E
AU  - Henning, Theuns F P
AU  - Transportation Research Board
TI  - Lessons Learnt: New Zealand National Pavement Performance Model Implementation
PY  - 2008
SP  - 9p
AB  - Within New Zealand the implementation of a national pavement performance model has matured to a point where its effectiveness has been thoroughly reviewed. As a result of feedback from highway agencies and expert users a significant shift in philosophy away from a pure deterministic approach to a more risk based approach to forecasting pavement maintenance has been adopted. This paper will explore the perceived strengths and weaknesses of the original implementation and outline the changes adopted to alleviate key user issues. Principally it will focus on the risk based approach adopted and simplifications to the system to ensure that there is a greater understanding of the system and hence a greater chance of the system being utilised for its original purpose. Discussed in the paper will be outlines of the risk based models adopted: crack initiation, rehabilitation need, accelerated rutting, unplanned reactive maintenance, their data requirements and the overall objective of each model together with the optimisation approach that has been implemented.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Lessons learned
KW  - Mathematical models
KW  - New Zealand
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Risk based maintenance
UR  - http://www.pavementmanagement.org/ICMPfiles/2008016.pdf
UR  - https://trid.trb.org/view/1213699
ER  - 

TY  - CONF
AN  - 01447752
AU  - Rainsford, Sean
AU  - Pidwerbesky, Bryan
AU  - Hunt, Simon
AU  - Transportation Research Board
TI  - Prioritising Maintenance Work on the Road Corridor Using a Risk-Based Visual Rating Approach
PY  - 2008
SP  - 11p
AB  - In New Zealand, all road maintenance is outsourced to the private sector; this has shifted more risk onto the physical works contractors. Recently awarded contracts are inclusive of the majority of road assets in the maintenance requirements. Therefore the contractor is required to have a better understanding of each asset type to be maintained and the inherent risk associated with each. A system has been developed, to make it easier for team members to understand, which consists of: 1. Identifying network issue locations, including high-risk areas; 2. Determining suitable asset condition parameters, based on agreed levels of service, for each asset type; 3. Undertaking a visual rating for each asset type; 4. Documenting field work into database and spatially representing ratings; 5. Analysing ratings and risks to network condition and meeting the levels of service; and 6. Prioritising and completing the maintenance work required  The outputs from the system are summarised as follows: 1. Reports on the performance of the road network for the client; 2. Reports on the change in assessed condition between surveys completed; and 3. Tools to assist the supplier in prioritising and programming maintenance work. The system and process are described in detail in the paper, and the benefits identified
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Condition surveys
KW  - Contracting out
KW  - Level of service
KW  - Maintenance management
KW  - New Zealand
KW  - Pavement maintenance
KW  - Risk management
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008093.pdf
UR  - https://trid.trb.org/view/1214895
ER  - 

TY  - CONF
AN  - 01447751
AU  - Bennett, Christopher R
AU  - Transportation Research Board
TI  - What Makes a Pavement Management System Implementation Successful?
PY  - 2008
SP  - 10p
AB  - The successful implementation of a computerized road management system (RMS) depends on the interaction of three fundamental components: Processes, People and Technology. If any of these components are lacking, the system will not be successful. The best technology in the world will ultimately fail if implemented in an environment where there are no people to run it, or where the processes are not in place to utilize it. In 2005, the World Bank, funded by TRISP, hired consultants to conduct interviews in 21 different road agencies in 16 countries to gauge their experiences in implementing RMS. A standard questionnaire was completed for each agency. The agencies were chosen to represent a cross-section of experience in different continents. National road agencies were primarily chosen, although some large provincial and state agencies were also interviewed. What is apparent from the study is that agencies that are successful in their implementations have built strong foundations in all of the fundamental components over a number of years. First and foremost, they have developed an ‘asset management mindset’, that is, they explicitly and conscientiously implement policies that are geared towards managing their highway infrastructure as an asset whose value must be maintained and improved. Their executives and management promote asset management principles in order to ensure that funding and budget are allocated to appropriate areas. They are explicitly committed to the RMS, in the sense that it is built into their processes and procedures. They ensure that sufficient budget is available for data collection, for upgrades and maintenance of the systems, and for staff training and progression.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Budgeting
KW  - Countries
KW  - Financing
KW  - Highway departments
KW  - Highway maintenance
KW  - Pavement management systems
KW  - Questionnaires
KW  - Surveys
KW  - World Bank
UR  - http://www.pavementmanagement.org/ICMPfiles/2008019.pdf
UR  - https://trid.trb.org/view/1213706
ER  - 

TY  - CONF
AN  - 01447750
AU  - Moore, Christine
AU  - Tjioe, Martin
AU  - Manzella, Anthony
AU  - Bernhardt, Kristen L Sanford
AU  - McNeil, Sue
AU  - Transportation Research Board
TI  - Asset Management Insights Using Agent Models
PY  - 2008
SP  - 12p
AB  - Asset management is a systematic process to support strategic decision making for physical assets. Recognition of budget constraints, development and use of deterioration models, development of strategies and policies, and project selection are important elements of the process. More sophisticated asset management decision support systems also recognize the uncertainty inherent in the process and the challenges in allocating resources in a spatially and socially equitable manner over the extended periods of time that the assets are expected to provide service. However, little attention has been paid to capturing the complex interactions among decision makers. While asset management has been emerging as a discipline, agent-based modeling, a tool for exploring complex systems, has demonstrated the potential to model important interactions and heuristics that reflect the actual management process. By representing a network of pavement segments as an agent-based model, it is possible to examine the effects of agencies, politicians, user actions, deterioration, random failures and various policies on the performance of the system. This paper begins by defining the agents – the pavement segments, users, politicians, and engineers – and their interactions, and explains why such agent behaviors are not captured in typical pavement management systems and life cycle cost analyses. The prototype agent-based system is then described. The authors developed two prototypes, one in MATLAB, incorporating data drawn from the Highway Economics Requirements state version (HERS-ST), and one in Repast. The prototypes are discussed, and the paper concludes with directions for future work. Overall, the models demonstrate the potential value of life cycle cost analysis and the importance of planning for catastrophic failure.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Agent-based modeling
KW  - Asset management
KW  - Decision support systems
KW  - Life cycle costing
KW  - Pavement management systems
KW  - Pavements
KW  - Prototypes
UR  - http://www.pavementmanagement.org/ICMPfiles/2008011.pdf
UR  - https://trid.trb.org/view/1213687
ER  - 

TY  - CONF
AN  - 01447749
AU  - Sarsam, Saad Issa
AU  - Transportation Research Board
TI  - Development of Pavement Maintenance Management System Using Visual Evaluation of Asphalt Concrete Surface Condition and Expert System
PY  - 2008
SP  - 19p
AB  - The road transportation system is considered a major component of the infrastructure in any country as it affects the developments in economy and social activities. Asphalt concrete (AC), which is considered the major pavement material for the road transportation system in Iraq, is subjected to continuous deterioration with time due to traffic loading and environmental conditions. It needs a pavement maintenance management system (PMMS) which should be capable for preserving the functional and structural conditions of pavement layers by controlling the continuous distress experienced by the pavement. This paper describes the development of the PMMS using an expert system with visual inspection technique for evaluating the AC pavement surface condition. Common types of AC distress, including bleeding of asphalt, patching, block cracking, edge cracking, longitudinal and transverse cracking, potholes, and longitudinal and transverse deformation, with their various severity and intensity conditions have been included in the system's database. The surface of the pavement will be divided into sections, and the pavement condition will be visually evaluated using specially designed forms, then data will be fed to the expert system using the computer. Various types of intensity and severity of distress will be analyzed by the system, and the present condition rating (PCR) of the pavement section will be determined. The system will then suggest the required maintenance action. The system which was assigned VEACPSC (visual evaluation of asphalt concrete pavement surface condition) was examined in evaluating the asphalt pavement surface condition of the road network for Baghdad University campus at AL-Jaderiah. It was felt that such a system is sound in evaluating pavement surface condition and in suggesting the required maintenance action to be adopted to preserve the AC pavement.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asphalt concrete pavements
KW  - Condition surveys
KW  - Inspection
KW  - Iraq
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement management systems
UR  - http://www.pavementmanagement.org/ICMPfiles/2008059.pdf
UR  - https://trid.trb.org/view/1214440
ER  - 

TY  - CONF
AN  - 01447748
AU  - MacLeod, Donaldson R
AU  - Hidinger, Wally
AU  - Transportation Research Board
TI  - Asset Management of Gravel Airstrips in the Yukon Canada
PY  - 2008
SP  - 12p
AB  - The Yukon Department of Highways and Public Works operates a series of gravel airstrips in isolated parts of the Yukon. In addition to the primary function of providing services to general aviation, these isolated airstrips support medical emergency evacuations and act as temporary bases for forest fire fighting aircraft and equipment. The Department has well-established bridge inspection/management, pavement and bituminous surface treatment management systems for its highway network and a pavement management system for its major airports. Lacking, however, was an inspection and rating system for its gravel airstrips. This paper describes the establishment of a rating system for these low volume gravel airstrips. It identifies the distresses that should be monitored during an annual inspection. A number of composite indices were developed similar to the Pavement Condition Index (PCI) used for pavement management, for use with the gravel airstrips. Due to the variation of gravel surfaces depending on weather and the last gravel blading, a general condition index based on the overall visual observation of the airstrip was judged to be more effective than composite indices based on individual distresses. The major feature of the management system for these airstrips is the identification of maintenance items required for the operation and preservation of the airstrip and the identification of the time frame required for major capital investments (gravel resurfacing).
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Airstrips
KW  - Gravel roads
KW  - Inspection
KW  - Maintenance management
KW  - Yukon Territory
UR  - http://www.pavementmanagement.org/ICMPfiles/2008050.pdf
UR  - https://trid.trb.org/view/1213984
ER  - 

TY  - CONF
AN  - 01447747
AU  - Chen, Chen
AU  - Flintsch, Gerardo W
AU  - Transportation Research Board
TI  - Calibrating Fuzzy-Logic-based Rehabilitation Decision Models Using the LTPP Database
PY  - 2008
SP  - 10p
AB  - This paper establishes a systematic method to calibrate a fuzzy-logic-based rehabilitation decision model using real cases extracted from the Long Term Pavement Performance (LTPP) database. Fuzzy logic systems are efficient for combining expert knowledge and numeric data. This feature makes it ideal for building decision-support models. Eight tables in the LTPP database were used to extract pavement and rehabilitation information. The investigation started with 62 rehabilitation cases but only six overlay rehabilitations with thicknesses between 1.5 and 2.5 inches had all the required information and were thus selected to calibrate the decision model. To make the dataset unbiased, six do-nothing cases were created based on the rehabilitation cases. The steepest descent method and backpropagation learning were used to tune the model with the selected rehabilitation events. By reinterpreting the model in the form of a neural fuzzy system, the calibration algorithm successfully tuned the decision model to distinguish between rehabilitation cases and do-nothing cases.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Algorithms
KW  - Asset management
KW  - Calibration
KW  - Decision making
KW  - Decision support systems
KW  - Fuzzy logic
KW  - Long-Term Pavement Performance Program
KW  - Neural networks
KW  - Pavement maintenance
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008100.pdf
UR  - https://trid.trb.org/view/1214913
ER  - 

TY  - CONF
AN  - 01447746
AU  - Ruck, Gary R
AU  - Ismail, Said
AU  - Transportation Research Board
TI  - Louisiana’s Data – Integrated and Disseminated
PY  - 2008
SP  - 11p
AB  - In early 2006, the State of Louisiana’s Department of Transportation and Development (LADOTD) wanted to be able to integrate disparate roadway data with their existing pavement management data and subsequently produce integrated reports using a geographic information system (GIS) based user interface. All of the components required to address this issue already existed within the LADOTD’s control. Specifically: Referenced mainframe transportation related data; A robust Pavement Management System (PMS); and A well structured and maintained corporate GIS. What was needed was the expertise to pull the components together and then develop a web based and GIS reporting mechanism. This paper will demonstrate how, in an incremental fashion, Deighton Associates Limited and LADOTD combined the above components with a custom GIS based report application to provide LADOTD stakeholders with the ability to view integrated transportation data from their desktops. It was important that the proposed solution be formulated with the intent to provide this service without requiring the users of the application to be proficient in the use of either the GIS or the pavement management software. The paper will address the 4 main phases of the project: 1. Enterprise PMS Implementation; 2. Open Database Connectivity (ODBC) Connection to Disparate Data; 3. Web based Implementation of PMS Reports; and 4. GIS Based Reporting Interface. The project was completed in late 2006 and this paper will highlight the challenges encountered as well as the benefits being realized by the LADOTD stakeholders. A framework on how this was accomplished will be presented and this framework could be used by other Departments of Transportation who may be interested in accomplishing the same thing.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Data integration
KW  - Geographic information systems
KW  - Louisiana
KW  - Louisiana Department of Transportation and Development
KW  - Maintenance management
KW  - Open database connectivity
KW  - Pavement management systems
UR  - http://www.pavementmanagement.org/ICMPfiles/2008057.pdf
UR  - https://trid.trb.org/view/1214409
ER  - 

TY  - CONF
AN  - 01447745
AU  - Lo, Allan
AU  - Griffiths, Sharla
AU  - Transportation Research Board
TI  - Automated Vehicle Tracking and Billing System for Snowplows
PY  - 2008
SP  - 8p
AB  - Alberta Transportation (AT) has partnered with the province’s private highway maintenance contractors (HMC) on an innovative project to equip all snowplows with an Automated Vehicle Location System (AVLS). The primary objectives are to monitor and audit the work being done by the HMC and to increase productivity and efficiency through a newly-developed automated billing system. The entire AVLS consists of two basic components – hardware and software. The truck-mounted hardware consists of a Global Positioning System (GPS) unit, a wireless communications device, and sensors that provide real time data input on the use of the plow equipment (plow blade actions, spreader controls, and pre-wetting actions). The software program developed specifically for this project will collect snowplow data such as location, speed, truck identification, and actions, and automatically generate a billing record for AT to review and approve for payment. This will be the first deployment of such an automated billing system based on GPS tracking by a transportation agency anywhere in North America. In addition to the main benefits, other potential uses of this system are: the ability of the department and HMC to monitor the amount and location of salt and sand being placed so as to mitigate environmental impacts; in conjunction with other intelligent transportation systems (ITS) technologies such as the Road Weather Information System (RWIS), to optimize equipment resources during storm events; in conjunction with other department computer programs as a post-storm analysis tool based on the information gathered; and to assist with inquiries from the public and possible litigation matters.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Alberta
KW  - Alberta Transportation
KW  - Auditing
KW  - Automatic data collection systems
KW  - Automatic vehicle location
KW  - Benefits
KW  - Billing
KW  - Contractors
KW  - Global Positioning System
KW  - Real time information
KW  - Sensors
KW  - Snowplows
KW  - Software
KW  - Winter maintenance
KW  - Wireless communication systems
UR  - http://www.pavementmanagement.org/ICMPfiles/2008056.pdf
UR  - https://trid.trb.org/view/1214408
ER  - 

TY  - CONF
AN  - 01447744
AU  - Tighe, Susan L
AU  - Smith, James
AU  - Mills, Brian
AU  - Andrey, Jean
AU  - Transportation Research Board
TI  - Using the MEPDG to Assess Climate Change Impacts on Southern Canadian Roads
PY  - 2008
SP  - 10p
AB  - This paper is directed at using Canadian data from the Long-Term Pavement Performance program and the Mechanistic-Empirical Pavement Design Guide (M-E PDG) to quantify the impacts of projected climatic changes on pavement performance of low-volume roads at six sites located in Southern Canada. A series of analyses were conducted to assess the impact of pavement structure, material characteristics, traffic loads, and changes in climate on incremental and terminal pavement deterioration and performance. Results suggest that rutting (asphalt, base and subbase layers) and both longitudinal and alligator cracking will be exacerbated by climate change with transverse cracking becoming less of a problem. In general, the pavement designs as per current practice of using temporal data will not fully achieve their design lives. In addition, it is expected that additional maintenance and rehabilitation costs may be required to compensate for additional distresses related to climate change.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Alligator cracking
KW  - Canada
KW  - Climate change
KW  - Long-Term Pavement Performance Program
KW  - Longitudinal cracking
KW  - Low volume roads
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement distress
KW  - Pavement performance
KW  - Rutting
KW  - Service life
KW  - Transverse cracking
UR  - http://www.pavementmanagement.org/ICMPfiles/2008052.pdf
UR  - https://trid.trb.org/view/1214378
ER  - 

TY  - CONF
AN  - 01447743
AU  - van Zyl, Gerrie D
AU  - Henderson, Mervyn G
AU  - Uys, James R
AU  - Transportation Research Board
TI  - Work Effects of Alternative Maintenance Measures on Unsurfaced Roads in the Western Cape
PY  - 2008
SP  - 10p
AB  - The unsurfaced road network in South Africa comprises approximately 600 000 km and is maintained by various road authorities and local councils to different standards. Although road management systems have been implemented by several organisations, this does not necessarily guide practitioners to apply best maintenance practice. Existing performance models for unsurfaced roads mainly consider gravel loss and the replacement thereof as well as roughness deterioration and improvement through only one form of blading and periodic regravelling. Revisiting existing good maintenance practices in southern Africa and results of gravel road performance studies in the Western Cape resulted in the need to incorporate the work effects of alternative maintenance measures into the total road network optimisation process. The paper describes current best practices and terminology accepted in the Western Cape and makes specific recommendations regarding the purpose as well as the immediate and longer term effects of light blading, reshaping and reworking for network optimisation purposes. The purpose of this paper is to add value to existing research work and to provide information for improvement of local performance models.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Best practices
KW  - Gravel roads
KW  - Highway maintenance
KW  - Maintenance management
KW  - Optimization
KW  - Road networks
KW  - South Africa
KW  - Unpaved roads
KW  - Western Cape (South Africa)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008004.pdf
UR  - https://trid.trb.org/view/1213612
ER  - 

TY  - CONF
AN  - 01447742
AU  - Zohrabi, Morteza
AU  - Transportation Research Board
TI  - A Network Review Process to Assess Condition of Pavements Within UK's Area 2 Network
PY  - 2008
SP  - 10p
AB  - This paper provides a systematic process for assessing the pavement asset across Highways Agency’s Area 2 in the UK, to provide a multi-year forward programme of maintenance schemes. It involves using annual TRACS (Traffic Speed Condition Survey) data to assess rutting, fretting, longitudinal profile and wheeltrack cracking as well as SCRIM (Sidewayforce Coefficient Routine Investigation Machine) survey data to assess skidding deficiencies. Network strip plans of condition data are produced and the areas for investigation are highlighted in different colours using appropriate assessment criteria. The existing programme of pavement schemes, both small works and major schemes, are added to the strip plans. The minor pavement defects as reported by inspectors are loaded onto the strip plans, which collectively show areas of concern from TRACS, SCRIM and minor defect repairs. In addition, the whole network is reviewed section by section by delegate engineers from the maintenance teams and problematic locations are identified and incorporated into the strip plans. A single spreadsheet showing the colour coding of different defects and potential hotspots is produced from the strip plans which then highlight potential investigation locations. Separate lists of potential major and small works schemes are identified for further review and confirmation.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Condition surveys
KW  - Maintenance management
KW  - Pavements
KW  - Sideway-Force Coefficient Routine Investigation Machine
KW  - Spreadsheets
KW  - TRACS (Computer model)
KW  - United Kingdom
UR  - http://www.pavementmanagement.org/ICMPfiles/2008094.pdf
UR  - https://trid.trb.org/view/1214896
ER  - 

TY  - CONF
AN  - 01447741
AU  - Ningyuan, Li
AU  - Leung, Michael
AU  - Kazmierowski, Tom
AU  - Transportation Research Board
TI  - Impact Analysis of Individual Distresses on Overall Pavement Condition Assessment
PY  - 2008
SP  - 10p
AB  - The Ontario Ministry of Transportation (MTO) uses the Distress Manifestation Index (DMI), a ten-point scale based on visual assessment of disaggregated pavement distresses, to supplement laser based high-speed roughness measurement when determining overall pavement condition. The current practice is to visually observe and rate the severity and density of each individual distress along a pavement section; this produces a subjective rating with some variation between individual evaluators. The process is time-consuming, as the entire provincial highway network must be travelled and rated visually. The paper examines several alternatives to the current DMI scale, including scales that omit lightly weighted types of distresses and scales that only use cracking and rutting distress types. The purpose of this study is to determine whether reducing the DMI calculation to include only a subset of distresses will have a significant impact on the quality of the performance measures. Particular interest in cracking and rutting distresses is fuelled by the development of automated laser-based systems that can evaluate the cracking and rutting on the pavement at highway speeds. Automating the process would reduce the time and cost of the pavement distress survey. The long-term goal is to reduce sources of variation by simplifying the DMI, and/or delegating the rating process to automation. Preliminary results show that the modified DMI scales are acceptably accurate, and the automated collection of DMI data shows potential.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Automatic data collection systems
KW  - Condition surveys
KW  - Lasers
KW  - Ontario Ministry of Transportation
KW  - Pavement cracking
KW  - Pavement distress
KW  - Rutting
UR  - http://www.pavementmanagement.org/ICMPfiles/2008085.pdf
UR  - https://trid.trb.org/view/1214840
ER  - 

TY  - CONF
AN  - 01447740
AU  - Middleton, Brent
AU  - Forfylow, R W
AU  - Transportation Research Board
TI  - An Evaluation of Warm Mix Asphalt Produced with the Double Barrel Green Process
PY  - 2008
SP  - 14p
AB  - During the past three years, Warm Mix Asphalt (WMA) technologies from European countries have entered the North American market. European experiences with WMA technologies have indicated a significant reduction in mixture temperature, mixture viscosity, energy consumption and environmental emissions during asphalt mix production and placement in comparison with traditional hot mix asphalt (HMA). Based on North America experiences to date with these technologies, transportation agencies and HMA producers are unlikely to adopt WMA technologies solely for the reduction in manufacturing energy costs and environmental emissions, as these benefits do not cover the associated increase in investment and additive costs of WMA over HMA even in the most expensive North American energy markets. This paper presents an evaluation of the economic, environmental and mixture performance in order to assess the sustainability of WMA in North America. The paper examines the benefits, risks, investment and material costs, and sustainability associated with the different WMA technologies and specifically the Double Barrel® Green process. Included is a detailed economic and mixture performance evaluation of WMA mixes containing reclaimed asphalt pavement (RAP) and recycled asphalt shingles produced with the Double Barrel® Green process during field trials in Vancouver, British Columbia.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Double Barrel Green process
KW  - Economic analysis
KW  - Environmental impact analysis
KW  - North America
KW  - Reclaimed asphalt pavements
KW  - Shingles
KW  - Sustainable development
KW  - Vancouver (Canada)
KW  - Warm mix paving mixtures
UR  - http://www.pavementmanagement.org/ICMPfiles/2008005.pdf
UR  - https://trid.trb.org/view/1213614
ER  - 

TY  - CONF
AN  - 01447739
AU  - Ong, Ghim Ping
AU  - Fwa, Tien F
AU  - Transportation Research Board
TI  - Hydroplaning Risk Management for Grooved Pavements
PY  - 2008
SP  - 11p
AB  - Pavement grooving has been used on highways as means to reduce hydroplaning and wet-weather accident occurrences. The need for pavement grooving arises because a plane pavement surface with little macrotexture generally has low hydroplaning speed and low frictional resistance at the onset of hydroplaning. This paper describes the use of a three-dimensional finite-volume hydroplaning simulation model to determine the hydroplaning speed associated with a particular groove design. Pavements of transverse and longitudinal orientations are studied and groove widths between 1 and 10 mm, groove depths between 1 and 10 mm and groove center-to-center spacing between 5 mm and 25 mm are considered. It is found that hydroplaning speed increases with increasing groove width and depths and decreasing center-to-center spacing. The concept of hydroplaning risk is introduced as a mean to evaluate the risk associated with a particular groove design. This allows pavement engineers or designers to be aware of the safety margin against hydroplaning. The risk of hydroplaning can be defined as the probability of hydroplaning occurrence for the design vehicle type traveling at the design speed on the section of road concerned under the given pavement conditions (i.e., pavement grooving design) and environmental conditions (such as water film thickness on the pavement surface). This paper next discusses the effect of pavement groove deterioration on hydroplaning risk. Using pavement groove deterioration obtained from experiments, it is found that as the pavement grooves deteriorate, the hydroplaning speed offered by the pavement decreases and the risk of hydroplaning increases.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Hydroplaning
KW  - Pavement grooving
KW  - Risk management
KW  - Simulation
KW  - Speed
UR  - http://www.pavementmanagement.org/ICMPfiles/2008027.pdf
UR  - https://trid.trb.org/view/1213843
ER  - 

TY  - CONF
AN  - 01447738
AU  - Tekie, Sophia-Belete
AU  - Transportation Research Board
TI  - Sustainable Asset Managment System in the Context of the Namibian Road Sector Reform – A Model for the International RMS Community
PY  - 2008
SP  - 11p
AB  - The Namibian Road Management System (RMS) has been in existence since the late 1980s. The achievement of the Namibian System can be used as a model not only for Africa but for the international community. The unique way it was developed and is functioning at the moment will be shared in this paper as a contribution to the RMS industry. A RMS or Asset Management System can be defined as an all encompassing framework, including both information processing and human resources, for the integrated management of the road network, including the determination and optimisation of economically warrented projects, programmes, strategies and budgets, for both development and maintenance. An RMS is becoming more and more critical for the management of the road network all over the world. Africa, and especially Namibia, is challenged by the loss of experienced field personnel, and without a scientific and an objective system to assist the engineers to manage the road network, the management of the road network is becoming a nightmare. Namibia went through a major road sector reform from 1995 - 2000 funded by the Swedish International Development Agency (SIDA) and partly by the government of Namibia. This restructuring process of the Ministry of Works, Transport and Communications (MWTC), especially the Department of Transport (DOT), brought about three new entities, the Roads Authority (RA), the Road Fund Administration (RFA) and the Roads Contractor Company (RCC). The task of the RA is to manage the road network, of the RFA is to fund the Roads Authority and local authorities from dedicated funds from the Road User Charges (RUC), and of the RCC is to do the physical work of the road maintenance, upgrading, rehabilitation and construction. The RMS was included in the Roads Authority Act (Act 17 of 1999) and it therefore plays a very important role. This helped the RA to look at the RMS seriously. This paper will look at how exactly the RMS of Namibia was developed and is being used in contributing to the management of the road network in the context of the Road Sector reform. In addition, it also touches on some experiences gained from the World Bank programme HDM-4 in the strategic output and the integration of the model with the RMS
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Highway Development and Management Tool (HDM-4)
KW  - Maintenance management
KW  - Namibia
KW  - Pavement management systems
KW  - Road management
KW  - Sustainable development
UR  - http://www.pavementmanagement.org/ICMPfiles/2008073.pdf
UR  - https://trid.trb.org/view/1214535
ER  - 

TY  - CONF
AN  - 01447737
AU  - Robertson, Gordon
AU  - Amadi-Enchendu, Joe
AU  - Transportation Research Board
TI  - Routine Road Maintenance Condition Indicators in South Africa
PY  - 2008
SP  - 13p
AB  - As South African road owners shift from a construction mode to a preservation mode, new techniques are required to record and monitor the cost-effectiveness of their pavement preservation efforts and to address asset preservation goals. Pavement Management Systems (PMS’s) that include routine preventive maintenance treatments, strive to keep good roads in a good condition through the timely application of these treatments. The integration of routine maintenance strategic planning into PMS’s is however lacking. The types of road condition indicators that are measured in most PMS’s, such as the International Roughness Index (IRI) and Visual Condition Index (VCI), do not support the identification of routine road maintenance treatments. Road owners that depend mostly on individual-distress road condition indicators, supplemented with an overall condition index in their PMS, might be in a better position than those that depend mostly on composite indices. This is because a composite condition index may include many potentially unrelated structural and functional aspects of pavement condition and the resultant aggregation into a single index tends to mask the need for specific preventive maintenance. The development of meaningful routine road maintenance condition indicators, for monitoring and assessing the physical condition of surfaced roads is necessary. It is envisaged that these indicators may contribute towards the implementation of effective routine maintenance strategies, and condition and maintenance monitoring programmes.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - International Roughness Index
KW  - Pavement Condition Index
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Preventive maintenance
KW  - South Africa
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008062.pdf
UR  - https://trid.trb.org/view/1214443
ER  - 

TY  - CONF
AN  - 01447736
AU  - Fang, Yingwu
AU  - Hughes, William
AU  - Transportation Research Board
TI  - Friction Monitoring of Superpave™ Mixes in Virginia
PY  - 2008
SP  - 11p
AB  - Starting from 1999, the Virginia Department of Transportation (VDOT) has adopted the Superpave™ mix design methodology for asphalt concrete (AC) materials. With the adoption of this method, VDOT has altered asphalt contents, aggregate gradations and other AC mix properties. VDOT began to use a Superpave™ surface mix with a nominal maximum aggregate size of 12.5mm (SM-12.5) in 1999. This same maximum aggregate size of 12.5mm was used in the Marshall mix design method previously, as specified in the 1994 version of VDOT Road and Bridge Specifications. In order to compare the performance of Superpave™ surface mixes with different aggregate size, VDOT’s Central Office Materials Division requested that the districts use a 9.5mm (SM-9.5) Superpave™ surface mix for half of the paving projects and a 12.5mm (SM-12.5) Superpave™ surface mix for the other half of the projects in 2000. To date, VDOT has limited information on the performance of these new Superpave™ mixes including skid resistance. In order to answer questions such as “Would the SM-9.5 mix have less skid resistance than the SM-12.5 mix due to different mix properties”, the Pavement Design and Evaluation (PD&E) Section of VDOT, with its data collecting efforts of the Non-Destructive Testing (NDT) skid unit, initiated a series of friction monitoring services. This paper introduces the findings from the data analysis of the effort.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Aggregate gradation
KW  - Asphalt concrete
KW  - Friction
KW  - Nominal maximum aggregate size
KW  - Nondestructive tests
KW  - Pavement performance
KW  - Skid resistance
KW  - Superpave
KW  - Virginia
KW  - Virginia Department of Transportation
UR  - http://www.pavementmanagement.org/ICMPfiles/2008025.pdf
UR  - https://trid.trb.org/view/1213714
ER  - 

TY  - CONF
AN  - 01447735
AU  - White, Greg
AU  - Transportation Research Board
TI  - Lessons Learnt from Ten Years of Maintenance on Defence Aircraft Pavements in Australia
PY  - 2008
SP  - 10p
AB  - The Australian Department of Defence manages, maintains and operates twenty-four airfields around Australia. These airfields range in their size, infrastructure provisions, operational capability and environment. Over the last ten years, the management of maintenance at these airfields has uncovered unique problems, allowed trials of various maintenance approaches to be conducted and presented many opportunities to learn valuable lessons for the future. Surface enrichment of asphalt using both tar-based and bitumen-based materials has been performed on many pavements. This has proven to be an effective means of increasing the period between asphalt overlays. Such treatments require careful attention to the application rates and selection of the enrichment product. The interface between concrete and asphalt surfaced pavements presents a design challenge. If not detailed appropriately, differential thermal expansion and contraction can lead to shoving and cracking of asphalt as well as spalling of concrete. In extreme conditions, it is possible to retrofit an isolation joint to these interfaces to improve their condition. Hot bitumen sprayed seals can provide an appropriate surfacing for the operation of non-jet aircraft. While the materials and equipment are generally the same as for road pavements, the subtle design and specification differences are not commonly understood by contractors. Careful design and construction management is required to obtain the optimum sealed surface for an aircraft pavement. The repair of minor concrete spalling is likely to be required on many aircraft parking aprons. A range of materials have been trial tested with varying degrees of success. A proprietary semi-rigid epoxy has been found to be the most reliable and durable product for concrete spall repairs, with trenches of asphalt suitable for cracked slabs. Asphalt surfacings will unavoidably be segregated in isolated areas and over time aggregate will erode from the surface. Use of 14 mm asphalt surfacing, in lieu of the traditional 20 mm asphalt mix, requires grooving of the surface to achieve the required skid resistance but significantly reduces built-in segregation. Polymer modified bitumen emulsion slurries effectively treat remaining areas of segregated and eroded asphalt.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Air bases
KW  - Airport runways
KW  - Aprons (Airports)
KW  - Asphalt emulsions
KW  - Asphalt pavements
KW  - Australia
KW  - Concrete pavements
KW  - Lessons learned
KW  - Maintenance management
KW  - Pavement cracking
KW  - Pavement grooving
KW  - Pavement maintenance
KW  - Polymer modified emulsion
KW  - Repairing
KW  - Seal coats
KW  - Segregation (Aggregates)
KW  - Spalling
KW  - Surface treatment (Pavements)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008008.pdf
UR  - https://trid.trb.org/view/1213617
ER  - 

TY  - CONF
AN  - 01447734
AU  - Parkman, Chris
AU  - Transportation Research Board
TI  - Pavement Management at Transit New Zealand: Current Challenges and Progress with Recent Initiatives
PY  - 2008
SP  - 8p
AB  - Transit New Zealand (Transit) manages the national highway network and all its associated assets. This paper defines asset management in the Transit context, and starts by explaining the key challenge of integrating Transit’s business into an asset management framework. The paper then goes on to describe specific challenges related to pavement asset management, with regard to performance reporting based on high speed road condition and skid resistance data. Transit has collected such data for more than 10 years and experience has been gained in manipulation of the data to drive meaningful management decision making at both the project and network level. Recently, concerns have been expressed that such summarised reports are not adequately identifying trends on the network as perceived by practising engineers. The paper explores the initiatives taken to address these issues, starting from research and development of the raw data collection principles through to statistical issues surrounding data summarisation and processing.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Data collection
KW  - Decision making
KW  - Information processing
KW  - Pavement management systems
KW  - Pavement performance
KW  - Transit New Zealand
UR  - http://www.pavementmanagement.org/ICMPfiles/2008039.pdf
UR  - https://trid.trb.org/view/1213886
ER  - 

TY  - CONF
AN  - 01447733
AU  - Irfan, Muhammad
AU  - Khurshid, Muhammad Bilal
AU  - Labi, Samuel
AU  - Sinha, Kumares C
AU  - Transportation Research Board
TI  - Cost-Effectiveness of Rehabilitation Alternatives – The Case for Flexible Pavements
PY  - 2008
SP  - 14p
AB  - The combined and accumulated effects of traffic loading and climate over time are primary causes of flexible pavement deterioration. As such, at a certain point in the life of a flexible pavement, some rehabilitation activity is often required not only to improve pavement condition and enhance its structural integrity, but also to defer the need for reconstruction. A critical issue facing pavement managers and engineers is the assessment of the cost-effectiveness of various flexible pavement rehabilitation treatments so that the best rehabilitation alternative can be identified. Using data from a wet-freeze mid-western state in the United States, this paper analyzes the cost-effectiveness of the following flexible pavement rehabilitation treatments: Functional hot mix asphalt (HMA) Overlay, Structural HMA Overlay, Resurfacing (partial 3R standards), and Mill Full-depth & Asphaltic Concrete Overlay. Effectiveness is measured in terms of the immediate jump in pavement performance (short term), treatment service life and increase in pavement performance (long term); cost is the agency cost of the treatment expressed in terms of the equivalent uniform annual cost (EUAC) per lane-mile; and cost effectiveness is the ratio of effectiveness to cost. The study utilized pavement condition and other related data from the years 1994 to 2002 of a mid-western wet-freeze state in the United States. The study results suggest that on the basis of treatment service life, HMA functional overlay appears to be the most cost-effective treatment, followed by resurfacing (partial 3R standards); on the basis of immediate performance jump and increase in pavement performance, HMA structural overlay was found to be the most cost-effective, followed by HMA functional overlay.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Bituminous overlays
KW  - Cost effectiveness
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Milling
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Resurfacing
KW  - Service life
UR  - http://www.pavementmanagement.org/ICMPfiles/2008075.pdf
UR  - https://trid.trb.org/view/1214545
ER  - 

TY  - CONF
AN  - 01447732
AU  - Landers, Shawn
AU  - MacNaughton, John
AU  - Transportation Research Board
TI  - Implementation of a Framework for Pavement Asset Preservation Programming in New Brunswick
PY  - 2008
SP  - 10p
AB  - The New Brunswick Department of Transportation (NBDoT) is implementing a progressive and pragmatic asset management framework to provide a more strategic approach to long term, investment planning and program management for its entire transportation infrastructure. Pavements comprise a substantial portion of this asset base in terms of value and annual rehabilitation funding, and therefore warrant extra focus. The framework for pavement preservation is built upon a strategic, tactical and operational approach to long term management of pavement assets utilizing linear programming and program development. Performance modelling is performed at the strategic level to develop 20 year optimized pavement asset investment plans to support both tactical (i.e. short term forward-works programs) and operational (i.e. annual programs) planning where rehabilitation options can be assessed and prioritized. While the province had an established pavement monitoring program in place, applying it within the context of the asset management framework for long term pavement preservation was new. This paper focuses on the development of the initial suite of strategic pavement deterioration curves and operational windows to be used for estimating network level pavement rehabilitation. Key challenges faced during the implementation and areas identified for future efforts are also discussed.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Deterioration
KW  - Infrastructure
KW  - Investments
KW  - New Brunswick
KW  - New Brunswick Department of Transportation
KW  - Pavement preservation
KW  - Pavements
KW  - Programming (Planning)
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008104.pdf
UR  - https://trid.trb.org/view/1214931
ER  - 

TY  - CONF
AN  - 01447731
AU  - Yau, Jyh-Tyng
AU  - Yu, Jianxiong
AU  - Lin, Jyh-Dong
AU  - Lo, Shih-Chi
AU  - Transportation Research Board
TI  - Pavement Maintenance Performance and Thresholds Analysis Using DEA and ROC Methods
PY  - 2008
SP  - 16p
AB  - This study uses the Data Envelopment Analysis (DEA) and Receiver Operating Characteristic (ROC) curve methods to analyze the factors that affect the performance of asphalt concrete overlays on flexible pavements in Ohio. The ROC method is used to compare the relative importance of the parameters and to determine the appropriate maintenance timing. In order to satisfy the binary data form that is required when ROC is performed, the treatment results are considered as either effective or ineffective. The DEA is employed to help define the effective treatment from ineffective ones. DEA analysis was performed to distinguish between relatively good and poor performing sections according to Pavement Condition Rating (PCR) values of six successive years. Furthermore, the PCR threshold value for pavement maintenance and optimal overlay thickness can be obtained. The results show that maintenance timing is the most important factor affecting flexible pavement with low traffic and overlay thickness is the most important one in the high traffic group. The appropriate PCR value of maintenance timing is 71.5 for low traffic and 70 for the high traffic group. The appropriate quantity of thickness added should be 2.1 inches for the high traffic group.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Bituminous overlays
KW  - Data envelopment analysis
KW  - Flexible pavements
KW  - Pavement condition rating
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Receiver operating characteristic curve
KW  - Scheduling
KW  - Thickness
KW  - Traffic volume
UR  - http://www.pavementmanagement.org/ICMPfiles/2008101.pdf
UR  - https://trid.trb.org/view/1214916
ER  - 

TY  - CONF
AN  - 01447730
AU  - Tighe, Susan
AU  - Haas, Ralph
AU  - Kennepohl, Gerhard
AU  - Transportation Research Board
TI  - Knowledge as a Key Element in Asset Management
PY  - 2008
SP  - 12p
AB  - Knowledge is an asset. It has value and thus should be an integral part of asset management. Knowledge can be one of three basic types: a) Explicit, which is essentially documented information;  b) Implicit, or “know how”; and c) Tacit, which is related to human creativity or innovative capabilities. Organizational approaches to knowledge management generally consider explicit knowledge as having a lower value than implicit knowledge. The most valuable, arguably, is tacit knowledge, but it is also the most difficult to maintain and vulnerable to loss. One of the major pitfalls is the belief that a knowledge management system will build organizational culture. The reverse holds, where organizational culture must exist to achieve success. A case example research initiative which views knowledge management as a vital part of its success is described. The approach of the Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo to knowledge management incorporates the following strategic elements: Identifying the activities of CPATT within explicit, implicit and tacit types of knowledge; Considering knowledge management (KM) and succession planning as synonymous; Establishing the rationale for KM, identifying the key components and establishing the cost-effectiveness of KM; Ongoing program of training and skills development for students and staff; and Developing measurable, key performance indicators for KM systems.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Case studies
KW  - Knowledge
KW  - Knowledge management
KW  - Performance indicators
KW  - University of Waterloo
UR  - http://www.pavementmanagement.org/ICMPfiles/2008081.pdf
UR  - https://trid.trb.org/view/1214823
ER  - 

TY  - CONF
AN  - 01447729
AU  - Wu, Zheng
AU  - Flintsch, Gerardo W
AU  - Transportation Research Board
TI  - Optimal Selection of Pavement Maintenance & Rehabilitation Projects
PY  - 2008
AB  - The programming of roadway maintenance and rehabilitation (M&R) projects plays an important role in pavement management activities. Current practices in highway agencies range from simple ranking to optimization based on certain quantitative factors such as pavement distress index and International Roughness Index (IRI), among other indicators. Qualitative factors (e.g. equity, user satisfaction) have been left out of the decision process due to the difficulty of quantification and effective integration with quantitative factors. This paper explores an alternative project selection method based on the combination of k-means clustering, analytic hierarchy process, and integer linear programming. The k-means clustering technique is first utilized to organize M&R in-need projects with similar attributes into non-overlapping groups. The relative importance among the groups in terms of those quantitative and qualitative attributes is then established via the analytic hierarchy process. Finally, integer linear programming is employed to select projects from those non-overlapping groups so that total weighted gains of extended pavement service life will be maximized within budget constraints. The implementation of the proposed method in an illustrative example showed that the process is practical for supporting the selection of annual M&R projects in a wider context.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Analytic hierarchy process
KW  - Clustering
KW  - Integer programming
KW  - Linear programming
KW  - Pavement maintenance
KW  - Programming (Planning)
KW  - Project selection
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008098.pdf
UR  - https://trid.trb.org/view/1214909
ER  - 

TY  - CONF
AN  - 01447728
AU  - Alauddin, Mohammad Ahammed
AU  - Tighe, Susan L
AU  - Transportation Research Board
TI  - Incorporation of Surface Texture, Skid Resistance and Noise into PMS
PY  - 2008
SP  - 11p
AB  - Skidding contributes to a substantial portion of crashes on the roadway. The resistance to skidding is therefore an important component of highway safety. Improved and durable friction can be achieved by increasing the surface texture. These may, however, influence the tire-pavement interaction noise and may, at some point, be unacceptable to the commuters and/or residents. In fact, noise is an environmental problem and a growing concern all over the world. Alternatively, durability of the pavement itself is vital to sustainability of natural resources and economy of the country. All these factors combined result in many challenges to highway engineers/agencies as they must balance the pavement durability and users' comfort (smooth and quiet) with economy but without compromising the safety. Published literature/reports indicate some advancement in surface friction and tire-pavement noise studies. However, no specific guidance is provided in current state/provincial specifications on improving the surface texture and friction to reduce the number of crashes. Furthermore, little emphasis is given on specifying the desirable noise levels which resulted in a large variation in noise levels, even among similar pavements. This paper provides an insight into the desirable surface characteristics that ensures both driver comfort and safety. The up-to-date results of a study, involving the skid resistance and acoustic performance of various asphalt and concrete surfaces, at the University of Waterloo Centre for Pavement and Transportation Technology (CPATT) are presented. The process of accommodating the pavement durability and safety, smoothness, and noise into a pavement management system (PMS) is addressed.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asphalt pavements
KW  - Canada
KW  - Comfort
KW  - Concrete pavements
KW  - Friction
KW  - Highway safety
KW  - Pavement management systems
KW  - Ride quality
KW  - Skid resistance
KW  - Sound level
KW  - Texture
KW  - Tire/pavement noise
UR  - http://www.pavementmanagement.org/ICMPfiles/2008092.pdf
UR  - https://trid.trb.org/view/1214894
ER  - 

TY  - CONF
AN  - 01447727
AU  - Kennedy, William
AU  - Hager, Angela
AU  - Transportation Research Board
TI  - Benefits of Student Interns in Infrastructure Management
PY  - 2008
SP  - 12p
AB  - The management of the 1900 miles (3050 km) of streets in the City of Denver requires the collection and analysis of vast amounts of data. Since 1997, student interns from the University of Colorado Denver campus have assisted Denver Public Works with this vital task. Interns have been involved with many projects but the main deliverable has been a comprehensive inventory and assessment of the roadway infrastructure. Assets inventoried include bridges, streets, alleys, and other ancillary assets. Inventory methods have included everything from paper forms to backpack computers with Global Positioning System (GPS) and voice activated software. Data collection is based on sound engineering principles, easily identified and measured distresses and objective analysis. The totality of the inventory and condition assessment projects has provided the City with the data necessary to facilitate engineering-based asset management. The student interns have realized a great benefit from this relationship as well. The intern program affords the students unique research and employment opportunities and has resulted in several published papers and theses. The collaboration between the City and the University has improved efficiencies and lowered costs while advancing the field of infrastructure management.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - College students
KW  - Condition surveys
KW  - Data collection
KW  - Denver (Colorado)
KW  - Highway maintenance
KW  - Internships
KW  - Inventory
UR  - http://www.pavementmanagement.org/ICMPfiles/2008079.pdf
UR  - https://trid.trb.org/view/1214817
ER  - 

TY  - CONF
AN  - 01447726
AU  - Ningyuan, Li
AU  - Kazmierowski, Tom
AU  - Transportation Research Board
TI  - Engineering Tools and Standards Applied in Preserving Ontario’s Provincial Highways
PY  - 2008
SP  - 10p
AB  - This paper presents the road asset management concepts, engineering standards and technical tools developed by Ministry of Transportation of Ontario (MTO) for preservation of Ontario provincial highways in the areas of Corridor Investment Plans (CIP). The paper starts with an introduction to the Asset Management Business Framework (AMBF) that highlights some of the key system components and investment analysis tools applied in asset management. The paper then presents how MTO’s Second Generation Pavement Management System (PMS2) fits into the ongoing Asset Management (AM) activities in terms of corridor investment plans (CIP) and multi-year rehabilitation and maintenance program, with emphases on pavement performance measures, commonly used pavement rehabilitation treatments in Ontario, observed pavement performance and prediction models, and integration of preventative maintenance strategies with rehabilitation treatments. An example application of a corridor investment plan is used to illustrate the key characteristics and functional capacities of the newly enhanced PMS2, including road network database management, performance evaluation and prediction, and customized decision trees based upon forecasted road conditions and targeted service levels. The paper concludes with main findings from the example study of Ontario provincial highway corridor investment plans under different scenarios of investment and targeted performance levels, and discussions on several challenges related to the integration of PMS2 into the asset management program.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Decision trees
KW  - Investment analysis
KW  - Ontario
KW  - Ontario Ministry of Transportation
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008045.pdf
UR  - https://trid.trb.org/view/1213939
ER  - 

TY  - CONF
AN  - 01447725
AU  - Rafiah, Rimon
AU  - Transportation Research Board
TI  - Advanced Pavement Management System Implementation for the Nigerian Federal Road Network
PY  - 2008
SP  - 8p
AB  - In this paper an advanced implementation of a Pavement Management System (PMS) on large parts of the Nigerian Federal Road Network will be described. This PMS was a component of the World Bank DBOMT (Design, Build, Operate, and Maintain) project for Nigeria. In this PMS, the road network being dealt with had an extent of 6,883 km. This road network was divided into 12 separate packages, which are to be maintained by various contractors in Nigeria. In this respect, the World Bank had a requirement for this project, not commonly used – insuring that the budgetary ceilings are compatible with the package administrators who are expected to implement them. These administrators were assigned budgets ranging from 50 to 170 million US dollars, for a 10-year period. These budgets included both periodic maintenance, occurring at varying intervals, and routine maintenance. An additional factor which came into play was insuring that the road network to be maintained by the administrators would be as geographically compact as possible. The major advantage in this approach was in minimizing the user delay of driving on a significant length of road under maintenance. This factor was dealt with using GIS techniques. This PMS is novel in several respects – the optimization of the packages was obtained using multi-criteria analysis (economic, engineering, and institutional constraints); Costs were evaluated using advanced regression techniques; GIS methodology was used to insure a geographically homogeneous network; multi-year budgeting techniques were used using an advanced implementation of the IBC algorithm.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Budgeting
KW  - Geographic information systems
KW  - Implementation
KW  - Multiple criteria decision making
KW  - Nigeria
KW  - Pavement management systems
UR  - http://www.pavementmanagement.org/ICMPfiles/2008074.pdf
UR  - https://trid.trb.org/view/1214544
ER  - 

TY  - CONF
AN  - 01447724
AU  - Perrone, Eric
AU  - Mastin, Neil
AU  - McKitrick, Robert
AU  - Wu, Jun
AU  - Transportation Research Board
TI  - Using LRS Change Transactions Generated Externally to Maintain Data Integrity in the Pavement Management System in North Carolina
PY  - 2008
SP  - 12p
AB  - Traditionally the location of pavement management condition data has been referenced in pavement management systems (PMS) using a linear referencing system (LRS). Unfortunately the LRS is never completely static and any particular point’s route/milepoint reference is apt to change over time as route names are changed or roads are realigned. As a result of this, the start and end references for typical pavement management data need to be updated continuously as the network changes. The paper will cover the LRS updating method being implemented in North Carolina. Since the ‘system of record’ for official changes to the route/milepoint linear referencing is the Road Inventory Section under the Geographic Information System (GIS) Unit, these changes are recorded and passed through an interface to the PMS. The PMS then breaks these transactions down and applies them throughout the PMS database to keep all data accurate over time. The implementation has shown that the approach of allowing existing centralized processes for the maintenance of a single statewide LRS to remain, but have all change transactions recorded and made available to multiple external systems, is a good one. The approach allows for integrating multiple external systems dependent on various linear referencing methods.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Data quality
KW  - Linear referencing systems
KW  - North Carolina
KW  - Pavement management systems
UR  - http://www.pavementmanagement.org/ICMPfiles/2008034.pdf
UR  - https://trid.trb.org/view/1213850
ER  - 

TY  - CONF
AN  - 01447723
AU  - Zavitski, Jeffrey L
AU  - Rose, R Tim
AU  - Kuhl, Gary
AU  - Transportation Research Board
TI  - Integrating Pavement Management into a Comprehensive Strategic Asset Management System for the State of Utah Department of Transportation
PY  - 2008
SP  - 12p
AB  - Following the completion of the I-15 Design Build Project in preparation for the 2002 Salt Lake City Winter Olympic Games, the State of Utah Department of Transportation (UDOT) began implementing a comprehensive Strategic Asset Management System (AMS). The Strategic AMS currently includes the analysis of the pavement, structures, safety, mobility and maintenance assets and enables UDOT to perform a traditional “silo” or “stovepipe” analysis as well as a cross asset analysis and optimization using many different objective functions. This paper will address the technical and institutional aspects of the integration of the UDOT Pavement Management System (PMS) into the UDOT AMS and discuss the role of the PMS and the AMS in asset management at the strategic, tactical and operational levels within UDOT. It will also present the UDOT Planning Model which describes the integration of the asset management systems at the strategic, tactical and operational levels and present the UDOT Project Harmonization approach to planning.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Pavement management systems
KW  - Strategic planning
KW  - Utah Department of Transportation
UR  - http://www.pavementmanagement.org/ICMPfiles/2008031.pdf
UR  - https://trid.trb.org/view/1213847
ER  - 

TY  - CONF
AN  - 01447722
AU  - El Gendy, Amin
AU  - Shalaby, Ahmed
AU  - Transportation Research Board
TI  - Using Quality Control Charts to Segment Road Surface Condition Data
PY  - 2008
SP  - 10p
AB  - Road surface condition data are collected for the purpose of building effective asset management systems to support the analysis of maintenance and rehabilitation strategies. With the growth of the collected data, there is a great need to identify homogeneous road segments to use these data effectively for planning maintenance or rehabilitation strategies. For this reason, a road section may be segmented into homogenous subsections which have statistically uniform properties. This paper discusses the current strategies for segmenting linearly referenced pavement condition data and the limitations of these segmentation methods are addressed. The classical cumulative difference approach and the absolute difference approach are reviewed. A third approach that uses quality control charts is introduced. The fundamental concepts of the quality control charts are reviewed and its suitability for segmentation is examined. Then, a target range is used to improve the selection of the c-chart control limits. Finally, an example to compare results of the c-chart segmentation with previous segmentation methods shows that the presented method is able to identify homogenous segment borders.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Control charts
KW  - Data segmentation
KW  - Linearly referenced data
KW  - Pavement maintenance
KW  - Quality control
KW  - Rehabilitation (Maintenance)
KW  - Road conditions
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008065.pdf
UR  - https://trid.trb.org/view/1214518
ER  - 

TY  - CONF
AN  - 01447721
AU  - Bekheet, Wael
AU  - Helali, Khaled
AU  - Li, Yongqi
AU  - Cheetham, Alan
AU  - Stanciu, Daniela
AU  - Transportation Research Board
TI  - Comparison between Probabilistic and Deterministic Pavement Management Analysis: A Case Study for Arizona DOT
PY  - 2008
SP  - 9p
AB  - In the 1980s, Arizona Department of Transportation (ADOT) developed a new Pavement Management System (PMS) that utilized the probabilistic Markov process and a linear programming model to create cost-effective, multi-year programs to maintain the state’s pavement network at the desired levels. This system was used successfully over the following two decades. Over the years, ADOT’s needs gradually changed and a more integrated PMS was required that could address both project and network level analyses, was not limited to long-term budget and needs projections, and could utilize its database through analytical tools to assist in pavement design, maintenance, and construction activities. In 2001, ADOT commissioned Stantec Consulting to develop a new PMS to meet these needs. Stantec’s PMS is deterministic and uses a marginal cost-effectiveness technique to predict future pavement performance and generate multi-year maintenance and rehabilitation (M&R) programs. This paper presents a comparative analysis of the two systems. In this study, performance predictions previously generated using the Markov-based PMS were re-run from a common historical base year using the new ADOT PMS. The results generated by both systems were compared against each other and were also benchmarked using actual collected field data.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Arizona Department of Transportation
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008035.pdf
UR  - https://trid.trb.org/view/1213851
ER  - 

TY  - CONF
AN  - 01447720
AU  - Rainsford, Sean
AU  - Hogan, Fulton
AU  - McNeill, Steve
AU  - Transportation Research Board
TI  - Utilising Pavement Performance Modelling To Justify Maintenance Funding
PY  - 2008
SP  - 10p
AB  - In New Zealand, all road maintenance is outsourced to the private sector, and funding for road network maintenance within local authorities is shared between the road controlling authority rates, and subsidies from the national road funding agency, Land Transport NZ (LTNZ). Any funding request has explicit methods and processes to follow for justification. This paper is a case study of the benefits of pavement performance modelling for Christchurch City (CC), which has a predominately urban road network of over 1,600 km in length, with traffic levels ranging from 50 vehicles per day (vpd) to 35,000vpd. CC has been implementing pavement performance modelling (PPM) for its sealed road network for the past 5 years. The implementation process has included: information improvement plans, Long Term Pavement Performance (LTPP) site set-up and monitoring plans, sub-network level model calibration, and investigation into varying funding levels and the long-term impact on network condition. The outputs from the pavement model can now be confidently used as part of the overall process in justifying funding from LTNZ. The paper will detail the implementation phase of the project, the high level of calibration undertaken, and the outputs and benefits generated from the system.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Case studies
KW  - Christchurch (New Zealand)
KW  - Financing
KW  - Highway maintenance
KW  - Maintenance management
KW  - Mathematical models
KW  - New Zealand
KW  - Pavement performance
UR  - http://www.pavementmanagement.org/ICMPfiles/2008006.pdf
UR  - https://trid.trb.org/view/1213615
ER  - 

TY  - CONF
AN  - 01447719
AU  - Jarvis, Richard
AU  - Transportation Research Board
TI  - Developing Performance Measures for Asset Preservation in New South Wales
PY  - 2008
SP  - 9p
AB  - Long term road maintenance contracts formulated upon performance management systems have been evolving since the mid 1990s. In Australia, the New South Wales Roads and Traffic Authority is now embarking upon its second generation of performance specified maintenance contracting. The initial performance specified maintenance contract commenced in 1995, and is now terminating. The new contract has drawn upon the experience of road authorities worldwide and uses an asset management planning and performance monitoring system at its core. The new contract requires the implementation of an integrated management system to plan and monitor the management of the assets to deliver long term sustainability and short term serviceability. The management system components are: the application of asset management technology processes to plan maintenance treatment programs and predict future performance; a structure of management plans to plan and control service delivery; monitoring of the performance of the management plans through quality management using regular surveillance, reporting and auditing; evaluation of asset condition and asset treatment performance at the sub-network level against annual condition targets to assure asset sustainability; and evaluation of the performance of the maintenance functions against short term specified intervention and rectification standards for user comfort and safety. The intent of the contract design is to achieve a sustainable inventory of road assets maintained by a planned treatment cycle based upon predictions of future condition, all in a self-monitoring management environment. This paper details the contract requirements, particularly the cycle of asset management processes.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - New South Wales
KW  - New South Wales Roads and Traffic Authority
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Serviceability
KW  - Sustainable development
UR  - http://www.pavementmanagement.org/ICMPfiles/2008040.pdf
UR  - https://trid.trb.org/view/1213888
ER  - 

TY  - CONF
AN  - 01447718
AU  - Zimmerman, Kathryn A
AU  - Peshkin, David G
AU  - Transportation Research Board
TI  - Best Practices in Pavement Preservation
PY  - 2008
SP  - 11p
AB  - Most transportation agencies have invested significantly in the construction and maintenance of their pavement network because of its importance in providing for the smooth, safe, and efficient movement of goods and services. Because of the large investment that has been made in this asset, agencies continue to seek out cost-effective programs that will enable them to provide the highest possible level of service for the funding levels available. Asset management supports a preservation philosophy in which pavements that are in relatively good condition are preserved with low-cost treatments that slow the overall rate of deterioration and postpone the need for more expensive treatments with significantly longer construction periods. Although pavement preservation programs are becoming more common within transportation agencies, there is little information available to showcase best practices in the area. This deficiency is addressed in this paper, which presents best practices in the following areas, using examples from state and local agencies: Establishing a program, Preventive maintenance treatment selection and timing, Funding, Program integration within a pavement management system, Staffing, Marketing, and Contracting issues.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Best practices
KW  - Contracting
KW  - Financing
KW  - Maintenance management
KW  - Managerial personnel
KW  - Marketing
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Preventive maintenance
KW  - Program management
UR  - http://www.pavementmanagement.org/ICMPfiles/2008097.pdf
UR  - https://trid.trb.org/view/1214908
ER  - 

TY  - CONF
AN  - 01447717
AU  - Reggin, Alan
AU  - Shalaby, Ahmed
AU  - Emanuels, Roger
AU  - St Michel, Gary
AU  - Transportation Research Board
TI  - Urban Considerations for Using Road Roughness to Manage Road Networks
PY  - 2008
SP  - 11p
AB  - Laser-based roughness measurements made with high-speed inertial profilers are commonly used in the evaluation of rural road networks, and to a lesser extent the evaluation of urban road networks. There are several key differences between urban and rural road networks that can affect International Roughness Index (IRI) measurements and the interpretation of roadway conditions based on roughness. Urban networks generally have shorter segments with curbed cross-sections, lower operating speed, frequent intersections, numerous at-grade railway crossings, and numerous interfaces with utility access boxes. Consequently, the portability of IRI measurements from rural to urban networks should be carefully examined. This paper explores factors that affect IRI on urban roadways using examples from two Canadian urban street networks. One example of an urban agency’s perspective on IRI is provided based on data collected in the City of New Westminster, BC. Translink (the South Coast British Columbia Transportation Authority) funds the Major Road Network when municipalities meet specific standards for Pavement Condition Index (PCI) and IRI. This performance-based funding has changed the way roadways are managed in these municipalities, and led to a need for greater understanding of how longitudinal profiles are measured and how urban roadway features impact IRI.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Financing
KW  - International Roughness Index
KW  - New Westminster (Canada)
KW  - Pavement Condition Index
KW  - Roughness
KW  - Streets
KW  - TransLink (Program : British Columbia)
KW  - Urban highways
UR  - http://www.pavementmanagement.org/ICMPfiles/2008037.pdf
UR  - https://trid.trb.org/view/1213884
ER  - 

TY  - CONF
AN  - 01447716
AU  - Roy, B K
AU  - Transportation Research Board
TI  - User-Oriented Approach towards PMS Development and Application
PY  - 2008
SP  - 16p
AB  - The pavement management system (PMS) as a concept has received widespread intellectual recognition, but its application has been somewhat patchy. PMS use has spread in the developed countries, backed by sustained developmental efforts in some countries. However, partial use is more common than use of full PMS capabilities. PMS use in the developing countries remains thin and so also credible developmental efforts. Both technological and institutional barriers might hinder PMS use. The PMS is not a ready-to-use technological process and does not yield acceptable results unless locally customized and validated, which being a time-taking process, tends to get glossed over and this can have both technological and institutional repercussions. The PMS is apt to demand organizational and data resources, which some agencies cannot comply with. Taking advantage of the PMS’s modular structure, it is possible and useful to approach PMS implementation in terms of its component subsystems for (i) pavement design and construction management, (ii) pavement maintenance management and (iii) pavement research and data management. Some agencies might find it convenient to start with pavement maintenance management, which itself offers many choices and their combinations to suit agency requirements and capabilities. Full-fledged PMS use will require active research and data analysis support for performance model developments in a detailed manner. Keeping these aspects in view and taking lessons from PMS success stories, this paper suggests an approach towards PMS development in tune with agency capabilities and orientations, leaving the scope open for qualitative improvement and modular expansion.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Applications
KW  - Barriers to implementation
KW  - Developed countries
KW  - Developing countries
KW  - Development
KW  - Pavement management systems
UR  - http://www.pavementmanagement.org/ICMPfiles/2008080.pdf
UR  - https://trid.trb.org/view/1214819
ER  - 

TY  - CONF
AN  - 01447715
AU  - Helali, Khaled
AU  - Robson, Michael
AU  - Nicholson, Randy
AU  - Bekheet, Wael
AU  - Transportation Research Board
TI  - Importance of a Pavement Management System in Assessing Pavement Damage from Natural Disasters: A Case Study to Assess the Damage from Hurricanes Katrina and Rita in Jefferson Parish, Louisiana
PY  - 2008
SP  - 10p
AB  - In 2005, Louisiana was hit by Hurricanes Katrina and Rita, causing devastating damage to its infrastructure. Due to the hurricanes, part of Jefferson Parish’s (JP's) road network was submerged under water for weeks and other parts were subject to unusually heavy traffic loading. As such, the pavements, although appearing unaffected, may be suffering from undetected damage in the roadbed soils that could result in failures at a time when emergency federal funds are no longer available. This paper describes a study performed to assess the extent of damage to JP’s road pavements caused by the hurricanes. The study involved selecting a study area with a total length of 338 miles, which represents approximately 20% of JP's road network, using a Design of Experiment (DOE); estimating the pre-Katrina/Rita pavement conditions; evaluating the post-Katrina/Rita pavement conditions; and analyzing of pavement damage. JP has had a comprehensive Pavement Management System (PMS) since 1996. The PMS database included historical roughness, distress, deflection and traffic data, which played a vital role in this study. The PMS was used to estimate the pre-hurricane pavement condition in terms of roughness, distresses and deflection. Extensive field testing, including roughness, distresses, deflection, and coring/boring, was conducted to evaluate the post-hurricane conditions. Backcalculation and advanced deflection basin analyses were used to assess the structural integrity of the pavement structure and subgrade. The pavement damage analysis involved before-and-after roughness, distress, and structural analyses, as well as statistical analysis (e.g., ANOVA) to test the extent and significance of the damage.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Before and after studies
KW  - Case studies
KW  - Condition surveys
KW  - Deflection
KW  - Disasters
KW  - Hurricane Katrina, 2005
KW  - Hurricane Rita, 2005
KW  - Hurricanes
KW  - Jefferson Parish (Louisiana)
KW  - Pavement damage
KW  - Pavement distress
KW  - Pavement management systems
KW  - Roughness
KW  - Statistical analysis
KW  - Structural analysis
KW  - Structural integrity
KW  - Subgrade (Pavements)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008010.pdf
UR  - https://trid.trb.org/view/1213686
ER  - 

TY  - CONF
AN  - 01447714
AU  - Gordon, Martin
AU  - Sterling, Brendan
AU  - Gilbertson, Travis
AU  - Transportation Research Board
TI  - Operations, Maintenance and Rehabilitation for DBFO Projects in British Columbia
PY  - 2008
SP  - 8p
AB  - Over the last five years, the British Columbia Ministry of Transportation (BCMoT) has employed public-private-partnership strategies to initiate transportation improvement projects under a Design- Build-Finance-Operate (DBFO) contract model. These projects reflect the province’s strategy to fast-track the development of key transportation infrastructure that is critical for the long-term growth of the province’s economy. The DBFO model includes the transfer of the infrastructure’s Operation, Maintenance and Rehabilitation (OMR) responsibilities and associated risks to a DBFO Contractor for a defined period of time. This paper begins with an overview of the projects and describes the unique OMR technical and contract process requirements for the concession period that ranges between 25 to 30 years. The paper focuses on the management changes associated with transitioning the stewardship of highway operations from the public to private sector. Several contract management strategies, for the OMR aspects of these projects, are also covered in the paper including: Contract management tools developed for provincial contractual responsibilities; OMR auditing procedures including a web-based quality audit reporting application; and Resource planning for the integration of DBFO contract administration within existing BCMoT management structures. The discussion also highlights key issues that have been identified for modification in future DBFO projects given the experience to date. This paper concludes with a summary of lessons learned during the implementation of the projects’ OMR phase and provides a summary of potential improvements for consideration into future DBFO projects.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - British Columbia
KW  - British Columbia Ministry of Transportation
KW  - Contract administration
KW  - Design build finance operate contracts
KW  - Highway maintenance
KW  - Highway operations
KW  - Management
KW  - Public private partnerships
KW  - Rehabilitation (Maintenance)
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008058.pdf
UR  - https://trid.trb.org/view/1214439
ER  - 

TY  - CONF
AN  - 01447713
AU  - Wang, Kelvin C P
AU  - Hou, Zhiqiong
AU  - Gong, Weiguo
AU  - Transportation Research Board
TI  - Automation Techniques for Digital Highway Data Vehicle (DHDV)
PY  - 2008
SP  - 11p
AB  - This paper describes the development of a real-time multi-functional system for roadway data acquisition and analysis, particularly for pavement surface distress survey and roadside asset management. This system, Digital Highway Data Vehicle (DHDV), combines the technologies of laser illumination based digital imaging, inertial profiling and Global Positioning System (GPS) mapping into an integrated system to accomplish the multiple tasks of survey and management for roadway data. The resolution of the pavement images is 1-mm in both longitudinal and transverse directions with the use of high resolution line cameras covering the entire pavement of a single lane. The pavement distress analysis and road sign inventory can be conducted in real time. The system utilizes pattern recognition, image analysis technique and target tracking for performing multiple tasks through parallel processing. Algorithms are presented with the emphasis on the real-time processing of raw data streams in a parallel array of processing cores.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Algorithms
KW  - Asset management
KW  - Automation
KW  - Condition surveys
KW  - Data collection
KW  - Data management
KW  - Digital Highway Data Vehicle
KW  - Image processing
KW  - Inventory
KW  - Pattern recognition systems
KW  - Pavement distress
KW  - Real time data processing
KW  - Traffic signs
UR  - http://www.pavementmanagement.org/ICMPfiles/2008054.pdf
UR  - https://trid.trb.org/view/1214405
ER  - 

TY  - CONF
AN  - 01447712
AU  - Molnar, Gordon
AU  - Transportation Research Board
TI  - Asset Valuation Decision Management Applied to Pavement Optimization
PY  - 2008
SP  - 10p
AB  - The traditional pavement management system approach optimizes treatment scheduling based on two independent targets: minimize costs and maximize the physical roadway condition. The Municipal Infrastructure Management System (MIMS) optimization model was developed in the mid-1990s as a research and development initiative. Part of the unique functionality of this model includes the value of the pavement asset in the decision management process. Therefore, the optimal solution integrates the combined monetary impact of minimizing operations expenditures and maximizing the value of the asset. The result provides a dollar to dollar comparison validating to true monetary benefit of the optimal solution. This approach is consistent with new Public Sector Accounting Board PS-3150 legislation for valuing tangible capital assets. This approach takes the current PS-3150 legislative requirements of accounting to the next level of asset management. This paper discusses the MIMS optimization modeling process using asset valuation as a monetary measure of performance. The application is applied to a pavement asset management case study within the City of Prince Albert, Saskatchewan, Canada. The case study will show that appropriate increases in spending can improve the net financial bottom line.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Case studies
KW  - Decision making
KW  - Municipal Infrastructure Management System
KW  - Optimization
KW  - Pavement management systems
KW  - Prince Albert (Canada)
KW  - Valuation
UR  - http://www.pavementmanagement.org/ICMPfiles/2008001.pdf
UR  - https://trid.trb.org/view/1213604
ER  - 

TY  - CONF
AN  - 01447711
AU  - Tsai, Yichang James
AU  - Wu, Yiching
AU  - Pitts, Eric
AU  - Transportation Research Board
TI  - Improving GDOT's Annual Preventive Maintenance Using a Collaborative Decision Support System
PY  - 2008
SP  - 10p
AB  - Georgia is one of the leading states in the US with an active preventive pavement maintenance program since the 1970s. The Georgia Department of Transportation (GDOT) Office of Maintenance is responsible for the annual maintenance of 18,000 miles of roadway. Due to funding shortages, GDOT has taken the initiative to adopt Information Technology (IT) to improve its annual preventive maintenance program. GDOT has sponsored Georgia Tech to develop a collaborative decision support system to coordinate data collection efforts and decision-making processes among the 7 GDOT working District Offices and the General Office. The system has been successfully implemented by GDOT to develop its FY 2006 pavement preventive maintenance program, which includes $87 million for 113 non-interstate highway let projects covering 1,882 lane-miles and $86 million of additional preventive maintenance needs. The routine minor preventive maintenance projects, such as crack filling, can also be identified to assist in determining routine maintenance tasks to be operated by internal maintenance forces. The benefits of using the developed system and recommendations for future research are summarized.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Data collection
KW  - Decision support systems
KW  - Georgia
KW  - Georgia Department of Transportation
KW  - Pavement management systems
KW  - Preventive maintenance
UR  - http://www.pavementmanagement.org/ICMPfiles/2008069.pdf
UR  - https://trid.trb.org/view/1214525
ER  - 

TY  - CONF
AN  - 01447710
AU  - Mesher, Darel
AU  - Coram, Chris
AU  - He, Wei
AU  - McMillan, Chuck
AU  - Transportation Research Board
TI  - Seasonal Variation and Repeatability in High Speed IRI Surveys on Alberta Provincial Highways
PY  - 2008
SP  - 11p
AB  - In 2006 Alberta Infrastructure and Transportation conducted high speed International Roughness Index (IRI) surveys on 93.9 km of smooth to relatively rough pavement sections in central Alberta. In order to study the repeatability between sequential tests the sections were surveyed five times on each test day using the same testing equipment. In order to determine the seasonal variation the survey was conducted repeatedly each month from April to October. Statistical analyses were carried out to explore the issues of seasonal variation and repeatability in these surveys. The paper describes the survey method, the equipment used and the outcomes of the tests. The purpose of the project was to gain further understanding of the magnitude of errors that can be expected and the suitable seasons to conduct IRI surveys using inertial profiler equipment. The key findings of the study will be used to support the department’s decision making in the areas of Performance Measure and Pavement Management System operations.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Alberta
KW  - Decision making
KW  - High speed profiling
KW  - Inertial profilers
KW  - International Roughness Index
KW  - Pavement management systems
KW  - Pavements
KW  - Repeatability
KW  - Seasonal variations
KW  - Statistical analysis
KW  - Test sections
UR  - http://www.pavementmanagement.org/ICMPfiles/2008012.pdf
UR  - https://trid.trb.org/view/1213688
ER  - 

TY  - CONF
AN  - 01447709
AU  - Bekheet, Wael
AU  - Sturm, Harry
AU  - Abd El Halim, Amir
AU  - McLoughlin, Joe
AU  - Gastis, Cory M
AU  - Transportation Research Board
TI  - Managing Paved Assets: YCDSB Pavement Management System for Parking Lots & Play Areas
PY  - 2008
SP  - 12p
AB  - Many private, public or commercial enterprises have a large percentage of their assets’ capital and maintenance budgets directed towards paved assets. They need to maintain these assets at an acceptable level of service in terms of both the functional condition and level of safety. York Catholic District School Board (YCDSB) manages approximately 100 facilities. Recently, they initiated a project to inventory the condition of their paved assets and to develop a paved assets management system. The implementation of the system was a particular challenge, since these assets represented individual pavement sections with no historic performance data, and are significantly different from a traditional road functional and geometric perspective. Once the assets were assessed, all collected data were loaded into a management system database where the analysis was performed to identify the current and future network needs. The implementation involved development of a set of analysis models including performance indices, decision trees, and performance prediction models. The implementation of the YCDSB paved asset management system was successful, and showed the potential use of existing analysis tools in innovative applications within the framework of an asset management system.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Parking lots
KW  - Pavement management systems
KW  - Pavement performance
KW  - Playgrounds
KW  - Schools
KW  - York (Canada)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008076.pdf
UR  - https://trid.trb.org/view/1214558
ER  - 

TY  - CONF
AN  - 01447708
AU  - Paine, David A
AU  - Transportation Research Board
TI  - Network Implementation of an Innovative Structural Remaining Life Model
PY  - 2008
SP  - 11p
AB  - The structural condition and the long-term replacement needs of the New South Wales Roads and Traffic Authority (RTA) pavement network have traditionally been determined through indirect methods that did not measure the load carrying capacity of the pavement. The approach included the use of a functional life model and the use of terminal surface condition measures such as roughness, cracking and rutting. Most of the RTA network is comprised of flexible pavement types. The assessment of flexible pavements presented in this paper utilises a new procedure that assesses the load carrying capacity of the pavement through measuring deflections in combination with pavement type, climatic data, and drainage data. The paper builds on project outcomes from an initial Australian Road Research Board (ARRB)/RTA partnership which produced a validated procedure for static estimation of pavement remaining structural life using models for estimating structural condition. The paper explains the strategic view of the network based on the new model which determines the sustainable rate of rebuilding over the life of the pavement asset. The rate of rebuilding is used to set the funding needs that can be reported to both senior management and external stakeholders. The paper will also evaluate the short term structural needs that will ensure accessibility and safety for road users.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Bearing capacity
KW  - Deflection
KW  - Financing
KW  - Flexible pavements
KW  - Mathematical models
KW  - New South Wales Roads and Traffic Authority
KW  - Pavement management systems
KW  - Service life
UR  - http://www.pavementmanagement.org/ICMPfiles/2008024.pdf
UR  - https://trid.trb.org/view/1213713
ER  - 

TY  - CONF
AN  - 01447707
AU  - Yao, Xun
AU  - Yao, Ming
AU  - Xu, Bugao
AU  - Transportation Research Board
TI  - Automated Detection and Identification of Area-based Distress in Concrete Pavements
PY  - 2008
SP  - 11p
AB  - Automated inspection and identification of area-based distress on concrete pavement surface is an important component of the pavement surface data collection and processing system. In this paper, the authors present an image processing method to implement high-speed, real time detections of various types of area-based distress, such as spalled cracks, punchouts, and asphalt or concrete patches, in concrete pavements. In the algorithm, a statistical second order moment method is applied on a series of multi-scale images to enhance the feature of distress region, followed by a region-based segment operation to discriminate the potential distress from the image background. By computing and estimating a set of feature parameters or properties, the extracted objects are further identified as a definite type of distress. Because the primary processing is performed on the coarse scale image, this algorithm also exhibits excellent computational efficiency. Real pavement images were processed using the developed algorithm, and the results demonstrated its validity for detecting area-based distress in concrete pavements.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Algorithms
KW  - Automatic data collection systems
KW  - Computational efficiency
KW  - Concrete pavements
KW  - Detection and identification
KW  - Image processing
KW  - Pavement distress
KW  - Real time data processing
KW  - Validation
UR  - http://www.pavementmanagement.org/ICMPfiles/2008084.pdf
UR  - https://trid.trb.org/view/1214838
ER  - 

TY  - CONF
AN  - 01447706
AU  - Hassan, Taher
AU  - El-Sheimy, Naser
AU  - Lavigne, Martin
AU  - Transportation Research Board
TI  - VISAT™: The Avenue to Highway Data Bank
PY  - 2008
SP  - 10p
AB  - The creation of a Geographic Information System (GIS) for road networks requires large amounts of data which currently are obtained by manually digitizing existing maps with some update from conventional photogrammetric and surveying techniques. In order to collect digital data faster, the use and integration of digital sensors is required which work in kinematic mode, i.e., from a moving vehicle. Absolute Mapping Solutions Inc., Canada, has developed a precise mobile survey system – VISAT™ – for road inventory and general GIS applications. The system integrates a cluster of CCD cameras, a Global Positioning System (GPS) receiver, and an Inertial Navigation System (INS), to automatically collect data in a road corridor at velocities of up to 120 km/h and to store the data in a GIS system format. The updated GPS/INS information is used to geometrically correct the images collected by the CCD cameras which record all details along the highway within a corridor of about 50 m. The shutters of the cameras and the output of the INS system are synchronized by the clock of the GPS receiver. This paper introduces the VISAT™ system, its components, and its application in building highway infrastructure data banks.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - CCD cameras
KW  - Data banks
KW  - Data collection
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Highways
KW  - Inertial navigation systems
KW  - Infrastructure
KW  - Inventory
UR  - http://www.pavementmanagement.org/ICMPfiles/2008089.pdf
UR  - https://trid.trb.org/view/1214891
ER  - 

TY  - CONF
AN  - 01447705
AU  - Tsai, Yichang (James)
AU  - Wang, Zhaohua
AU  - Transportation Research Board
TI  - Image Processing Algorithms for an Enhanced Roadway Sign Data Collection
PY  - 2008
SP  - 14p
AB  - Collecting roadway infrastructure data, such as roadway signs, is labor-intensive, time-consuming, costly, and sometimes dangerous. Visual review of video log images is, also, labor-intensive time-consuming, and costly. Some researchers are developing sign image recognition algorithms to address the problems of collecting roadway data. However, the reliability, in terms of false negatives, makes current methods uncertain. This research project, sponsored by the NAS NCHRP IDEA program, proposes a new methodology to address this issue. The contributions of this paper are twofold: (1) it proposes a new methodology to validate the practicality of various recognition algorithms for sign data collection. Although this paper uses the speed limit sign (SLS) recognition algorithm the authors have developed to demonstrate the practicality of the proposed methodology, the methodology can be used to validate other algorithms for different signs; and (2) the developed SLS recognition algorithm has demonstrated its practicality and has been critically assessed using 37,640 video log images provided by the Louisiana Department of Transportation and Development (LADOTD) from Jefferson Parish, Louisiana. Based on the proposed methodology, only 1,056 out of 37,640 images (2.8%) require manual processing if it is assumed that the false negative rate generated by the SLS algorithm is acceptable. The actual validation by manual review of all 37,640 images indicated 0%, 3.9%, and 3.4% false negative rates for SLS data collected from interstate, non-interstate urban, and non-interstate rural roadways, respectively. The results indicate that the proposed methodology is practical and has the potential to significantly reduce the time and cost for processing video log images for sign data collection.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Algorithms
KW  - Cost effectiveness
KW  - Data collection
KW  - Image processing
KW  - Jefferson Parish (Louisiana)
KW  - Pattern recognition systems
KW  - Time savings
KW  - Traffic signs
KW  - Validation
KW  - Video images
UR  - http://www.pavementmanagement.org/ICMPfiles/2008088.pdf
UR  - https://trid.trb.org/view/1214889
ER  - 

TY  - CONF
AN  - 01447704
AU  - Albitres, Carlos M Chang
AU  - Smith, Roger E
AU  - Transportation Research Board
TI  - Tools to Support Pavement Management Investment Decisions for Achieving Multiple Target Objectives in a Local Agency
PY  - 2008
SP  - 9p
AB  - Multiple objectives are often used by agencies trying to manage pavement networks. If the goal is to achieve the target objectives at the minimum cost, tools are needed to assist agencies in identifying investment strategies capable of meeting target objectives while minimizing costs. A tool to identify the best combination of projects to meet target objectives at the minimum cost while maximizing treatment effectiveness is needed. Two alternative methods are compared for solving the allocation problem and for achieving the agency’s desired multiple objectives within pavement network condition constraints. The first method is the dynamic bubble-up technique (DBU) which is based on a sequential year ranking method. The second method is a multi-objective optimization model that uses integer programming techniques to estimate the investment needs required to meet the target objectives over a planning horizon. Both methods use concepts developed for the pavement management system supported by the Metropolitan Transportation Commission in the San Francisco Bay Area (MTC-PMS). Findings are presented from a case study conducted to assess how funding allocation methods influence maintenance and rehabilitation budget estimates over a planning horizon and consequently affect the future condition of the pavement network. Recommendations are also provided for incorporating the new methods into practical tools to improve existing pavement management practices.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Budgeting
KW  - Case studies
KW  - Decision making
KW  - Fund allocations
KW  - Integer programming
KW  - Metropolitan Transportation Commission (California)
KW  - Multiobjective optimization
KW  - Pavement management systems
KW  - Ranking (Statistics)
KW  - San Francisco Bay Area
KW  - Sequential analysis
UR  - http://www.pavementmanagement.org/ICMPfiles/2008071.pdf
UR  - https://trid.trb.org/view/1214531
ER  - 

TY  - CONF
AN  - 01447703
AU  - Pasetto, Marco
AU  - Manganaro, Andrea
AU  - Transportation Research Board
TI  - The “Human” Factor in the Verification of the Optical Performances of Materials for Road Marking with Post-Spraying
PY  - 2008
SP  - 10p
AB  - Safety is a priority for all management authorities of road networks. The factors that act together to reach high safety performance standards are the correct design of the axis geometry, the maintenance of functional levels of the pavement surface, and the organization of adequate systems aimed at reducing accidents. Another safety factor is represented by the road marking. Basic requisites for a correct perception of the information supplied by the road marking are recognizability, visibility and readability, especially when driving conditions are unfavorable. In Italy, the test standard for verification of the performances of road marking is European regulation UNI EN 1436:2004, in which the testing methods of the functional parameters characteristic of the marking material are specified (Qd, R sub L, β chromaticity coordinates x and y, SRT). However, nothing is specified about the criteria which are necessary to guarantee the representativity, reproducibility and stability of the values obtained. This paper reports the results of a series of trials aimed at the definition of a new standard for testing horizontal road marking materials, which also takes into account the road user’s awareness and perception of the road space as a function of the category of road and speed of travel.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Highway safety
KW  - Human factors
KW  - Italy
KW  - Materials tests
KW  - Road marking materials
KW  - Standards
KW  - Visibility
UR  - http://www.pavementmanagement.org/ICMPfiles/2008078.pdf
UR  - https://trid.trb.org/view/1214814
ER  - 

TY  - CONF
AN  - 01447702
AU  - Yeaman, John
AU  - Transportation Research Board
TI  - Planning and Initiating the Abu Dhabi Road Asset Management and Information System
PY  - 2008
SP  - 9p
AB  - The Emirate of Abu Dhabi has commissioned the development and implementation of a Road Asset Management and Information System that is intended to be as far reaching and up to date approach as anywhere in the World. The System will be fully operational for all assets within the road reserve and will include Pavement Management, Bridge Management and Document Management for Forward Works Programs. A comprehensive Right-of-Way Management System will cover all reactive maintenance programming. The implementation is divided into five phases: Study, Development, Implementation, Training and Warranty. During the Study and Development Phases, existing practices and technologies will be benchmarked against international practices. The Development Phase will also include the selection of appropriate Maintenance Management Systems (MMS) and Data Collection Systems. The Implementation phase will involve installation and use of both MMS and Data Collection facilities to bring the system to full operational status. The project team includes over twenty national engineers who will be trained in all facets of the implementation from road network inspection through to operation and management.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Abu Zaby (United Arab Emirates)
KW  - Asset management
KW  - Bridge management systems
KW  - Data collection
KW  - Document management systems
KW  - Highway maintenance
KW  - Implementation
KW  - Maintenance management
KW  - Pavement management systems
KW  - Programming (Planning)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008002.pdf
UR  - https://trid.trb.org/view/1213605
ER  - 

TY  - CONF
AN  - 01447701
AU  - Dominguez, Fernando Sanchez
AU  - Garcia, Jose Antonio Ramos
AU  - Transportation Research Board
TI  - 30,000 km of Structural Road Surveys in One Year. Challenges of Large Road Network Auscultation and Management
PY  - 2008
SP  - 11p
AB  - The present text explains how to carry out an auscultation or monitoring of the structural characteristics of a large roadway network using high-performance equipment and the use of the data collected for the management of these roadways. The monitoring is carried out using high-performance MT Curviameter equipment at a speed of 18 km/h (11.18 mi/h) and taking measurements every 5 m (16.40 ft), which allows collection of a great deal of information. Every 5 m (16.40 ft) this equipment determines the maximum deflection, the curvature radius and the deflection basin, defined by sampling 100 points at each measurement. Additionally, the system measures ambient and road surface temperature and even incorporates high-resolution panoramic images to the measurements. The data management system allows users to identify zones having homogenous behaviour (according to the applicable standards in each country) and detects specific points with reduced load capacity. The data obtained during monitoring are entered into information systems specifically designed for roadway network monitoring. These incorporate applications based on Geographical Information Systems which allow fast and easy management and access to the data. With this system the structural condition of the roadway network surveyed can be determined, and both needs and repair priorities can be established. Finally, it should be noted that this equipment has been incorporated into the road construction process with the aim of monitoring the various layers of the pavement and of using the data acquired during roadway construction as a base for conservation measures.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Atmospheric temperature
KW  - Bearing capacity
KW  - Condition surveys
KW  - Curvature
KW  - Deflection
KW  - Geographic information systems
KW  - High speed testing equipment
KW  - Pavement management systems
KW  - Surface temperature
KW  - Testing equipment
UR  - http://www.pavementmanagement.org/ICMPfiles/2008023.pdf
UR  - https://trid.trb.org/view/1213712
ER  - 

TY  - CONF
AN  - 01447700
AU  - Bernard, Nico
AU  - Transportation Research Board
TI  - RAMP: The City of Calgary Roads Asset Management Program
PY  - 2008
SP  - 9p
AB  - This paper describes the implementation of an Asset Management Program in a roadway agency. It covers some of the practical challenges and successes that the City of Calgary’s Roads Business Unit achieved in their program. The program was simply called RAMP, short for Roads Asset Management Program. The paper describes the need for asset management at the agency, how the program was created and its main objectives. It then describes how information systems were developed and integrated to achieve the agency's asset management objectives. Integration of financial, work order and asset information systems are critical in achieving these objectives. As most of the city’s assets are geographically dispersed, a GIS (Geographical Information System) is also critical for the agency to effectively manage its assets. The first asset management plan was developed in 2007/8 for the roads agency and the paper describes some of the challenges doing this and how it can be improved into the future. Emphases are placed on improving practices like risk assessment, determining levels of service, doing benchmarking and teaching asset management concepts to the operations personnel. Understanding assets life cycle and having supporting data, proved to be challenges in the process. Tools to create these plans are also needed and extend beyond most work management systems capabilities. The paper will be of interest to practitioners who want to create an asset management orientated organization. It will also appeal to practitioners who want to or are creating asset management plans for their organizations and need to establish asset management systems to provide this information.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Calgary (Canada)
KW  - Geographic information systems
KW  - Highways
KW  - Implementation
KW  - Level of service
KW  - Life cycle analysis
KW  - Risk assessment
UR  - http://www.pavementmanagement.org/ICMPfiles/2008072.pdf
UR  - https://trid.trb.org/view/1214533
ER  - 

TY  - CONF
AN  - 01447699
AU  - Wang, Kelvin C P
AU  - Li, Qiang
AU  - Transportation Research Board
TI  - Extension Theory Based Pavement Performance Evaluation
PY  - 2008
SP  - 10p
AB  - More highway agencies are increasingly using a combination of performance indices into routine evaluation of pavements. This paper presents a novel pavement performance evaluation methodology using Extension Theory, which is a type of knowledge system based on the concepts of matter-elements and extension sets. In order to assess the current condition and funding priority of the pavements, three commonly concerned performance data: surface distress, roughness and structural testing data are studied in the analysis. This methodology provides a unique approach to balancing the weights of importance among the three criteria, and at the same time, revealing quantitative interactions among the criteria. With data from the Long Term Pavement Performance (LTPP) database, case studies are carried out and the pavement sections are evaluated. Based on the comparisons between the results derived in this paper and the results originated from two currently used evaluation approaches adopted by highway agencies, the extension theory based evaluation approach provides satisfactory results and is a robust tool in the evaluation of pavement performance.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Case studies
KW  - Long-Term Pavement Performance Program
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Roughness
KW  - Strategic planning
KW  - Structural tests
KW  - Theory
UR  - http://www.pavementmanagement.org/ICMPfiles/2008099.pdf
UR  - https://trid.trb.org/view/1214911
ER  - 

TY  - CONF
AN  - 01447698
AU  - Henderson, Mervyn G
AU  - van Zyl, Gerrie D
AU  - Fourie, Gerhard
AU  - Transportation Research Board
TI  - Managing Unsurfaced Road Assets in the Western Cape from Strategy to Implementation
PY  - 2008
SP  - 10p
AB  - The management of gravel and earth roads in the Western Cape, as in most parts of the world, receives low priority with minimal funding. However, unsurfaced roads comprise some 26,000 km out of a network of 32,000 km, presenting a major maintenance challenge. Constraints in maintaining the network are the scarcity of suitable gravel sources, the requirements of environmental legislation, and a lack of well-trained personnel. The paper describes strategy development to achieve accessibility and acceptable rideability and the integration of systems and manuals into a coherent program of action. It covers the implementation of a variety of maintenance actions to achieve the optimal mix. Also described are developments in the Gravel Management System (GMS) during the last 3 years and how it promotes better investigation, design and processes. The successes and pitfalls in implementing both the strategic level Gravel Roads Management System (GRMS) and the operations level GMS are given. The results of monitoring of test sections for research into deterioration models are given. The provision of a Gravel Roads Manual to support design and implementation and an Operational Manual for borrow pits to support the mining and rehabilitation of the pits is described.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Earth roads
KW  - Gravel pits
KW  - Gravel roads
KW  - Highway maintenance
KW  - Maintenance management
KW  - Strategic planning
KW  - Unpaved roads
KW  - Western Cape (South Africa)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008048.pdf
UR  - https://trid.trb.org/view/1213980
ER  - 

TY  - CONF
AN  - 01447697
AU  - Mesher, Darel
AU  - Proskin, Sam
AU  - Transportation Research Board
TI  - Ice Road Assessment, Modeling and Management
PY  - 2008
SP  - 11p
AB  - The Tibbitt to Contwoyto Ice Road, situated north of Yellowknife in Canada’s Northwest Territories is the world’s longest heavy haul ice road. This ice road carries more than 8,000 truck loads annually of various axle configurations during a haul season restricted to mid-January through mid-April. Similar to its unfrozen counterpart, the load bearing capacity and performance of this road is influenced by the frozen surface structure and composition and the water depth and structure beneath the ice sheet. Although the frozen roadway disappears each spring, the effective management of this infrastructure asset is critical to the exploration and mining operations along its route. This paper presents background information on ice sheet dynamics and the recent development of innovative non-destructive ice sheet measurement and distress assessment technologies. It is believed that these technologies will allow comprehensive ice sheet characterization and performance modeling not previously possible. It is anticipated that these innovations will significantly extend ice road engineering and management capabilities.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Bearing capacity
KW  - Evaluation and assessment
KW  - Haul roads
KW  - Ice roads
KW  - Nondestructive tests
KW  - Northwest Territories
KW  - Seasonally frozen ground
UR  - http://www.pavementmanagement.org/ICMPfiles/2008049.pdf
UR  - https://trid.trb.org/view/1213983
ER  - 

TY  - CONF
AN  - 01447696
AU  - Hudson, W R
AU  - Visser, Willem
AU  - Monismith, Carl L
AU  - Dougan, Charles
AU  - Transportation Research Board
TI  - Using State PMS Data to Validate the New Mechanistic/Empirical Pavement Design Guide (MEPDG)
PY  - 2008
SP  - 14p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) through the National Cooperative Highway Research Program (NCHRP) has spent over $7 million developing a new mechanistic-based design method, which is presented in the Mechanistic-Empirical Pavement Design Guide (MEPDG). This provides a golden opportunity to emphasize the project level aspects of pavement management. Pavement management system (PMS) data, carefully taken and expanded, can be used directly to calibrate the new MEPDG. In general, eight state departments of transportation (DOTs) were visited in detail and indicated they were capable of using their PMS to calibrate the MEPDG at some level. A great deal of information about the plans that each state was undertaking to calibrate the MEPDG was also obtained. These ranged widely from "wait and see" to already having a consultant on board. It is not the purpose of this paper to evaluate the MEPDG itself but to deal with the calibration of the MEPDG using long-term pavement management data. The fact that the MEPDG has problems is mentioned, because this has major impact on the efforts and attitudes of the states and has thus impacted this project. There are many benefits that can accrue to a state DOT by using its PMS database to calibrate the MEPDG. Not the least of these is the fact that this provides an excellent opportunity to re-strengthen the connection and coordination between pavement management and pavement design in the state DOT. States also need to undertake preliminary analysis of the data in their database to test pavement predictions based on the as-built data as compared to the initial performance predictions obtained in the design process. This study shows that each State or Provincial agency should develop a Satellite Pavement Management/Pavement Design Database. This database would include the regular pavement management data but for each project being designed and constructed using the MEPDG. The data used in the design phase would be tabulated in electronic format, transferred, and stored in a Satellite/PMS database.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Calibration
KW  - Databases
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - State departments of transportation
UR  - http://www.pavementmanagement.org/ICMPfiles/2008053.pdf
UR  - https://trid.trb.org/view/1214400
ER  - 

TY  - CONF
AN  - 01447695
AU  - Scott, P L
AU  - Berresford, B
AU  - West, M A
AU  - Transportation Research Board
TI  - Using a PMS to Identify and Prioritise Treatment Schemes on the UK Motorway and Trunk Road Network
PY  - 2008
SP  - 9p
AB  - This paper shows how a pavement management system (PMS) is used in actively managing and maintaining 3,000 lane km of the motorway and trunk road network in England. Maintaining Agents in the United Kingdom identify, plan and prioritise road maintenance schemes on the Highways Agency’s motorway and trunk road network by using an assessment of annual routine condition survey data in combination with visual network reviews and other information. The use of a PMS has become a mainstay for the production of best value performance indicators and selection of schemes based on need calculated from deterioration curves. A PMS developed for Local Authorities in the UK has been developed further for an area of the Highways Agency network. Using a combination of routine condition survey data, construction and maintenance data and scheme specific surveys, Mott MacDonald and the Highways Agency have helped develop Symology’s PMS called Insight, to help predict and prioritise schemes in a comprehensive way. Analyses demonstrate budget need against projected condition, as well as working within a budget for different maintenance strategies based on: different treatments, pavement age, long-life pavements, determinate life pavements, residual life, skid resistance, surface disintegration (ravelling), rutting, trends, materials, remaining service life, defects, surface cracks and patching. The system needed to be made intuitively easy for the occasional user, the client’s road maintenance manager, and the consultant’s maintenance manager.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - England
KW  - Freeways
KW  - Highway maintenance
KW  - Pavement management systems
KW  - Primary highways
KW  - Strategic planning
KW  - United Kingdom
UR  - http://www.pavementmanagement.org/ICMPfiles/2008047.pdf
UR  - https://trid.trb.org/view/1213979
ER  - 

TY  - CONF
AN  - 01447694
AU  - MacLeod, Donaldson R
AU  - Transportation Research Board
TI  - Establishment of Network Trigger Values for Pavement Management Rehabilitation
PY  - 2008
SP  - 11p
AB  - Most agencies use performance models to forecast future rehabilitation needs using a composite index (Pavement Condition Index - PCI) to provide a single number describing pavement condition. For long term planning when the PCI drops below a certain trigger value rehabilitation is planned. In the 1980’s, Public Works and Government Services Canada, Parks Canada and the Yukon Government introduced the same management systems for their pavements and bituminous surface treatments (BST). One of the challenges was ensuring that the weighting factors for the various distresses correctly reflected pavement condition when the composite indices were calculated. Initially, to aid in this process the rating panel of senior engineers was asked to recommend a rehabilitation strategy based on the field observations that were then compared to the ratings of the various distresses. The objective of this paper is to validate the relationship between trigger values, panel recommendations and composite condition indices. This study involves the comparison of field recommendations and the composite indices for over 3,900 pavement ratings and 7,400 BSTs. It indicates that there is a distinct value of PCI/BCI (BCI is the condition index for BSTs) where the panel recommended a rehabilitation such as an overlay and a further intervention level at which a more major rehabilitation is required.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Bituminous pavements
KW  - Canada
KW  - Pavement Condition Index
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008060.pdf
UR  - https://trid.trb.org/view/1214441
ER  - 

TY  - CONF
AN  - 01447693
AU  - Albitres, Carlos M Chang
AU  - Smith, Roger E
AU  - Transportation Research Board
TI  - Leveraging Knowledge to Support Pavement Management Strategic Decisions
PY  - 2008
SP  - 13p
AB  - Success in any organization largely depends on making sound strategic decisions. Strategic decisions are inherent in the entire management process and impact all management and functional areas across the agency. Decisions are made during the formulation of strategic plans as a response to key management questions. Leveraging knowledge to support their strategic management decisions becomes vital for investing available funds in an effective manner. Methods to facilitate the timely flow of knowledge among management levels to provide feedback from practitioners and make adjustments along the planning horizon are needed. A multi-objective strategic pavement management approach (MOSPMA) for managing a pavement network is presented in this paper. MOSPMA introduces an overall framework that assimilates pavement management systems components with selected components from asset management systems, geographic information systems, and knowledge management systems into an integrated management system. The goal of the integrated management system is to provide decision makers with improved information by combining modern technologies with lessons learned from previous experiences. This leverage of knowledge should lead to superior investment strategies and general improvement of existing pavement management practices.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Decision making
KW  - Geographic information systems
KW  - Knowledge
KW  - Knowledge management
KW  - Pavement management systems
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008082.pdf
UR  - https://trid.trb.org/view/1214824
ER  - 

TY  - CONF
AN  - 01447692
AU  - Mizusawa, Daisuke
AU  - McNeil, Sue
AU  - Transportation Research Board
TI  - Demonstrating the Benefits of Highway Economic Requirement System – State Version: A Case Study
PY  - 2008
SP  - 10p
AB  - Highway Economic Requirement System – State Version (HERS-ST) is a highway investment performance computer model which determines the impact of alternative highway investment levels and program structures on highway conditions, performance, and agency, user, and external costs. HERS-ST develops an economically optimal program of investment based on benefit-cost analysis. Assuming that future savings are possible if agencies follow the optimal program recommended by the HERS-ST, this paper estimates the value of these improvements. The research analyzes the benefits derived from HERS-ST implementation using HERS-ST itself. The analysis compares a program based on a HERS-ST strategy to that based on a worst first strategy using Highway Performance Monitoring System data from the State of New Mexico. The analysis estimates that average pavement condition based on HERS-ST is 0.30 points, on a scale of zero to five higher than that based on a worst first strategy over 10 years. Also, HERS-ST identifies benefits of $2.0 billion over the benefit-cost analysis period and benefits of $359 million over 10 years. If the cost for HERS-ST implementation is lower than those benefits over the periods, investment in HERS-ST implementation can be justified. Through this analysis, the benefits of HERS-ST implementation are distinguished in terms of efficacy, efficiency and effectiveness (3Es). The paper also briefly reviews these concepts and methods for evaluation of the 3Es. This research demonstrates an assessment process of the possible benefits of HERS-ST implementation, which will reinforce the value of using HERS-ST in agencies to support asset management.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Benefit cost analysis
KW  - Case studies
KW  - Computer models
KW  - Highway Economic Requirements System
KW  - Highway maintenance
KW  - Highway Performance Monitoring System
KW  - Investments
KW  - New Mexico
UR  - http://www.pavementmanagement.org/ICMPfiles/2008083.pdf
UR  - https://trid.trb.org/view/1214837
ER  - 

TY  - CONF
AN  - 01447691
AU  - Zimmerman, Kathryn A
AU  - Bugas-Schramm, Patricia
AU  - Hutson, Dave
AU  - Transportation Research Board
TI  - Using Asset Management Successfully in a Changing Transportation Organization
PY  - 2008
SP  - 11p
AB  - The Portland Office of Transportation is recognized as a leader in municipal transportation asset management because of its early initiatives in this area. However, in recent years the City has had to face a complete turnover in upper management and the City’s elected officials, significant departures in maintenance staff, and transportation needs that exceed available funding. Coupled with critical City audits, these factors took their toll on the organization. However, even with these organizational challenges, the City was able to advance several important initiatives, including its pavement management replacement project. The paper documents the steps that were taken to secure upper management support for these activities and to reestablish leadership’s commitment to linking performance information from its management systems to the City’s strategic objectives. This required an on-going commitment to best practices, changes in institutional practices, and activities to crosswalk new practices to the existing paper-based legacy system. As a result of these efforts, the City has been able to link levels of service options, key network-level performance indicators (KPIs), and available budget as part of its asset management program. As a result, Portland Transportation has been able to describe the impact of network performance on customers, which has caused City officials to propose a funding strategy based on desired level of service and a user pays philosophy. The paper documents the City’s efforts to align its efforts to replace its pavement management system and documents the lessons learned. Suggestions for using these concepts in other agencies are also provided.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Financing
KW  - Leadership
KW  - Level of service
KW  - Pavement management systems
KW  - Pavement performance
KW  - Portland (Oregon)
KW  - Portland Office of Transportation
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008102.pdf
UR  - https://trid.trb.org/view/1214917
ER  - 

TY  - CONF
AN  - 01447690
AU  - de Solminihac, Hernan
AU  - Echaveguren, Tomas
AU  - Tejeda, Sergio Vargas
AU  - Chamorro, Alondra
AU  - Transportation Research Board
TI  - A Friction Management Method to Assess Paved Road Networks
PY  - 2008
SP  - 9p
AB  - Friction is the result of the interaction between pavement microtexture, pavement macrotexture and the speed of a tire that slides over the pavement surface. Pavement friction is directly related to skidding accidents and road safety. Therefore, in most pavement management systems it is considered as one of the parameters that affect pavement performance. A worldwide management practice is to control skid resistance in order to fulfill minimum thresholds. However, this practice is not sufficient to ensure road safety under a skidding point of view. A consistent framework to manage pavement friction must also consider the geometric design of a road, vehicle maneuvers, early behavior of the pavement, aggregate polishing and the seasonal effects over the pavement surface. The objective of the paper is to present a friction management method developed after three years of research by the Pontificia Universidad Catolica de Chile and the Ministry of Public Works of Chile. Under this integrated point of view, the standard ensures that the friction provided by the pavement, or friction supply, is consistent with the friction demanded by its users in terms of the geometric design of a road. For this, the research team had to develop time-dependent friction supply models and friction demand models. The models were integrated under a reliability concept to estimate design friction factors, friction thresholds for different road geometries and a methodology to measure and assess the pavement friction performance in a road network.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Friction
KW  - Geometric design
KW  - Highway design
KW  - Highway maintenance
KW  - Maintenance management
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavements
KW  - Skid resistance
UR  - http://www.pavementmanagement.org/ICMPfiles/2008090.pdf
UR  - https://trid.trb.org/view/1214892
ER  - 

TY  - CONF
AN  - 01447689
AU  - Soleymani, Hamid R
AU  - Palsat, Dave
AU  - Mesher, Darel
AU  - Campbell, Paula
AU  - Transportation Research Board
TI  - The Effect of Pavement Crack Treatments on IRI and Surface Profile - A Case Study in Alberta
PY  - 2008
SP  - 10p
AB  - Pavement crack treatments are commonly used to mitigate future deterioration and to extend the service life of pavements. Although many studies have shown the effect of crack treatments on extending the service life of pavements, few have investigated the impact of crack treatments on serviceability of pavements which is the main concern of road users. In addition to calculating the International Roughness Index (IRI), profile data collected by high-speed inertial profilers have the potential to be used in other areas of pavement management and for the design, selection, evaluation and performance monitoring of pavement preservation and maintenance treatments. A study was carried out by Alberta Infrastructure and Transportation (INFTRA) and EBA Engineering Consultants Ltd. (EBA) on Hwy 55 in Alberta, Canada that demonstrates how IRI and roadway profile data can be used to evaluate the effectiveness of two commonly used pavement crack treatments, spray-patching and asphalt mix-patching.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Alberta
KW  - International Roughness Index
KW  - Patching
KW  - Pavement cracking
KW  - Pavement maintenance
KW  - Serviceability
KW  - Surface profile (Pavements)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008038.pdf
UR  - https://trid.trb.org/view/1213885
ER  - 

TY  - CONF
AN  - 01447688
AU  - Henderson, Mervyn G
AU  - Dumas, Nikolaas B
AU  - Robertson, Gordon
AU  - Rose, David
AU  - Transportation Research Board
TI  - Closing the Loop – Unifying the Management of Pavement Assets from Inception to Maintenance
PY  - 2008
SP  - 12p
AB  - The Western Cape Provincial Administration has actively pursued integrated asset management through a “cradle-to-grave” approach. Every stage, from asset inception to maintenance, is actively managed. The collection, integration, processing and flow of traceable and referenced data are addressed at all levels, i.e. strategic, tactical and operational. In particular, the operational level is supported by systems that involve the execution of laboratory tests on material sources and constructed layer works, the use of statistical acceptance control tests, and as-built construction records reflecting quality in a three dimensional configuration. As-built records are available for rehabilitation and maintenance and support research initiatives, such as accelerated and long-term pavement performance monitoring, and project specific performance studies. The paper describes the overall framework and functionality of the integrated systems and gives details of systems used during construction to manage compliance with the specifications and preserve the as-built data in an easily accessible, internet-based system that feeds back information to all levels, as well as to all stakeholders in the value chain (clients, consultants, contractors and suppliers), effectively closing the feedback loop.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Data collection
KW  - Highway maintenance
KW  - Integrated systems
KW  - Operations
KW  - Pavement management systems
KW  - Planning and design
KW  - Western Cape (South Africa)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008032.pdf
UR  - https://trid.trb.org/view/1213848
ER  - 

TY  - CONF
AN  - 01447687
AU  - Scott, P L
AU  - West, M
AU  - Transportation Research Board
TI  - Maintaining the Surface Condition of the Trunk Road and Motorway Network in England: Surface Condition Indicators
PY  - 2008
SP  - 10p
AB  - High speed machine based surveys (TRACS) and skid resistance SCRIM surveys monitor the surface of the network for rutting, whole carriageway cracking, ravelling, roughness, texture and skid resistance. This paper reports on the formulation and use of Surface Condition Indicators (SCI), to trend the results from the routine network surveys on the motorway and trunk road network in England. The different Surface Condition parameters (SCP) and SCI show changes that have taken place on the network, year by year as well as the variations from Region to Region and Area to Area. Area Condition Indicators (ACI) enable the condition of the pavements' individual Areas to be monitored by the client, the Highways Agency. This then enables the budget allocations to be adjusted based on the condition of the network and making it possible for the all purpose trunk roads in England to be maintained in a more consistent, safe and serviceable condition.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Budgeting
KW  - Condition indicators
KW  - Condition surveys
KW  - England
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Primary highways
UR  - http://www.pavementmanagement.org/ICMPfiles/2008036.pdf
UR  - https://trid.trb.org/view/1213883
ER  - 

TY  - CONF
AN  - 01447686
AU  - Dalziel, Andrew
AU  - Murray, Chris
AU  - Andoga, Rick
AU  - Transportation Research Board
TI  - A Multi-Dimensional Sustainability Plan for Expressway Asset Preservation, Safety and Quality of Life
PY  - 2008
SP  - 11p
AB  - The City of Hamilton, Ontario, is constructing an Expressway, which includes a number of subcomponents that must be considered if social, environmental, and financial benefits are to be maximized and costs minimized. The City evaluated the Expressway’s life-cycle requirements at the beginning of its life to ensure availability of sufficient long-term funding for this important infrastructure asset. A portion currently under construction is in an environmentally sensitive area. As such, the City has not only committed to long-term management of a significant transportation corridor, but to maintenance of this natural habitat. The City reviewed the sustainable funding requirements to efficiently manage these assets over a 100-year period. The resulting multi-dimensional sustainability plan offers a range of maintenance, rehabilitation, and reconstruction options, and preliminary budgetary envelopes. Environmental issues were also identified that must be considered as part of the ongoing management of these assets. This paper gives an overview of the unique nature of the Expressway and the developed multi-dimensional sustainability plan, including how the plan will be used as a basis for the City’s future Road Network Asset Management Framework.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Environmentally sensitive areas
KW  - Expressways
KW  - Habitat (Ecology)
KW  - Hamilton (Canada)
KW  - Life cycle costing
KW  - Maintenance management
KW  - Pavement preservation
KW  - Planning
KW  - Sustainable development
UR  - http://www.pavementmanagement.org/ICMPfiles/2008014.pdf
UR  - https://trid.trb.org/view/1213692
ER  - 

TY  - CONF
AN  - 01447685
AU  - Scott, P
AU  - Radband, K
AU  - Zohrabi, M
AU  - Sanders, P
AU  - McRobbie, S
AU  - Wright, A
AU  - Transportation Research Board
TI  - Measuring Surface Disintegration (Ravelling or Fretting) Using Traffic Speed Condition Surveys
PY  - 2008
SP  - 10p
AB  - The two main deterioration parameters on the motorway and trunk road network in England are rutting in lane 1 and ravelling across the whole carriageway. Until recently, ravelling has not been measured at speed using lasers. Information on the condition of the pavement surface is used in the UK to determine the current state of the road and its deterioration rate, and hence determine what type treatment should be carried out, and when. For deterioration that appears as surface disintegration, known as ravelling or fretting, it has been found that both the measurement of the extent and degree of deterioration, and the implications of this on road safety, are not well understood. The Highways Agency commissioned research to develop an objective method for measuring the presence of fretting. Work has been undertaken to develop an algorithm to identify fretting on Hot Rolled Asphalt (HRA) surfaces using laser measured transverse profile. The algorithm development has been based on a methodology previously developed for application to texture profile data, but expanded to operate in three dimensions. This has produced a useable algorithm for detecting fretting, that has been shown capable of distinguishing between lengths containing high and low levels of fretting. Work has also been undertaken to assess the effect of fretting on skid resistance. It has been found that there is no evidence of local reduction in skid resistance associated with areas of fretting on HRA. The paper will report on the results and how this valuable additional tool can be employed in the maintenance of pavements, with intervention levels for safety.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Algorithms
KW  - Condition surveys
KW  - Deterioration
KW  - England
KW  - Hot mix asphalt
KW  - Lasers
KW  - Pavement performance
KW  - Skid resistance
KW  - Stripping (Pavements)
KW  - Transverse profile
UR  - http://www.pavementmanagement.org/ICMPfiles/2008091.pdf
UR  - https://trid.trb.org/view/1214893
ER  - 

TY  - CONF
AN  - 01447684
AU  - de Solminihac, Hernan
AU  - Chamorro, Alondra
AU  - Echaveguren, Tomas
AU  - Transportation Research Board
TI  - Procedure to Process, Harmonize and Analyze Grip Tester Measurements
PY  - 2008
SP  - 8p
AB  - Skid resistance data are affected by several factors, such as temperature, climate seasonal variations, pavement surface conditions and operation of devices. Therefore, measures may differ considerably between each other and cannot be compared directly. This is especially critical when comparing skid resistance between different devices as they may also differ in the measuring principal being used. The study proposes a procedure to process and analyze skid resistance values measured with the Grip Tester and harmonize them to SCRIM (Sideway Coefficient Routine Inspection Machine) measures. The method considers four steps. First invalid data are detected and eliminated. Second, adjustment factors to correct temperature and speed variations are applied. Third, processed Grip Tester measurements are harmonized to SCRIM values. And finally, an analysis methodology to detect outlier data, singularities, data structural changes and segmentation is presented. To estimate adjustment factors, measurements with the Grip Tester were performed at different speeds and in roads presenting important temperature oscillations. Finally, to harmonize Grip Tester measurements to SCRIM values, a particular method was developed based on the PIARC (World Road Association) experiment. From the study it was concluded that Grip Tester values have to be processed and corrected due to external factors affecting the measuring procedure. Once data are processed and harmonized, the data can be analyzed and compared to measures obtained with other devices.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Information processing
KW  - Pavements
KW  - Sideway-Force Coefficient Routine Investigation Machine
KW  - Skid resistance
KW  - Skid resistance tests
KW  - Standardization
KW  - Testing equipment
UR  - http://www.pavementmanagement.org/ICMPfiles/2008026.pdf
UR  - https://trid.trb.org/view/1213842
ER  - 

TY  - CONF
AN  - 01447683
AU  - Swan, D J
AU  - Hein, David K
AU  - Transportation Research Board
TI  - Creating Mechanistic Based Performance Models in PMS
PY  - 2008
SP  - 14p
AB  - The generation of accurate pavement performance models is one the most difficult and sensitive activities in the generation and on-going maintenance of a pavement management system (PMS). Many agencies have difficulty creating accurate prediction models because of the lack of accurate historical pavement performance data, traffic data and construction and maintenance history. Further, using historical pavement performance data may not accurately reflect the future performance of a pavement constructed using new and improved materials, construction techniques and variations in the type and composition of future traffic. The analysis techniques used in the Mechanistic-Empirical Pavement Design Guide (M-E PDG) provides the pavement management engineer with a tool to ‘predict’ the future performance of almost any pavement section given information on pavement materials, subgrade, future traffic and the environment in which it will be in service. Given a typical pavement section and key input parameters, the M-E PDG can generate expected pavement performance along with the probabilistic parameters. A key limitation to the use of the models in M-E PDG is the agency validation and calibration of the national pavement deterioration models that are included as defaults with the software. In other words, an agency using the M-E PDG for future pavement performance prediction modelling must first ensure that the default models accurately reflect the practices and experience of the agency before using them to predict future pavement performance. It is then possible to use simple techniques to adjust the pavement performance deterioration path based on historic models, expected activity service lives, field performance data, and engineering judgement. This provides a robust and defendable PMS model that meets the expectations of any agency. This technique can be used by any size agency to calculate practical deterministic or probabilistic performance models.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Mathematical models
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement management systems
KW  - Pavement performance
UR  - http://www.pavementmanagement.org/ICMPfiles/2008017.pdf
UR  - https://trid.trb.org/view/1213701
ER  - 

TY  - CONF
AN  - 01447682
AU  - Khurshid, Muhammad Bilal
AU  - Irfan, Muhammad
AU  - Labi, Samuel
AU  - Sinha, Kumares C
AU  - Transportation Research Board
TI  - Cost Effectiveness of Rigid Pavement Rehabilitation Treatments
PY  - 2008
SP  - 13p
AB  - This paper utilizes historical data on various rigid pavement rehabilitation treatment types in the state of Indiana to evaluate the cost, effectiveness, and cost-effectiveness of these treatments. Treatments investigated include repair of existing rigid pavement followed by hot mix asphalt overlay, patching of the rigid pavement, and repair of the existing pavement followed by portland cement concrete (PCC) overlay. The evaluation methodology is based on a number of variables such as the sudden decrease in surface roughness after treatment, pavement performance model after the treatment, the threshold level of performance, and cost effectiveness in terms of cost effectiveness index (benefit-cost ratio) both for short and long term measures. These data were used to establish the measures of effectiveness, namely, treatment service life and increase in average pavement condition in terms of surface roughness. The results suggest that the PCC overlay of rigid pavements is most effective in terms of post-treatment service life while PCCP repair & hot mix asphalt (HMA) overlay appears to be the most effective in terms of increase in average pavement performance. Furthermore, the rehabilitation treatment service lives were found to decrease nonlinearly with increased truck traffic or climatic severity. In the case of PCC overlay over rigid pavements, the results suggest that the influence of climatic severity on longevity of the treatment far outweighs the influence of traffic loading. The results also show that for a given level of climatic severity, increasing traffic load translates into lower treatment effectiveness in a non-linear manner. However, at high traffic loads, there seemed to be little differences in treatment effectiveness across various levels of climate severity. PCCP repair & HMA overlay was observed to yield the highest cost effectiveness using both the approaches, i.e., short term and long term cost effectiveness. The study also revealed that among other contributing factors, post treatment service life or post treatment International Roughness Index (IRI) drop and agency cost can be the deciding factors in cost effectiveness analysis, once applied together in relation to each other.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Benefit cost analysis
KW  - Bituminous overlays
KW  - Climate
KW  - Concrete overlays
KW  - Cost effectiveness
KW  - Patching
KW  - Pavement performance
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Rigid pavements
KW  - Roughness
KW  - Service life
KW  - Traffic loads
UR  - http://www.pavementmanagement.org/ICMPfiles/2008066.pdf
UR  - https://trid.trb.org/view/1214519
ER  - 

TY  - CONF
AN  - 01447681
AU  - Cepas, Al
AU  - Transportation Research Board
TI  - We’ve Got the Data - Now What?
PY  - 2008
SP  - 6p
AB  - Most larger jurisdictions now have sophisticated pavement management systems and have been collecting performance data for a number of years. These data have typically been used to determine the status of the network, to develop short to medium-term work programs, and in some cases to project longer-term performance and associated funding requirements. In many cases, the management system indicates the need for significant increases in funding. This presentation will address some of the issues that come with the realization that the local infrastructure gap is much bigger than one imagined. The situation often indicates that wholesale changes are necessary in the way that municipal budgets are developed and financed. This usually involves the development of innovative communications strategies to crystallize the need and to point the way forward. It is intended to cover the key contributing factors that led to the creation of the gap in the City of Edmonton as well as the exacerbating socio-economic and psychological factors that are at play in most jurisdictions. For example, pavements are one of the few public assets where there is no obvious relationship between the users and the cost of service. Also, human psychology often militates against making the right public financing decisions in different economic conditions. The presentation will illustrate the use of relatively recent advances in mapping technology to facilitate communication of asset management issues to decision-makers.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Budgeting
KW  - Decision making
KW  - Edmonton (Canada)
KW  - Pavement management systems
UR  - http://www.pavementmanagement.org/ICMPfiles/2008030.pdf
UR  - https://trid.trb.org/view/1213846
ER  - 

TY  - CONF
AN  - 01447680
AU  - Chamorro, Alondra
AU  - de Solminihac, Hernan
AU  - Caroca, Andres
AU  - Transportation Research Board
TI  - Development and Validation of Semi-Automated Software for the Analysis of Pavement Distresses
PY  - 2008
SP  - 9p
AB  - An infrastructure management company did a complete research on the implementation and validation of a digital distress data collection system in Chile, sponsored by a governmental fund. The following document presents the development and validation of a semi-automated software, developed by the study, for the analysis of pavement distress digital images. The main scope of the study is to present the experience of the software development, present the results of a precision study comparing the semi-automated analysis to manual analysis, and therefore, make recommendations on the application and implementation of pavement distress semi-automated analysis. The validation was performed using Strategic Highway Research Program (SHRP) Distress Identification Manual and a local protocol of the Ministry of Public Works of Chile. Manual inspection and image semi-automated analysis of asphalt and jointed concrete test sections were done by two evaluators. Precision of digital image technology compared to manual inspection and variability between operators using both methodologies is analyzed and discussed in this paper. Semi-automated image analysis software is a feasible and reliable alternative to traditional manual inspection applied at project and network level. Variability between evaluators was reduced when using semi-automated digital image analysis, especially on cracks and surface defects having high appearance in test sections. Asphalt pavements presented lower precision compared to jointed concrete pavement. It is more difficult to recognize distresses in dark pavements having low crack-pavement color contrast. Finally, a simple quality control/quality assurance (QC/QA) methodology is proposed to improve the application of digital technology using semi-automated image analysis.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asphalt pavements
KW  - Chile
KW  - Concrete pavements
KW  - Data collection
KW  - Digital images
KW  - Image analysis
KW  - Pavement cracking
KW  - Pavement distress
KW  - Quality assurance
KW  - Quality control
KW  - Software
UR  - http://www.pavementmanagement.org/ICMPfiles/2008086.pdf
UR  - https://trid.trb.org/view/1214886
ER  - 

TY  - CONF
AN  - 01447679
AU  - Bennett, Christopher R
AU  - Transportation Research Board
TI  - Data Collection Technologies for Pavement Management Systems
PY  - 2008
SP  - 9p
AB  - Different types of data are required for managing the road infrastructure. Inventory data describe the physical elements of a road system. Condition data describe the condition of elements that can be expected to change over time. There are a wide range of technologies available to the road manager for measuring attributes of the road network. The challenge is to select the appropriate equipment, given local conditions and the way in which the data are expected to be used. Too often, agencies have adopted data collection technologies which are not sustainable and this has compromised the quality or usefulness of their pavement management system (PMS). This paper presents basic principles for data collection which should be considered in a PMS, highlights key technologies, and presents a method by which an agency can select the most appropriate technology given their specific requirements.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Data collection
KW  - Developing countries
KW  - Pavement management systems
KW  - Sustainable development
KW  - Technology assessment
KW  - Testing equipment
UR  - http://www.pavementmanagement.org/ICMPfiles/2008087.pdf
UR  - https://trid.trb.org/view/1214888
ER  - 

TY  - CONF
AN  - 01447678
AU  - Scott, P L
AU  - Butt, J
AU  - Hopgood, D
AU  - Transportation Research Board
TI  - Managing Pavement Assets – Involving and Informing
PY  - 2008
SP  - 10p
AB  - This paper describes how the communications strategies and maintenance schemes were tailored to suit the local constraints to inform road users, stakeholders, press and residents, who would be affected by the works. Major maintenance can cause severe disruption to both local and national traffic. The recent maintenance to the A34 near Oxford provides examples of recent works. The A34 is a busy trunk road dual two-lane carriageway used by commuters and business alike with up to 14% heavy goods vehicles. Traffic volumes exceed 3,500 vehicles per hour in each direction for long periods. One of the carriageways was closed for reconstruction, key off-slip roads were closed, which for example, served a very large business park and atomic research laboratory as well as local communities. It is beneficial to have a concentrated, interactive, informative and communications plan to help inform stakeholders, road users and residents to try to alleviate the inevitable congestion inconvenience and noise from the works. The delivery of key information is made by utilising interactive events (such as public, stakeholder and media briefings, and exhibitions) which provide information about the works. During works and the days leading up to them, there may be TV, radio interviews, and press interviews, Email and web updates as well as letters to some residential communities. Additional buses were funded on one scheme on local routes to maintain timetables. SMS text message updates were also used. As a result of all this, people were informed and traffic flows and delays were reduced.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Communication
KW  - Highway maintenance
KW  - Maintenance management
KW  - Oxford (England)
KW  - Public information programs
KW  - Road closures
KW  - Traffic delays
KW  - Traffic mitigation
UR  - http://www.pavementmanagement.org/ICMPfiles/2008103.pdf
UR  - https://trid.trb.org/view/1214919
ER  - 

TY  - CONF
AN  - 01447677
AU  - Dilgir, Raheem
AU  - Chow, Kanny
AU  - Transportation Research Board
TI  - Network Screening for Safety Priorities
PY  - 2008
SP  - 7p
AB  - Network Screening is increasingly being used by road authorities as a tool to assist in their planning of investments in road improvements. Network screening can be defined as the process of measuring safety within a road network, with the objective of targeting road improvements to achieve the maximum cost-benefit. In British Columbia, the Insurance Corporation of British Columbia (ICBC) has been conducting network screening to prioritize locations for road safety improvements since the early 1990’s. Through its Road Improvement Program, ICBC partners with municipalities to identify and cost-share in upgrades to intersections and corridors. Results have shown significant savings in insurance claims and societal costs and returns on investment, through reduced injury and property damage collisions. In Alberta, the Alberta Motor Association has played a key role in assisting municipalities to identify improvements that can reduce insurance and societal costs associated with collisions, and several municipalities have subsequently set up their own network screening programs. Opus Hamilton has developed methodologies for and conducted numerous network screening exercises on behalf of several road agencies in both British Columbia and Alberta. The key methodologies of network screening are data review, nomination of locations and engineering correctability analysis. This paper will briefly describe these methodologies, provide examples of cost effective safety countermeasures, and report on how network screening has assisted in the decision-making for road improvements and ultimately in the responsible management of the road asset.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Alberta
KW  - Asset management
KW  - British Columbia
KW  - Decision making
KW  - Highway maintenance
KW  - Location
KW  - Road networks
KW  - Safety improvement
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008042.pdf
UR  - https://trid.trb.org/view/1213893
ER  - 

TY  - CONF
AN  - 01447676
AU  - Puffer, Willard
AU  - Freeman, Jackie
AU  - Jackson, William J
AU  - Transportation Research Board
TI  - A Scalable Pavement Rating and Management System for Government Agencies
PY  - 2008
SP  - 12p
AB  - Harris County, Texas is establishing a County Asset Management System that will address future financial reporting requirements and provide a flexible life-cycle-capital reporting methodology for its managed assets. Beginning with its system of roads, Harris County has successfully assessed and inventoried the pavement condition of the network, established a validated network baseline, and determined the variance of the assumptions made for the road infrastructure. The field survey collection proved to be both an affordable and time efficient data collection methodology. A Pavement Condition Survey consisted of gathering roadway inventory and condition data and dovetailing that data with the existing road log database. The compiled result created a comprehensive and usable Geographic Information System (GIS) that facilitates management of the roadway both as a physical entity and as a financial asset. A lifecycle- based valuation model for varying pavement thicknesses by road class was developed and allows for future Governmental Accounting Standards Board compliance, asset management performance based reporting, and strategic asset program planning. The Harris County’s customer relationship Asset Management System software platform leverages an enterprise-wide agreement with Microsoft’s Customer Relationship Management 3.0, Sharepoint, Office, and Virtual Earth as a foundation and is supplemented with components from Earth Science Research Institute, Autodesk, and Adobe. Software templates, customizations, and methodologies were made deliberately scalable so that the resulting nonproprietary platform components can be easily shared with other governmental agencies in support of their asset management efforts.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Condition surveys
KW  - Geographic information systems
KW  - Harris County (Texas)
KW  - Life cycle costing
KW  - Pavement management systems
KW  - Software
KW  - Strategic planning
UR  - http://www.pavementmanagement.org/ICMPfiles/2008015.pdf
UR  - https://trid.trb.org/view/1213695
ER  - 

TY  - CONF
AN  - 01447675
AU  - Lakkavalli, Venkat
AU  - Falls, Lynne Cowe
AU  - Transportation Research Board
TI  - A Model for Real-Time Monitoring of Pavements
PY  - 2008
SP  - 10p
AB  - Insufficient public funds to maintain and improve the infrastructure and introduction of performance based pavement construction and maintenance contracts requires better understanding of pavement responses under dynamic loading, to carry out the correct maintenance treatment at the appropriate time in an efficient way. The current maintenance approach is a reactive technique, where the problem is addressed when the pavement distresses are observed. The objective of this study is to develop a proactive tool, using the instrumentation technique adopted in Accelerated Pavement Testing (APT) systems, to assist in decision making strategies of pavement management and enable the concept of Smart Roads. An instrumentation plan including strain gauges, pressure cells, environmental gauges and Weigh-In-Motion (WIM) scale is developed, identifying the critical parameters to be measured on in-service pavements. The paper will discuss some of the issues associated with real-time, long term monitoring of in-service pavements with the goal of providing intelligence to decision-support systems. The model will aid engineers in determining the remaining service life of pavement, assisting in applying the correct maintenance treatments at the effective time to save on major rehabilitation costs.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Decision making
KW  - Decision support systems
KW  - Monitoring
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Real time information
KW  - Service life
UR  - http://www.pavementmanagement.org/ICMPfiles/2008063.pdf
UR  - https://trid.trb.org/view/1214444
ER  - 

TY  - CONF
AN  - 01447674
AU  - He, Wei
AU  - McMillan, Chuck
AU  - Transportation Research Board
TI  - Examining Paving Strategies for Provincial Highways Using a Pavement Management System in Alberta
PY  - 2008
SP  - 10p
AB  - The decision on selecting a paving strategy is one of the focal points of any highway development project. Typical paving choices in Alberta include conventional asphalt concrete (AC) pavements versus full depth pavements, staged paving versus non-staged paving, and in terms of pavement rehabilitation, functional treatment versus structural overlays, etc. Collectively these decisions have profound impacts on the long term condition of the highway network and on the funding requirements for the development and maintenance of the transportation infrastructure. Relative to these impacts, this paper studies the sensitivity of the paving options from the network level pavement management point of view. The key economic indicators used in the study include construction and maintenance costs, which are to be evaluated in a life-cycle analysis. The findings are expected to provide supports to selection of future paving strategies under Alberta’s fast-moving economy.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Alberta
KW  - Asphalt concrete pavements
KW  - Economic indicators
KW  - Full-depth asphalt pavements
KW  - Life cycle analysis
KW  - Pavement design
KW  - Pavement management systems
KW  - Paving
UR  - http://www.pavementmanagement.org/ICMPfiles/2008028.pdf
UR  - https://trid.trb.org/view/1213844
ER  - 

TY  - CONF
AN  - 01447673
AU  - Covalt, Margaret
AU  - Comer, Carol
AU  - Transportation Research Board
TI  - Tracking Investment in an Airport Pavement System
PY  - 2008
SP  - 7p
AB  - The Georgia Department of Transportation (GDOT) has provided funding for pavement maintenance and rehabilitation at airports since the early 1970s. In 1998 it implemented an Airport Pavement Management System (APMS) and has actively used its APMS since that time for the management of the pavement infrastructure at 103 airports. This paper examines the process GDOT used to identify pavement needs and to allocate funds prior to, and after, the implementation of its APMS. It discusses the funding levels versus overall condition of the pavement network before and in the years after the implementation the APMS. The impact of using an APMS to make decisions regarding the expenditure of pavement-related dollars is also discussed.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Airport runways
KW  - Airports
KW  - Before and after studies
KW  - Decision making
KW  - Financing
KW  - Fund allocations
KW  - Georgia Department of Transportation
KW  - Investments
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008021.pdf
UR  - https://trid.trb.org/view/1213710
ER  - 

TY  - CONF
AN  - 01447672
AU  - Burger, A F
AU  - van der Gryp, A
AU  - Transportation Research Board
TI  - Implementing HDM4 Version 2 For Project Level Life Cycle Cost Analysis
PY  - 2008
SP  - 10p
AB  - The Western Cape Provincial Administration (WCPA) in South Africa operates a number of highly integrated management systems on both their paved and unpaved road networks. These systems are used, inter alia, in the identification and scheduling of periodic maintenance projects on both the paved and unpaved road networks of the WCPA. Projects are committed to a construction programme once panel inspections and final prioritisation have been completed. At this point, consulting engineers are appointed for the detailed assessment and design of the required work on the road(s). In late 2005 a policy decision was made that all detailed designs should include Life Cycle Cost Analyses (LCCA) for the projects. It was also decided that the Highway Development and Management system (HDM4) should be used for the purpose of LCCA. This paper describes the development of a web-based tool that allows a user to obtain an HDM4 Version 2 workspace that is to be used in the LCCA. This workspace is preloaded with all necessary data for project analysis. Data are obtained from the different management systems through system interfaces and converted to the necessary format for importing into the HDM4 workspace. It is concluded that the development of the HDM4 workspace interface will result in time and effort savings for the consulting engineers tasked with LCCA. Their efforts may now be focussed on conducting LCCA studies, rather than on the setup and population of the required HDM4 workspaces.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Highway Development and Management Tool (HDM-4)
KW  - Life cycle costing
KW  - Pavement maintenance
KW  - South Africa
KW  - Western Cape (South Africa)
UR  - http://www.pavementmanagement.org/ICMPfiles/2008068.pdf
UR  - https://trid.trb.org/view/1214523
ER  - 

TY  - CONF
AN  - 01447671
AU  - Transportation Research Board
TI  - 7th International Conference on Managing Pavement Assets, June 23-28, 2008, Calgary, Alberta, Canada: "Preserving What We Have, Investing in the Future, and Finding the Balance"
PY  - 2008
SP  - v.p.
AB  - The latest innovations in asset management were on display at the Seventh International Conference on Managing Pavement Assets (ICMPA), which was held in Calgary, Alberta, Canada, on June 23-28, 2008.  The theme for the 2008 conference was "Preserving What We Have, Investing in the Future, and Finding the Balance."  Topics included asset preservation and maintenance, asset management tools, cost-effectiveness methodologies, performance-based planning, data collection and management, performance measurement, and stakeholder involvement.
U1  - Seventh International Conference on Managing Pavement AssetsTransportation Research BoardAlberta Infrastructure and Transportation, CanadaFederal Highway AdministrationCalgary,Alberta,Canada StartDate:20080623 EndDate:20080628 Sponsors:Transportation Research Board, Alberta Infrastructure and Transportation, Canada, Federal Highway Administration
KW  - Asset management
KW  - Conferences
KW  - Decision making
KW  - Financing
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavement preservation
KW  - Rehabilitation (Maintenance)
UR  - http://www.pavementmanagement.org/icmpfiles/icmp.htm#2008
UR  - https://trid.trb.org/view/1213597
ER  - 

TY  - RPRT
AN  - 01383666
AU  - Federal Highway Administration
AU  - 3M
TI  - Temporary wet-weather pavement markings for work zones: final report: phase 1
PY  - 2008
SP  - 52p
AB  - This project aims to refine and evaluate a paint and drop-on element-based all-weather pavement marking system customized for work-zone applications.  The pavement marking system under development offers unique value in providing superior guidance to the driver under dry and wet weather conditions.  The shorter durability requirements in work zones enable a low-cost alternative to existing higher-cost, more durable products.  It is expected that this special all-weather work zone pavement marking system will promote work zone safety in especially attention-demanding work zones.
KW  - Construction site
KW  - Durability
KW  - Durability
KW  - Paint
KW  - Paint
KW  - Pavement marking
KW  - Pavement technology
KW  - Road markings
KW  - Surface course (Pavements)
KW  - Usa
KW  - Visibility
KW  - Visibility
KW  - Wet road
KW  - Wet weather
UR  - http://www.fhwa.dot.gov/hfl/partnerships/3m/phase1/phase1.pdf
UR  - https://trid.trb.org/view/1151429
ER  - 

TY  - ABST
AN  - 01383665
AU  - Federal Highway Administration
TI  - Pavement management systems: the Washington State experience
PY  - 2008
SP  - 20p
AB  - Washington State Department of Transportation (WSDOT) has long utilized the Washington State Pavement Management System (WSPMS) to conduct engineering and economic analyses for the purposes of improving pavement performance and maximizing the benefits of pavement investments.  These analyses include various studies among which pavement smoothness, lowest-life-cycle-cost concept versus the worst-first methodology, impact of increased use of chip seal on highways, performance of dowel bar retrofits, and a few others are briefly mentioned in this case study.  WSDOT has extensively documented the evolution, operation, and results of the WSPMS.  Consequently, this case study consists mainly of excerpts from key documents and technical papers.  The excerpts offer concepts and practices that could be adapted for use in other States.
KW  - Case studies
KW  - Case study
KW  - Life cycle costing
KW  - Life cycle costs
KW  - Pavement management
KW  - Pavement management system
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavement performance
KW  - Pavement technology
KW  - Washington State, USA
UR  - http://www.fhwa.dot.gov/asset/if08010/washcase_rev3.pdf
UR  - https://trid.trb.org/view/1151428
ER  - 

TY  - CONF
AN  - 01359609
AU  - Capers, Harry
AU  - Khambhati, Narendra
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - International Technology Exchange Programs SCAN on Bridge Evaluation Quality Assurance - An Update
PY  - 2008
SP  - 15p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, offers an update on the International Technology Exchange Programs scan on bridge evaluation quality assurance.  The authors bring readers up-to-date following the previous year’s conference that reported on an international scan co-sponsored by the American Association of State Highway and Transportation Officials (AASHTO), the FHWA, an agency of the U.S. Department of Transportation and, the National Cooperative Highway Research Program (NCHRP).  The scans were conducted by a ten-member team that was formed to study European bridge inspection practices, focusing on quality assurance. The scans are intended to assist bridge owners and the FHWA in implementing provisions of the 2005 NBIS regulation and to satisfy the guidelines provided through the Data Quality Act passed by the U.S. Congress in 2001. In addition, several initiatives from the Scan Team Implementation Plan have been undertaken in reaction to findings of the team and recommendations from visits to Finland, Denmark, Germany, and France and meetings with representatives from Sweden and Norway while in Denmark. The authors present an update on the final report, provide an overview on the recommended implementation plan, and outline actions taken over the past year based on findings from the June 2007 European Scan.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridges
KW  - Europe
KW  - Highway bridges
KW  - Highway safety
KW  - Inspection
KW  - Inspectors
KW  - Maintenance
KW  - Maintenance practices
KW  - Quality assurance
KW  - Regulations
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1125130
ER  - 

TY  - CONF
AN  - 01359608
AU  - Chiang, Chi-Heng
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Application of Functional Bearing System to the Seismic Retrofit of Bridge
PY  - 2008
SP  - 7p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, describes the application of a functional bearing system to the seismic retrofit of a bridge in Taiwan.  The author reports that investigations on the 1999 Taiwan Chi-Chi earthquake indicate that most of the bridge columns experienced none or only minor damages except for those bridges directly crossed by the ruptured faults. The bearing system, including non-bolted rubber bearings, shear keys and restrainers, plays an important role for the performance of the bridges during the earthquake.  The author focuses on the differences between the United States, Japan, and Taiwan, in terms of bridge damages due to earthquakes. The next section addresses seismic retrofitting methods.  The author introduces a new retrofit tool named “functional bearing” which aims at the effect of bridge bearing systems (unlike traditional retrofits that emphasize column ductility). The paper concludes by reporting results of experimental studies on rubber bearing mechanisms. The experimental results explain the special bridge damage patterns that were sustained in the Chi-Chi earthquake.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge bearings
KW  - Bridges
KW  - Chi-Chi Earthquake (Taiwan)
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Earthquakes
KW  - Japan
KW  - Retrofitting
KW  - Taiwan
KW  - United States
UR  - https://trid.trb.org/view/1125143
ER  - 

TY  - CONF
AN  - 01359606
AU  - Hsu, Fu-Sheng
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Application of Intelligent Transport System (ITS) in the Freeway Management in Taiwan
PY  - 2008
SP  - 10p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, describes the use of intelligent transport systems (ITS) as part of freeway management in Taiwan.  The Taiwan Area National Freeway Bureau (TANFB) has spent 5 billion NT dollars ($165 million USD) to establish the traffic management system along the 12 west-east expressways in Taiwan (covering nearly 1,000 kilometers).  This system includes Advanced Traffic Management Systems (ATMS) and Advanced Traveler Information Systems (ATIS), and a Traffic Information Management, Coordination and Command Center (TIMCCC). The system also includes a network traffic simulation facility with which TANFB can predict the travel time and analyze the performance of various control strategies by simulation.  This will enable road users to inquire about the predicted travel time before departure and receive the traffic information through various channels en route.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Advanced traffic management systems
KW  - Advanced traveler information systems
KW  - Freeways
KW  - Highway traffic control
KW  - Intelligent transportation systems
KW  - Taiwan
KW  - Traffic control
KW  - Traffic control centers
KW  - Traffic simulation
KW  - Travel time
UR  - https://trid.trb.org/view/1125138
ER  - 

TY  - CONF
AN  - 01359605
AU  - Lin, Sheng-Fah
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Taiwan National Freeway Bridge Structures Seismic Assessment and Retrofit Projects
PY  - 2008
SP  - 14p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, describes the first phase of a seismic assessment and retrofit project for Taiwan’s National Freeway bridge structures.  The bridges of National Freeway No. 1 (the main artery for traveling north and south) of Taiwan were constructed in the 1970’s before seismic actions were adequately understood. After the September 21, 1999 Chi-Chi earthquake, which recorded maximum acceleration of 0.96g at the epicenter and collapsed numerous bridges, new seismic zone maps for Taiwan were issued.  The retrofit program was designed to mitigate the damages and to preserve one of the freeway systems as a lifeline. The Taiwan Area National Freeway Bureau plans to carry out an overall seismic assessment and retrofit project on all National Freeway bridge structures, which opened to traffic before December 31, 2000. The overall retrofit project was divided into three phases according to different Freeway systems. The retrofit project began in 2004 and is expected to be completed in 13 years (by end of 2016) with estimated budget in the total amount of $130 million USD.  The author reviews the tasks and goal of the retrofit program and presents some of the actual retrofit cases as examples to demonstrate the practical problems in the existing bridge structures.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge design
KW  - Bridge members
KW  - Bridge superstructures
KW  - Chi-Chi Earthquake (Taiwan)
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Inspection
KW  - Maintenance
KW  - Retrofitting
KW  - Specifications
KW  - Taiwan
UR  - https://trid.trb.org/view/1125148
ER  - 

TY  - CONF
AN  - 01359604
AU  - Ko, Tai-Sheng
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Environmental Consideration in Planning and Construction of National Highway 6
PY  - 2008
SP  - 29p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, reports on the environmental issues that were considered during the planning and construction of National Highway 6 in Taiwan.  The author describes proactive steps that were taken to protect the environment, including landscape integral to the highway, the use of new materials, and the use of new technology.  Environmental aspects were considered broadly to include cultural, social, ecological, visual, noise, vibration, air, and water impacts. The author stresses that a well-selected and located route can mitigate the environmental impacts more economically than by engineering means alone.  The paper is illustrated with numerous photographs of the resulting highway, with special accommodations for the wildlife and birds of the area.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Costs
KW  - Environmental design
KW  - Environmental impacts
KW  - Highway design
KW  - Landscape design
KW  - Materials
KW  - Planning and design
KW  - Road construction
KW  - Route surveying
KW  - Taiwan
KW  - Wildlife
UR  - https://trid.trb.org/view/1125133
ER  - 

TY  - CONF
AN  - 01359603
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Proceedings of the Fourth US-Taiwan Bridge Engineering Workshop
PY  - 2008
SP  - n.p.
AB  - This Fourth US-Taiwan Bridge Engineering Workshop focused on bridge engineering research subjects that are of mutual interest to both Taiwanese and United States highway authorities (as identified in previous workshops in 2005, 2006, and 2007).  These subjects include multihazard mitigation, accelerated bridge construction in moderate and high seismic zones, self-consolidating concrete, high/ultra-high performance concrete, and bridge preservation.  The proceedings include 23 presentations, consisting of papers (n = 16) and PowerPoint presentations (n = 7).  Specific topics covered include new practices in bridge inspection and maintenance; New Jersey’s bridge activities; international technology exchange programs; long-term bridge performance programs; integrating ecological science and engineering in bridge projects; environmental considerations in planning and construction of national highways; high performance concrete applications; the use of pre-fabricated lightweight superstructures in short span bridges; issues of SCC application in bridge engineering; the application of intelligent transport systems (ITS) in freeway management in Taiwan; current pavement technologies; the use of structural health monitoring on highway bridges in Oregon; changing seismic hazard ground motion predictions; the development of a bridge failure database; the application of functional bearing systems to the seismic retrofit of a bridge; the effect of vertical ground motion; investigation and mitigation planning for roads in landslide areas; seismic-blast multi-hazard relations for highway bridges; and bridge monitoring.  Each paper and presentation includes references.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge superstructures
KW  - Bridges
KW  - Earthquake resistant design
KW  - Environmental impacts
KW  - Environmental protection
KW  - Hazard mitigation
KW  - High performance concrete
KW  - Inspection
KW  - Landslides
KW  - Maintenance
KW  - Maintenance practices
KW  - Preservation
KW  - Retrofitting
KW  - Seismicity
KW  - Self compacting concrete
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1125126
ER  - 

TY  - CONF
AN  - 01359602
AU  - Chiu, Chui-Te
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Current Pavement Technologies in Taiwan
PY  - 2008
SP  - 14p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, reviews current pavement technologies being used in Taiwan.  The author notes that flexible pavements are used on most highway systems in Taiwan, and approximately 13 million metric tons of hot mix asphalt is consumed every year. Since most road maintenance projects must retain the original elevation restrictions, the mill and repave method is used most often. The recycling of asphalt pavements has been promoted all over the island since 1998, and about 2/3 of hot mix plants have been certified to produce recycled hot mix. Modified asphalt, color asphalt, drainage (porous) asphalt, stone matrix asphalt, Gussasphalt, as well as asphalt rubber have been investigated in laboratories and tested in the field.  The author concludes with a brief discussion of some of the goals for the immediate future, including adequately using recycled materials, developing sound pavement management system, and using innovative procuring processes such as Performance Based Contracting.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Asphalt pavements
KW  - Field tests
KW  - Highway maintenance
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Paving
KW  - Recycled materials
KW  - Resurfacing
KW  - Taiwan
UR  - https://trid.trb.org/view/1125139
ER  - 

TY  - CONF
AN  - 01359601
AU  - Yanev, Bojidar
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - New York City Bridges: Network and Project Management
PY  - 2008
SP  - 12p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, discusses the various aspects of bridge management in a major aging metropolis such as New York City. The author explores the relationships between the “top-down”, “ground-up”, “network” and “project”, “life-cycle” and “emergency” approaches to funding allocation, prioritization and problem resolution. The conflict between long-term and emergency priorities remains central to management on all levels, engineering, social, and political. Specific examples from the experience of the Bridge Division at the New York City Department of Transportation are examined as case studies.  The management of a bridge network in an urban setting, such as that of New York City, must integrate a large number of projects into several overlapping infrastructure networks (e.g. vehicular and rail transport, energy, water supply, sanitation).  The author also describes the different structural condition ratings, load ratings, serviceability ratings, and vulnerability.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bearing capacity
KW  - Bridge management systems
KW  - Bridge members
KW  - Bridges
KW  - Case studies
KW  - Costs
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Financing
KW  - Inspection
KW  - Life cycle costing
KW  - Long range planning
KW  - Maintenance
KW  - New York (New York)
KW  - Serviceability
KW  - Short range planning
KW  - Transportation infrastructure
UR  - https://trid.trb.org/view/1125151
ER  - 

TY  - CONF
AN  - 01359600
AU  - Ghasemi, Hamid
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Long Term Bridge Performance Program
PY  - 2008
SP  - 11p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, describes the Federal Highway Administration (FHWA) FHWA Long-Term Bridge Performance (LTBP) program, initiated in early 2006 with the objective of improving knowledge regarding bridge performance. The program will instrument, monitor, and evaluate a large number of bridges throughout the United States in order to capture performance data over a 20-year period of time. LTBP researchers will conduct detailed periodic inspections, monitoring, and evaluation of the population of bridges representing the national bridge inventory by taking advantage of nondestructive evaluation (NDE) techniques and visual inspections. The authors describe how this program will contribute to improved knowledge of bridge performance; advances in deterioration and predictive models; deterioration models that can simulate interactions between pavement, bridges, and traffic; effective use of life cycle cost analysis; improved inspection/condition information through NDE and structural health monitoring; and the fostering of technology for assessment of critical but invisible bridge elements and components; support for development of improved design methods and maintenance/bridge preservation practices; quantification of the effectiveness of various maintenance, repair, and rehabilitation strategies; improvement of the operational performance of bridges with the potential to reduce congestion, delay, and crashes; the fostering of the next generation of bridge and bridge management systems; and contributions for setting national policy.  The LTBP program will also conduct forensic investigations on decommissioned bridges, as the need and opportunity arise.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Data collection
KW  - Europe
KW  - Evaluation and assessment
KW  - Highway bridges
KW  - Highway safety
KW  - Inspection
KW  - Inspectors
KW  - Life cycle costing
KW  - Long-Term Bridge Performance Program
KW  - Maintenance
KW  - Nondestructive tests
KW  - Rehabilitation (Maintenance)
KW  - Service life
KW  - Structural deterioration and defects
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1125131
ER  - 

TY  - CONF
AN  - 01359599
AU  - Liao, Jui-Tang
AU  - Tsai, Tsung-Cheng
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Investigation and Mitigation Planning for Province Road 18, Woo-Wan-Chai Landslide Area in Taiwan
PY  - 2008
SP  - 10p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, describes the investigation of problems and the mitigation planning for Province Road 18, near the Woo-wan-chai landslide area in the western region of Taiwan.  Woo-wan-chai is an old landslide area, which covers an area about 50 hectares. The landslide moves slowly during ordinary time but goes faster in a heavy rain. The highway in the landslide area is composed of 8 sliding blocks. One of them failed and resulted in a serious disaster in June 2003. A detailed investigation project was performed during 2004 to 2006. The authors describe the methods that were used to determine the key factors that triggered the slide of slope, including geologic boring investigation, seismic survey, electrical resistivity imaging, and groundwater investigation. They concluded that geology and groundwater conditions are the primary factors that significantly influence the stability of slope. In addition, the Tar-tou Fault passing through the landslide area may also play an important role in the occurrence of landslide. The authors then propose a feasible remediation plan based on the factors and mechanisms of the landslide investigated in this study.  The primary mitigation method is to control the groundwater level through dewatering, as well as the gradual improvement of the stability of the slope.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Engineering geology
KW  - Groundwater
KW  - Highways
KW  - Landslides
KW  - Pavement design
KW  - Slope stability
KW  - Taiwan
UR  - https://trid.trb.org/view/1125145
ER  - 

TY  - CONF
AN  - 01359598
AU  - O'Connor, Jerry
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Rapid Replacement of a Short Span Bridge Using a Pre-Fabricated Lightweight Superstructure
PY  - 2008
SP  - 10p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, describes the use of a pre-fabricated lightweight superstructure as part of a rapid replacement of a short span bridge (span range of 20-50 feet (~6-15m).  The author reports that these projects can become costly because they can take as long as six months to construct in-situ. Direct costs associated with maintaining traffic on a detour during the construction project can be substantial, and there are other impacts including user delay costs, fuel consumption, air pollution, increased exposure to the possibility of construction related accidents, a field engineer’s office, and inspection staff.  These impacts increase in direct proportion to the length of time the replacement requires.  The author describes the bridge replacement project on New Oregon Road, in Erie County, New York state (United States) as a case example of an alternative method for quickly replacing short span bridges. The County purposely selected innovative construction techniques and materials and provided an incentive to the contractor; this example demonstrates that this type of bridge can be replaced in 30 days or less. The project utilized simple pre-cast concrete blocks for the substructure and lightweight, modular superstructure panels for the superstructure. The 115 psf panels were a hybrid of high strength concrete and fiber reinforced polymer (FRP) composites. The author concludes that the project was done in about a third the time of a similar project which had been completed on the same road a year earlier using conventional construction methods and materials.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge construction
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Costs
KW  - Erie County (New York)
KW  - Fiber composites
KW  - Fiber reinforced polymers
KW  - High strength concrete
KW  - Maintenance
KW  - Prefabricated bridges
KW  - Short span bridges
UR  - https://trid.trb.org/view/1125136
ER  - 

TY  - CONF
AN  - 01359597
AU  - Sheng, Li-Hong
AU  - Kunnath, Sashi K
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effect of Vertical Ground Motion
PY  - 2008
SP  - 10p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, reports on a study that assessed the current provisions in Seismic Design Criteria (SDC-2006, Caltrans) for incorporating vertical effects of ground motions in the seismic evaluation and design of ordinary highway bridges. A comprehensive series of simulations was carried out on a range of typical bridge configurations to isolate the effects of vertical motions. Results showed that vertical ground motions can have a significant effect on the axial force demand in columns; the moment demands at the face of the bent cap; and the moment demands at the middle of the span. The first two issues are found to be less of a concern in the present study since the axial capacity of the columns and the moment capacity of the girders at the face of the bent cap are generally adequate to resist the increase in the respective demands due to vertical effects. The authors identified amplification of negative moments in the mid-span section as the primary issue that should be addressed in the context of existing seismic guidelines in SDC-2006. Specifically, the current requirement that vertical ground motions be considered only for sites where the expected peak rock acceleration is at least 0.6g is not an adequate basis to assess the significance of vertical effects.  They contend that a second SDC criterion is in need of reexamination: the design specification for the consideration of vertical effects by means of a static load equivalent to 25% of the dead load applied in the upward and downward directions. The reinforcement resulting from this requirement is found to be inadequate for a significant number of cases examined in this study.  They also show that an elastic response spectrum analysis is an effective tool to determine the effects of vertical ground motions on the bridge superstructures.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge design
KW  - Bridge superstructures
KW  - Design engineering
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Spectrum analysis
KW  - Static loads
KW  - Vertical motion
UR  - https://trid.trb.org/view/1125144
ER  - 

TY  - CONF
AN  - 01359596
AU  - Lee, George C
AU  - O'Connor, J
AU  - Qi, J C
AU  - Wang, Z Q
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Development for a Bridge Failure Database
PY  - 2008
SP  - 8p
AB  - This paper, from the Fourth US-Taiwan Bridge Engineering Workshop, describes the objectives and process of developing a database of bridge failures due to various multiple hazards. The development of a database is one of the subtasks of a current research project at University at Buffalo (UB) sponsored by Federal Highway Administration (FHWA) on multiple hazard design of highway bridges.  Bridge failure is defined as loss of a structural component, loss of a bridge's basic functionality, a catastrophic bridge collapse, or any damage condition in between. A bridge can fail due to a variety of single or combination of reasons including material imperfection or aging, overload, insufficient capacity, construction error or improper maintenance. In order to carry out useful post event studies and to have useful information for future bridge engineering practice, adequate documentation of the damage or failure condition is needed. This requires a database primarily consisting of two types of information: the original design and construction information (e.g. the NBI) and the failure information (i.e. the NYDOT bridge failure database). The authors conclude that, for a short term objective, a bridge failure database can conveniently provide information to facilitate forensic studies of failure of the highway bridges, and for the calibration of the analytical model for development of extreme hazard load effect in LRFD. For a long term objective, a comprehensive bridge damage/collapse database (a National Repository) may be gradually established over time to benefit future bridge engineering practice.
U1  - Fourth US-Taiwan Bridge Engineering WorkshopMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationPrinceton,NJ,United States StartDate:20080804 EndDate:20080805 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bearing capacity
KW  - Bridge design
KW  - Bridge engineering
KW  - Bridge members
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Data collection
KW  - Databases
KW  - Failure analysis
KW  - Loads
KW  - Maintenance
KW  - Mechanical failure
UR  - https://trid.trb.org/view/1125142
ER  - 

TY  - CONF
AN  - 01356979
AU  - Zhang, Jian
AU  - Xu, Shi-Yu
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Response Simulations of Bridges Considering Shear-Flexural Interaction of Columns
PY  - 2008
SP  - 13p
AB  - Bridge columns are subjected to combinations of actions and deformations, caused by spatially-complex earthquake motions, features of structural configurations and the interaction between input and response characteristics. Combined actions can have significant effects on the force and deformation capacity of reinforced concrete (RC) columns, resulting in unexpected large deformations and extensive damage that in turn influences the performance of bridges as vital components of transportation systems. This paper evaluates the seismic response of three prototype reinforced concrete bridges under earthquake shakings using comprehensive numerical models that are capable of simulating the complex soil-structural interaction effects and nonlinear behavior of columns. A hysteretic model that can describe shear-flexural interacting behavior of columns is implemented as user element in software ABAQUS to model the realistic nonlinear behavior due to combined actions of shear force, axial force and bending moment. The hysteretic model is capable of capturing the pinching behavior of RC columns due to the opening and closing of propagating cracks, and the strength deterioration and stiffness softening due to low cycle fatigue. The hysteretic model was validated against cyclic loading tests as well as dynamic shake table test of bridge columns. Seismic response analyses were conducted on the prototype bridges under suites of ground motions that correspond to different hazard levels at a specific site in Southern California. The response quantities including relative displacement, acceleration, section force and section moment etc. were derived and compared among three prototype bridges to gain insight on seismic responses of concrete bridges. The numerical simulations systematically evaluate the effects of vertical motion and the significance of axial-shear-flexural interaction on seismic demand of bridges.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Axial strength
KW  - Bending moments
KW  - Columns
KW  - Deformation
KW  - Deterioration
KW  - Reinforced concrete bridges
KW  - Repeated loads
KW  - Seismicity
KW  - Shaking table tests
KW  - Soil structure interaction
KW  - Southern California
UR  - https://trid.trb.org/view/1122145
ER  - 

TY  - CONF
AN  - 01356973
AU  - Dusicka, Peter
AU  - Glickman, Michael
AU  - Oppenheimer, Helen
AU  - Winston, Holly
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Experiences in Creating a Seismic Risk Model of the Oregon Highway Bridge Network Using REDARS2
PY  - 2008
SP  - 12p
AB  - A seismic risk model was developed for an Oregon highway network using REDARS2, a seismic risk analysis tool recently released after 12 years of primarily Federal Highway Administration (FHWA) sponsored research and development. This paper outlines some of the successes, issues and observed limitations encountered in developing the model and in conducting seismic risk analyses for Oregon highway bridges along major truck routes. The Oregon model represented one of the first applications of REDARS2 outside of the original development team, offering a unique perspective on the tool’s implementation. When compared to previous demonstration studies, the Oregon highway network model consisted of a larger number of bridges spread across a larger geographic area and also for the first time attempted to consider liquefaction risk for majority of the bridges. Key challenges in implementing the model included data import incompatibilities, limited troubleshooting feedback and restricted model modification capability. Once fully implemented, the Oregon highway network model will provide an excellent analysis basis and will be a good framework for more detailed evaluation in the future, which needs to incorporate a more appropriate seismic hazard characterization capability in REDARDS2 for the Pacific Northwest and refine the traffic input data for the Oregon data.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Computer models
KW  - Data collection
KW  - Highway bridges
KW  - Liquefaction
KW  - Oregon
KW  - Pacific Northwest
KW  - REDARS2 (Computer program)
KW  - Risk analysis
KW  - Seismicity
KW  - Troubleshooting
UR  - https://trid.trb.org/view/1120859
ER  - 

TY  - CONF
AN  - 01356971
AU  - Jacak, Mary
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - A Simple Procedure for Evaluating Seismic Isolation in Bridges
PY  - 2008
SP  - 11p
AB  - This paper presents a simple method for evaluating the performance of seismic isolation for most bridge structures. Through application of the basic theory of seismic isolation and the graphic representation of the modified acceleration and displacement spectra of the American Association of State Highway and Transportation Officials (AASHTO) Guide Specification for Seismic Isolation Design (1999), the user can determine with reasonable accuracy the force and displacement levels achievable with any isolation system. The method employed can be used to independently verify the force and displacement levels reported by isolation bearing suppliers. Detailed analyses will generally result in overall performance similar to that obtained using the method presented here. The method presented is not intended as a replacement for detailed analysis, and the analysis requirements of the AASHTO Guide Specifications for Seismic Isolation Design (1999 and 2000) must be satisfied. This paper does not describe methods for configuring isolation bearing units. This task should be done by one or more isolation bearing supplier contacted during the design phase of a project. Such an approach will better insure that the isolation system performance and bearing geometry shown on the plans can be achieved. In addition, the isolation bearing suppliers will insure that the most current and economical bearing designs are used.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Bridge anchorages
KW  - Bridge design
KW  - Bridge engineering
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Load and resistance factor design
KW  - Seismicity
KW  - Vibration isolation
UR  - https://trid.trb.org/view/1122128
ER  - 

TY  - CONF
AN  - 01356970
AU  - Jara, Jose M
AU  - Jara, Manuel
AU  - Hernandez, Hugo
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Expected Behavior of the Infiernillo II Bridge in Mexico
PY  - 2008
SP  - 12p
AB  - The 525 meters long Infiernillo II bridge crosses the Infiernillo Dam and it is the first isolated bridge built in Mexico. It is situated in the Morelia-Lazaro Cardenas highway that connects central cities of the country to the Pacific Coast. Arch steel trusses compose the superstructure of the five simple supported spans. The substructure consists of reinforced concrete piles and abutments. The bridge was subjected to an assembly of real strong motion movements recorded close to the Pacific Coast in Mexico. The study started calibrating the proposed analytical model, by using the results of environmental vibration measurements previously taken. Results show the importance of the dynamic characteristics of the isolators employed on the expected seismic behavior of the bridge and special emphasis is dedicated to analyze the effectiveness of the isolation system for avoiding concentration of ductility demands due to the substructure stiffness irregularity.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Abutments
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Ductility
KW  - Expansion joints
KW  - Highway bridges
KW  - Mexico
KW  - Piles (Supports)
KW  - Reinforced concrete
KW  - Seismicity
KW  - Truss bridges
UR  - https://trid.trb.org/view/1120927
ER  - 

TY  - CONF
AN  - 01356967
AU  - Zuberer, Doug
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Expansion Dams/Deck Joint Systems-Closed Cell Foam Technology for Armorless Joints
PY  - 2008
SP  - 8p
AB  - Joints must be properly designed and installed to insure the integrity and serviceability. Bridges, approaches, highway pavements, airstrips, buildings and other structures need joints to handle the expansion and contraction caused by temperature changes, albeit bridge joints have more movements than other types and structures. Bridge and bridge approach joints offers the most challenging conditions for designers. These joints must be designed with long term serviceability in mind with little to no maintenance. These joints are designed taking into account expansion and contraction movements resulting from thermal, rotational and other external forces. Water on these joints creates problems as well as certain chemicals and ultra violent generation. The combination of these factors can contribute to often times increased deterioration in the steel or concrete joints, concrete or asphaltic pavements. Many other factors in the design of the bridge/approach must be considered such as drainage, parapet barriers and location. With the ever increasing cost of maintenance and the time involved with traffic control many states have already started to design Armorless Joint Systems. These types of systems can be designed for longer life, but more importantly from the engineering reality, proper maintenance and rehabilitation of joints. Premature failure of bridge expansion joints can be avoided by adopting a rationalized acceptance criteria based on actual laboratory/field testing of joints. This paper reviews many of the alternatives that may be available.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge approaches
KW  - Bridge design
KW  - Deterioration
KW  - Expansion joints
KW  - Pavements
KW  - Thermal degradation
UR  - https://trid.trb.org/view/1122170
ER  - 

TY  - CONF
AN  - 01356966
AU  - Hite, Monique C
AU  - Srivastava, Siddharth
AU  - DesRoches, Reginald
AU  - Leon, Roberto T
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effects of Near-field Earthquakes on Bridges with Tall Bearings
PY  - 2008
SP  - 8p
AB  - Seismically induced pounding of bridge decks may generate significant forces from large accelerations of near-field ground motions, resulting in bridge damage. Previous studies have used various contact elements and energy methods to focus on the effects of bridge pounding with limited attention to the transfer of loads from the bridge deck to the columns via bearings. This preliminary analytical study investigates the effects of pounding on bridges with tall bearings, where the distribution and redistribution of forces is paramount when subjected to near-field earthquakes. Tall bearings such as steel pedestals (19" to 33½") may not have the capacity to resist the large lateral forces generated from earthquake excitation coupled with pounding of the bridge decks and abutments. Consequently, these tall bearings may become unstable as energy is dissipated when subjected to synthetic time histories developed for 10% and 2% probabilities of exceedance (PE) for Charleston, South Carolina. Particular emphasis is placed on modeling the nonlinear behavior of the bridge columns, localized impact at the expansion joints, and bearing behavior, where the hysteretic force-displacement behavior of the tall bearings is uniquely modeled using experimental test results. Therefore, the objective of this study is to gain more insight as to the seismic vulnerabilities of tall bearings in a generic bridge with expansion joints, where the effects of pounding induced by near-field synthetic ground motions for Charleston, South Carolina are analyzed using nonlinear time history analysis.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearings
KW  - Bridge decks
KW  - Charleston (South Carolina)
KW  - Columns
KW  - Earthquakes
KW  - Expansion joints
KW  - Near field
KW  - Seismicity
KW  - Time history analysis
UR  - https://trid.trb.org/view/1120933
ER  - 

TY  - CONF
AN  - 01356965
AU  - Caner, Alp
AU  - Ozkaya, Cenan
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Nonlinear Analysis of Seismically Isolated Bridges With Inverted T Cap Beams
PY  - 2008
SP  - 10p
AB  - Seismically isolated bridges with inverted T-cap beams have not investigated in depth until now. Elastic response spectrum analysis is typically preferred in design of bridges. In this study, it has been demonstrated that elastic response spectrum analysis may not be the right analysis tool to design bridges with inverted T cap beams since pounding effects are ignored. Pier design forces determined from response spectra analysis may be significantly lower than the pier seismic forces determined from non-linear time history analysis performed with response spectrum compatible earthquake records. The purpose of this study is to suggest a nonlinear analysis guideline to check the design forces determined from response spectra analysis. Pounding may be mitigated by providing new design details.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Bridge piers
KW  - Earthquake resistant design
KW  - Elastic analysis
KW  - Seismicity
KW  - Spectrum analysis
KW  - Structural analysis
KW  - T beams
KW  - Time history analysis
UR  - https://trid.trb.org/view/1120938
ER  - 

TY  - CONF
AN  - 01356963
AU  - Banerjee, Swagata
AU  - Shinozuka, Masanobu
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Vulnerability Assessment of Highway Bridges Considering Ground Motion Directionality
PY  - 2008
SP  - 12p
AB  - As highway transportation network systems are highly vulnerable to severe earthquakes, it is desirable to consider directionality effect of earthquake ground motion in assessing the seismic damageability of highway bridges. However, it is very difficult to rigorously incorporate the multidimensional effect of ground motions in the design and response analysis of bridges. The current paper presents a procedure in which bridges can be designed to ensure safety under single or a pair of independent orthogonal ground motions traveling horizontally with an arbitrary direction to bridge axis. This procedure uses nonlinear time history analysis and expresses the prediction of bridge seismic damageability in the form of fragility curves. Fragility curves are gaining practical recognition through, for example, their use in HAZUS for seismic risk assessment. Change in fragility characteristics of bridges for different direction of ground motion propagation directly indicates the effect of directionality on bridge seismic response. Result showed that ground motion directionality can alter bridge seismic damageability substantially and hence, plays an important role in the estimation of maximum seismic demand. In this context, the result here may add directionality as another factor to be considered in HAZUS to adjust fragility curves for standard bridges. The word directionality used here is different from “directivity” used in seismology to mean a specific characteristic of seismic fault movement.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Fragility curves
KW  - Highway bridges
KW  - Risk assessment
KW  - Seismic response
KW  - Seismicity
KW  - Time history analysis
UR  - https://trid.trb.org/view/1122138
ER  - 

TY  - CONF
AN  - 01356962
AU  - Hosseini, Mahmood
AU  - Banaeizadeh, Yashar
AU  - Khavari, Seyyed Reza
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Vulnerability Assessment of an Existing Highway Bridge by Pushover and 3-D Nonlinear Time History Analyses for its Seismic Retrofit
PY  - 2008
SP  - 13p
AB  - The seismic vulnerability of an existing two span reinforced concrete slab bridge with round columns as piers was studied for its retrofit design. First, the bridge design was checked by American Association of State Highway and Transportation Officials (AASHTO) seismic provisions, showing that the bridge is seismically weak in bending resistance and particularly shear resistance of its piers columns. Next, a push over analysis (POA) was performed, for which the target displacement was calculated by shear-displacement relationship for the center of gravity of the bridge deck. The rotations of plastic hinges in columns, obtained by POA were compared with the FEMA 356 acceptance levels, which confirmed the high vulnerability of the bridge. Finally, three various retrofit designs, including: 1) adding the strength and stiffness of pier columns by R/C jackets, 2) adding some steel diagonal elements in both lateral and longitudinal directions, and 3) fixing the deck to abutments connections in lateral direction to make it possible to use the abutment walls as shear walls, were considered and checked by both POA and Nonlinear Time History Analyses (NLTHA). The bridge specifications for NLTHA were defined based on FEMA 356 regulations by using the AASHTO design spectra. Several accelerograms, with the PGAs compatible with the level of seismic hazard in the site and the frequency contents compatible with the conditions of the bridge site soil, were used for NLTHA. The analyses results show that all three proposed retrofit designs are acceptable, however, the third method seems to be practically and economically more feasible.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge piers
KW  - Columns
KW  - Flexural strength
KW  - Jacketing (Strengthening)
KW  - Pushover analysis
KW  - Reinforced concrete bridges
KW  - Retrofitting
KW  - Seismicity
UR  - https://trid.trb.org/view/1122149
ER  - 

TY  - CONF
AN  - 01356956
AU  - Kim, Hyun Chan
AU  - Zhou, Xuesong
AU  - Bartlett, Steven F
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Dynamic Traveller Response Modelling for Seismic Risk Analysis of Transportation Systems
PY  - 2008
SP  - 1p
AB  - Earthquakes could significantly impact road network capacity and further change spatial and temporal traffic demand patterns. Based on a case study in the Salt Lake City metropolitan area, the authors first present a day-to-day demand adjustment model to capture the traveler behavior in a damaged transportation network, and then discuss how to use a robust network design tool to enforce existing infrastructure systems so as to minimize expected structural risk and post-event traffic delays.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Earthquakes
KW  - Network analysis (Planning)
KW  - Risk analysis
KW  - Salt Lake City Metropolitan Area
KW  - Seismicity
KW  - Traffic delays
KW  - Travel behavior
KW  - Travelers
UR  - https://trid.trb.org/view/1122177
ER  - 

TY  - CONF
AN  - 01356954
AU  - Khanse, Ajit C
AU  - Lui, Eric M
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Study of Pulse Effects of NFGM on the Dynamic Response of Bridge Structures
PY  - 2008
SP  - 12p
AB  - Low-frequency near-fault ground motions (NFGM) occur as a result of source effects of rupture directivity. Because of path effects, large subduction-zone earthquakes as well as moderate to large crustal earthquakes can generate far-source low-frequency ground motions in distant sedimentary basins. These effects are important design considerations because they often impose large demands on long-period structures like bridges. By using discrete-time signal processing method in which a low-pass filter at a suitable cut-off frequency is applied to the Fourier transforms of the processed acceleration and velocity time history records, low– frequency contents for acceleration, velocity and/or displacement time histories can be isolated from which directivity or path effects can be identified. By using the acceleration pulse as the excitation force, it is shown that the displacement response of a linearly elastic single degree-of-freedom (SDF) system with natural period exceeding a certain value referred to as the cut-off period is quite comparable with that due to the original ground excitation. The displacement response characteristics of a linearly elastic SDF system like a bridge bent when it is subjected to pulse-like excitation is studied qualitatively and quantitatively. Qualitatively, the effects of three types of pulses - monotonically increasing, ripple and resonance - on the system displacement response are identified. Quantitatively, these three pulse types are identified though a modified displacement response factor. Because values of the displacement response factor can be as high as 10 to 25 for resonant pulses acting on an undamped system, it can be concluded that such pulses are the most devastating.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Degrees of freedom
KW  - Discrete systems
KW  - Dislocation (Geology)
KW  - Dynamic response (Structures)
KW  - Earthquake resistant design
KW  - Near fault ground motion
KW  - Resonance
KW  - Rock fracture
KW  - Rupture surfaces
KW  - Seismicity
KW  - Time history analysis
UR  - https://trid.trb.org/view/1120931
ER  - 

TY  - CONF
AN  - 01356945
AU  - Agrawal, Anil K
AU  - Pan, Ying
AU  - Alampalli, Sreenivas
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effects of Retrofits on Seismic Fragility of Multi-Span Continuous Steel Highway Bridges in New York State
PY  - 2008
SP  - 13p
AB  - Various strategies such as fiber-reinforced plastics (FRP), Elastomeric and lead rubber bearings (LRB) bearings and fluid dampers are being used increasingly for seismic retrofits of bridge piers. In this paper, effectiveness of these retrofit options in improving seismic resistance of bridge piers is investigated by carrying out fragility analysis of bridges with and without retrofits. The structural type and topological layout of this multi-span I-girder bridge have been identified to be most typical of continuous bridges in New York State. The structural details of the bridge are designed as per New York State bridge design guidelines. Uncertainties associated with the estimation of material strength, bridge mass, friction coefficient of expansion bearings and expansion-joint gap size are considered. The uncertainties of capacity and demand are considered simultaneously by using the ratios of demands to capacities at different limit states to construct seismic fragility curves. The fragility curves from this analysis demonstrate comparative advantages of different retrofit options. The results presented in this paper can be used to seismic effective retrofit measures to improve seismic resistance.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Bridge piers
KW  - Earthquake resistant design
KW  - Elastomers
KW  - Expansion joints
KW  - Fiber reinforced plastics
KW  - Fluid dampers
KW  - Fragility analysis
KW  - Girder bridges
KW  - Highway bridges
KW  - Lead rubber bearings
KW  - New York (State)
KW  - Retrofitting
UR  - https://trid.trb.org/view/1120884
ER  - 

TY  - CONF
AN  - 01356938
AU  - Aviram, Ady
AU  - Mackie, Kevin
AU  - Stojadinovic, Bozidar
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effect of Abutment Modeling on the Seismic Response of Bridge Structures
PY  - 2008
SP  - 11p
AB  - Abutment behavior significantly influences the seismic response of a bridge structure. Specifically in the case of short bridges with relatively stiff superstructures typical of highway overpasses, embankment mobilization and inelastic behavior of the soil material under high shear deformation levels dominate the response of the bridge and its column bents. This paper investigates the sensitivity of bridge seismic response with respect to three different abutment modeling approaches. Six existing reinforced concrete bridge structures, typical of ordinary bridges in California, are selected for the analysis. Nonlinear models of the bridges are developed in OpenSeeS. Three abutment model types of increasing complexity are developed for each bridge, denoted as roller, simplified, and spring abutments. The roller model contains only single-point constraints. The spring model contains discrete representations of backfill, bearing pad, shear key, and back wall behavior. The simplified model is a compromise between the efficient roller model and the comprehensive spring models. Modal, pushover and nonlinear dynamic time history analyses are conducted for the six bridges using three abutment models for each bridge. Comparisons of the analysis results show major differences in mode shapes and periods, ultimate base shear strength, as well as peak displacements of the column top obtained due to dynamic excitation. The adequacy of the three abutment models used in the study to realistically represent all major resistance mechanisms and components of the abutments, including an accurate estimation of their mass, stiffness, and nonlinear hysteretic behavior, is evaluated. Recommendations for abutment modeling are made.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge abutments
KW  - Bridge foundations
KW  - Bridge superstructures
KW  - California
KW  - Dislocation (Geology)
KW  - Highway bridges
KW  - Nonlinear analysis
KW  - Pushover analysis
KW  - Reinforced concrete bridges
KW  - Seismicity
UR  - https://trid.trb.org/view/1121576
ER  - 

TY  - CONF
AN  - 01356935
AU  - Veletzos, Marc J
AU  - Restrepo, Jose I
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Influence of Vertical Earthquake Motion and Pre-Earthquake Stress State on the Seismic Response of Precast Segmental Bridge Superstructures
PY  - 2008
SP  - 12p
AB  - Precast segmental construction methods can ease bridge construction costs by reducing construction time while maintaining quality control. In addition, the absence of falsework can minimize traffic congestion and environmental impact, adding to the benefits of this accelerated bridge construction method. While the popularity of precast segmental bridge construction has increased throughout the world, its use in seismic regions of the United States has been hampered by a lack of research on the seismic response that would lead to reliability in its use. This research investigated the seismic response of precast segmental bridges with bonded tendons constructed with the balanced cantilever construction method, using detailed 2D nonlinear time history analyses. A number of models were developed, including a validation model and two simulations of full scale balanced cantilever bridges with span lengths of 300 and 525 feet. These models utilized geometries and characteristics, similar to the Otay River Bridge and the San Francisco-Oakland Bay Bridge Skyway in California and were subjected to a suite of twenty near field earthquake records. This paper will show that the vertical component of ground motion significantly affected the segment joint response and the magnitude of the response can vary dramatically depending on the pre-earthquake stress-state (i.e. the effects of creep, shrinkage and temperature) in the superstructure.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Accelerated construction
KW  - Bridge construction
KW  - Bridge superstructures
KW  - Cantilever bridges
KW  - Earthquake resistant design
KW  - Joints (Engineering)
KW  - Otay River Bridge (California)
KW  - San Francisco-Oakland Bay Bridge
KW  - Segmental construction
KW  - Seismic response
KW  - Seismicity
KW  - United States
UR  - https://trid.trb.org/view/1120937
ER  - 

TY  - CONF
AN  - 01356930
AU  - Mackie, Kevin
AU  - Wong, John-Michael
AU  - Stojadinovic, Bozidar
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Post-Earthquake Bridge Repair Cost Evaluation Methodology
PY  - 2008
SP  - 12p
AB  - Post-earthquake repair costs are important for evaluating the performance of new bridge design options and different existing bridge configurations in the next major earthquake. Hazard and structural demand models provide information on the probabilistic structural response during earthquakes. Damage and decision models are needed to link the structural response to decisions on bridge repair actions and repair costs. A new step-by-step probabilistic repair cost methodology is proposed in this paper to evaluate the costs of repairs for different bridge components and the bridge as a system corresponding to varying degrees of damage. Repair actions, quantities, and costs are input into spreadsheet templates and a numerical tool evaluates expected repair costs and repair cost variance for a range of earthquake intensities. Central to the proposed methodology is the concept of performance group - groups defined to account for bridge components that are repaired together. Six spreadsheets are used to track all of the necessary data: bridge information, structural response, component damage states, repair methods and repair quantities, and unit costs or production rates. Data can be customized for repair methods and bridge types particular to different state departments of transportation. The methodology is illustrated using repair cost fragilities for a typical multi-span reinforced concrete highway overpass bridge in California.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Bridge members
KW  - California
KW  - Costs
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Highway bridges
KW  - Reinforced concrete bridges
KW  - Repairing
KW  - Structural analysis
UR  - https://trid.trb.org/view/1121578
ER  - 

TY  - CONF
AN  - 01356929
AU  - Lui, Kevin
AU  - Chang, Kuo-Chun
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Performance of Skewed Bridges with Sliding Rubber Bearings
PY  - 2008
SP  - 1p
AB  - Design concept of plastic hinge has been utilized in the design specification for decades. However, investigations from 1999 Chi-Chi earthquake showed construction practice of unbolted elastomeric rubber bearings, providing a sliding function as a semi-fixed bearing, is one of the reasons in controlling the failure mechanism of the bridge. Though the bridge column was protected by only dissipating friction force from bearings, large displacement on the superstructure can also be observed; if this resistance is small the bridge is skew. Therefore, a parametric study of one bridge with 20 degrees skew angle was performed. Variables include bearing type, friction coefficient, and input intensity of ground motions. It is found for the case with ideal hinge and roller support, compared to those in straight bridge; the moment and torsion in the column of skewed bridge are rapidly increasing due to skew-induced bilateral effect. Moreover, for the case with sliding rubber bearing and low friction coefficient, not only the displacement of girder should be considered in the longitudinal direction, but the one along the transversal direction should considered so that the design of displacement-restrained device can be optimized to prevent the superstructure from unseating and mitigate the unexpected impact force.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Bridge superstructures
KW  - Chi Chi Earthquake
KW  - Dislocation (Geology)
KW  - Failure
KW  - Girders
KW  - Moments (Mechanics)
KW  - Rubber bearings
KW  - Seismicity
KW  - Skew bridges
KW  - Torsion
UR  - https://trid.trb.org/view/1120929
ER  - 

TY  - CONF
AN  - 01356925
AU  - Hernández-Barrios, H
AU  - Jara-Guerrero, J
AU  - Jara-Díaz, M
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Analysis of Frame Bridges in Distrito Federal, Mexico
PY  - 2008
SP  - 9p
AB  - There is a lack of explicit regulations for the seismic design of integral bridges in Mexico. However, many bridges built in the urban environment are located in high seismicity areas. In Mexico City, two span reinforced concrete frame bridges are very common. Many of them are over 40 years old and some of them are tilted because of the flexible soil conditions. This study aimed at determining the seismic behavior of frame bridges located in Mexico City. In order to assess the time domain response of the bridges, numerical models were subjected to typical ground motion records of the September 19, 1985, Mexico earthquake. The bridge responses are evaluated by the analysis of shear forces and overturning moment demands.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Earth pressure
KW  - Earthquake resistant design
KW  - Framed structures
KW  - Mexico City (Mexico)
KW  - Moments (Mechanics)
KW  - Numerical models
KW  - Reinforced concrete bridges
KW  - Seismicity
KW  - Shear strength
KW  - Structural analysis
UR  - https://trid.trb.org/view/1122129
ER  - 

TY  - CONF
AN  - 01356924
AU  - Rosignoli, Marco
AU  - Rosignoli, Chiara
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Web Buckling Prevention in Built-up Shear Links
PY  - 2008
SP  - 11p
AB  - Passive steel links yielding in shear are being used as seismic energy dissipation systems for retrofit of existing bridges and the design of new long spans and cable-stayed bridges. Five built-up shear links with different web stiffening solutions were designed for bridge applications, and their 3D solid finite-element models were analyzed with ADINA. The dimensions of the links and the grades of steel were selected so as to permit a rapid use of the data gathered with this research in the design of twin-blade piers for long span bridges and towers of cable-stayed bridges in high seismicity regions. The objectives of the research were to investigate the plastic strain demands on built-up shear links, the buckling behavior, the degradation in the hysteretic loops generated by out-of-plane deformations in the web, and the improvements achievable with the use of horizontal web stiffeners in lieu of more conventional vertical stiffeners. A finite-element formulation reproducing the linear response of links to service loads and the inelastic shear-yielding response as resulting from load testing was also implemented for global analysis of long span bridges with SAP 2000.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Bridge design
KW  - Buckling
KW  - Cable stayed bridges
KW  - Deformation
KW  - Finite element method
KW  - Long span bridges
KW  - Retrofitting
KW  - Web stiffened structures
KW  - Webbing
UR  - https://trid.trb.org/view/1121572
ER  - 

TY  - CONF
AN  - 01356919
AU  - Padgett, Jamie E
AU  - DesRoches, Reginald
AU  - Bradford, Paul
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Performance Goals and Probabilistic Assessment of Expansion Joints for Highway Bridges
PY  - 2008
SP  - 10p
AB  - Seismic specifications acknowledge the need for post-event functionality for essential and critical bridges, either explicitly or implicitly, in terms of structural seismic performance. A move towards performance based design and assessment of bridges and their components necessitates the ability to evaluate the likelihood of achieving a given set of performance goals within a level of confidence. However, these strategic performance goals for seismic expansion joints in bridges have yet to be adequately defined and little research has considered the influence and performance of seismic expansion joints on the post-event functionality of bridge systems. Uncertainties in the ground shaking, seismic demand, and capacity must be characterized in order to assess the potential for damage to the joints themselves and their effect on the failure potential for the overall bridge system. Additionally, the states of damage evaluated should have links to anticipated functionality of the bridge in order to investigate how joint selection ultimately affects bridge functionality. This paper proposes a framework for reliability assessment of seismic expansion joints through the development of seismic fragility curves. Damage due to pounding in non-seismic joints and engineered seismic expansion joints are compared probabilistically. The curves can be used to evaluate the reliability of different expansion joints, as well as the influence of the joints on the bridge performance as a whole including anticipated allowable traffic carrying capacity.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Expansion joints
KW  - Failure
KW  - Fragility curves
KW  - Highway bridges
KW  - Performance based specifications
KW  - Seismicity
UR  - https://trid.trb.org/view/1122125
ER  - 

TY  - CONF
AN  - 01356914
AU  - Zhou, Yihui
AU  - Ou, Yu-Chen
AU  - Lee, George C
AU  - O’Connor, Jerome S
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Low-Cycle Fatigue Behavior of Stainless Steel Reinforcing Bars
PY  - 2008
SP  - 10p
AB  - The use of stainless steel reinforcing bars in reinforced concrete structures is one of the promising solutions to corrosion issues. For stainless steel reinforcing bars to be used in seismic applications, several mechanical properties need to be investigated such as specified and actual yield strengths, tensile strengths, elongations and low cycle fatigue behavior. A research task was initiated at Multidisciplinary Center for Earthquake Engineering Research (MCEER) to experimentally investigate the above-mentioned mechanical properties of various types of stainless steel reinforcing bars that are currently available in the market, including the 316LN, and Enduramet 32 bars. For comparison, A706 G60 carbon steel reinforcing bars, which are typical for seismic applications, were also examined. Low-cycle fatigue tests of the bars were conducted under strain control with constant amplitude to obtain the strain life models of the bars. In the future test plan, the bars will be subjected to random amplitude strain inputs, which simulated conditions under earthquakes, to validate the applicability of various existing damage accumulation models.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Corrosion
KW  - Fatigue strength
KW  - Mechanical properties
KW  - Reinforced concrete bridges
KW  - Reinforcing bars
KW  - Seismicity
KW  - Stainless steel
KW  - Structural analysis
KW  - Tensile strength
UR  - https://trid.trb.org/view/1121582
ER  - 

TY  - CONF
AN  - 01356910
AU  - Sung, Y C
AU  - Su, C K
AU  - Liu, K Y
AU  - Hsu, C C
AU  - Lai, M C
AU  - Chang, Kuei-Chung
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Life-Cycle Cost Evaluation of Neutralized Reinforced Concrete Bridges Subjected to Earthquake
PY  - 2008
SP  - 9p
AB  - For the reinforced concrete (RC) bridges, the deterioration of surface concrete caused by neutralization often leads to corrosion of the steel reinforcement. As neutralization progresses, the corrosion could become serious enough to endanger the structural performance of the bridges. The authors previous study has established some essential mathematical expressions and important parameters to predict the neutralization effect of existing RC bridges in Taiwan, such as the diffusive coefficients of neutralized concrete, the corrosive speed and corroded depth of the reinforcements, time for initial corrosion of the reinforcements, and time for cracking of cover concrete were be able to be evaluated. As a consequence, the performance degradation of the structure can be determined quantitatively. This paper will further make the study on the life cycle cost evaluation of the neutralized bridges subjected to earthquake. The results obtained will benefit the proposing of an optimum maintenance plan for the bridges.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Corrosion
KW  - Cracking
KW  - Deterioration
KW  - Life cycle costing
KW  - Maintenance
KW  - Reinforced concrete bridges
KW  - Reinforcement (Engineering)
KW  - Seismicity
KW  - Structural analysis
KW  - Taiwan
UR  - https://trid.trb.org/view/1122148
ER  - 

TY  - CONF
AN  - 01356909
AU  - Zhang, Hongzhi
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Use of Steel Jackets to Retrofit Reinforced Concrete Columns in Tidal Water/Wetland
PY  - 2008
SP  - 9p
AB  - Steel jacket is the most cost efficient method to retrofit the seismically vulnerable reinforced concrete (R.C.) columns of highway bridges. Typically, the steel jackets are fabricated in two halves with either a circular or elliptical cross section. The two halves are welded together vertically on column. Approximately two inch gaps are provided at both ends of the steel jacket to allow seismic rotations during an earthquake. If the column is in a tidal water or wetland, either coffer dam and/or working trestle have to be installed first to provide the construction access. The construction access of the retrofit is not only very expensive, but also requires a long time to process the environmental permit. A new construction method has been developed by the Washington State Department of Transportation Bridge and Structures Office to save construction cost and to reduce the environmental impact. The method uses a specially designed rubber ring at the bottom of the steel jacket as the seal material. The jacket can be installed from the bridge deck, welded, and then lowered down to the top of the footing. The water is then pumped out and grout is filled to the full height of the jacket. Timber floating docks are used to carry small equipment and to store materials resulting in reducing the duration of traffic controls. Using this method, two column retrofit projects in tidal water or wetland have been completed in 2006 and million of dollars in construction cost was saved. The same method has been used to repair deteriorated R.C. columns in tidal water/wetland.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge construction
KW  - Columns
KW  - Deterioration
KW  - Earthquake resistant design
KW  - Environmental impacts
KW  - Highway bridges
KW  - Jacketing (Strengthening)
KW  - Reinforced concrete bridges
KW  - Reinforcement (Engineering)
KW  - Retrofitting
KW  - Seismicity
KW  - Washington (State)
KW  - Wetlands
UR  - https://trid.trb.org/view/1121581
ER  - 

TY  - CONF
AN  - 01356904
AU  - Zhai, Endi
AU  - Makarechi, Houman
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Development of ARS Curve for a Long Multi-Span Bridge at a Liquefiable (Type F) Site
PY  - 2008
SP  - 10p
AB  - This paper presents a practical approach to develop a site-specific design acceleration response spectral (ARS) curve for a soil profile Type F site due to liquefaction. A bridge structure was proposed as a connector separation consisting of a 15-span, cast-in-place, prestressed box girder structure supported on Abutment 1, Bents 2 through 15, and Abutment 16. The bridge will be approximately 3,911 feet long with a constant width of 41.8 feet. The bridge seismic design criteria require using an Upper Level Earthquake (ULE) having a 975-year average return period probabilistic response spectrum or Caltrans MCE response spectrum, whichever is greater, and two Lower Level Earthquakes (LLE) having 72-year and 150-year average return periods, respectively. A site-specific probabilistic seismic hazard analysis (PSHA) and a standard Caltrans deterministic analysis were performed to develop the target response spectrum at the soil model base. An equivalent-linear seismic response analysis using the computer program SHAKE91 (Idriss and Sun, 1992) was performed and compared with the nonlinear total-stress and effective-stress seismic response analyses using the computer code D-MOD2000 (GeoMotions, LLC, 2007). The ARS curve computed using the equivalent-linear approach significantly reduced the shorter period response, amplifying the longer period response. The equivalent-linear analysis cases used the preliquefaction and post-liquefaction soil properties. The surface ARS curves were further computed from the nonlinear analyses. Before the site-specific evaluation, a simplified ARS curve was recommended and used in the preliminary design. Differences and deficiencies of the surface ARS curves between using simplified method, the equivalent-linear and nonlinear effective-stress seismic response analyses are discussed and recommendations for bridge structures having different fundamental periods of vibration are provided.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Box girder bridges
KW  - Bridge design
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Liquefaction
KW  - Long span bridges
KW  - Probabilistic seismic demand model (Bridge engineering)
KW  - Seismic response
KW  - Seismicity
KW  - Soil properties
KW  - Soil remediation
UR  - https://trid.trb.org/view/1121571
ER  - 

TY  - CONF
AN  - 01356901
AU  - Arab, Amir A
AU  - Kriete, Kevin C
AU  - Early, William
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Performance-Based Seismic Assessment of the Existing Grand Avenue Bridge in St. Louis Missouri versus Conventional Methods
PY  - 2008
SP  - 12p
AB  - This paper includes the findings and comparison of the performance-based seismic assessment of the existing Grand Avenue Viaduct in St. Louis Missouri versus the conventional methods currently practiced in the state of Missouri. The central portion of the existing bridge is comprised of seven (7) spans with a total length of 676’-8”, consisting of a reinforced concrete deck slab on built-up steel girders supported by multi-column reinforced concrete bents founded on a combination of pile-foundations as well as spread footings. The existing structure reflects typical design techniques of 1950’s with the main focus on vertical load resistance. This study includes the seismic assessment of the existing bridge, evaluation of its performance as a critical structure prone to significant seismic risk due to close proximity to New Madrid and Wabash Valley seismic zones while serving a vital link between North and South Grand Boulevard, and final recommendations to the City of St. Louis for a comprehensive retrofit scheme. The findings presented in this paper also identify the advantages of a seismic analysis centered on performance based design criteria following South Carolina Seismic Design Specifications and proposed AASHTO Guide Specifications for LRFD Seismic Bridge Design versus the conventional AASHTO Div. IA guidelines.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO Guide Specifications for LRFD Seismic Bridge Design
KW  - Bridge decks
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Foundations
KW  - New Madrid Seismic Zone
KW  - Performance based specifications
KW  - Reinforced concrete bridges
KW  - Retrofitting
KW  - Saint Louis (Missouri)
KW  - Seismicity
UR  - https://trid.trb.org/view/1121481
ER  - 

TY  - CONF
AN  - 01356899
AU  - Arzoumanidis, Serafim
AU  - Edwards, Nicholas
AU  - Patel, Jay
AU  - Kishore, Kamal
AU  - Ahmed, Hasan
AU  - Kulczycki, Walter
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Evaluation and Retrofit of the Brooklyn Bridge
PY  - 2008
SP  - 12p
AB  - The Brooklyn Bridge, completed in 1883, is a National Historic and Civil Engineering Landmark, and a critical transportation link between Manhattan and Brooklyn. Its granite masonry towers with their gothic arches and graceful stay cables have a universal appeal. The main bridge is a combination of suspension and cable-stayed structure with several unique features. The bridge underwent in-depth seismic evaluation and is being retrofitted to enable it to sustain 2,500-year return period earthquakes with minimal or repairable damage. The evaluation was based on a comprehensive investigation of soils, testing of materials, field measurements of bridge vibrations and state-of-the-art analytical work. The paper describes the seismic evaluation of the main bridge and the masonry towers, which are supported on caissons with several layers of timber. Details of the work include aspects of the global non-linear analysis, the acceleration pushover analysis of the towers and the soil-caisson-tower interaction analysis. The superstructure and towers were found to respond in a satisfactory manner. Only certain unusual details of the superstructure require retrofitting.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge superstructures
KW  - Brooklyn Bridge (New York)
KW  - Caissons
KW  - Earthquake resistant design
KW  - Pushover analysis
KW  - Retrofitting
KW  - Seismicity
KW  - Soil tests
KW  - State of the art
KW  - Vibration tests
UR  - https://trid.trb.org/view/1121555
ER  - 

TY  - CONF
AN  - 01356898
AU  - Rizos, D C
AU  - Stanton, T
AU  - Ferro, A
AU  - Mulliken, J
AU  - Bovard, G
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Innovative Designs for Rapid Construction of Military Bridge Systems Using Vanadium Containing High Strength Low Alloy (HSLA-V) Steel
PY  - 2008
SP  - 1p
AB  - The U.S. Army maintains a number of “line of communication” bridge types in order to ensure critical sustainment is uninterrupted along military supply routes. These bridges are considered to be “fixed” or “semi-permanent” and the designs are classified as standard (panel) and non-standard, e.g. Army Facilities Components Systems (AFCS). The AFCS bridges consist of a series of simply supported spans of lengths up to 60 ft while panel bridges are suitable for spans up to 200 ft. Both types are designed for military vehicles that do not meet current requirements, especially for the longer span designs. In addition, the volume and weights of these materials, and the need to build intermediate piers when longer gaps or heavier loads are encountered, often preclude their rapid deployment, and thus their use. A research study that was recently completed at the University of South Carolina in collaboration with the Engineer Research and Development Center (ERDC) of the U.S. Army Corps of Engineers and sponsored by the Army Research Laboratory has identified the need of the U.S. Army for bridges which can span long gaps and are readily deployable, as well as the leveraging benefits of using Vanadium-containing High Strength Low Alloy (HSLA-V) steel in bridge applications. This relatively new steel grade is the result of research and development efforts initiated by the Federal Highway Administration (FHWA), American Iron and Steel Institute (AISI) and the United States Navy in the early 1990’s to improve the performance of high strength steel. The primary motivation for developing HSLA steels was the need for a high strength-to-weight ratio material that is easier to weld, exhibits a higher toughness, and is more resistant to the effects of corrosion than previous high strength steels. In recent years, these high performance steels have become an economical alternative for the design and fabrication of steel girders for civilian applications. However, the benefits of the HSLA-V material have been underutilized for military bridge applications, despite the demonstrated demand for heavier design loads, longer spans and rapid construction and replacement. Continuing research activities at the University of South Carolina have resulted to the development of a military bridge system that utilizes HSLA-V grade 70 steel in an innovative manner as the faceplates for a sandwich plate box girder bridge that can readily be assembled in 40 ft lengths by bolting. The proposed design is modular and suitable for single spans of overall length between 40 and 200 feet accommodating all current military design vehicles, including extreme military vehicle loads, in one or two traffic lane configurations. The system is developed and optimized based on advanced computer simulations that account for various load cases and geometry configurations. The proposed bridge adopts the “bridge in a box” concept and is suitable for rapid construction. This poster presentation demonstrates the design concepts and presents the technical details of the newly developed military bridge system for potential deployment as a Nonstandard Fixed bridge.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Bridge construction
KW  - Bridge design
KW  - Corrosion resistance
KW  - High strength steel
KW  - Military bridges
KW  - Modular structures
UR  - https://trid.trb.org/view/1122176
ER  - 

TY  - CONF
AN  - 01356897
AU  - Abdel-Mohti, Ahmed
AU  - Pekcan, Gokhan
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Response of Skewed RC Box-Girder Bridges
PY  - 2008
SP  - 15p
AB  - It is critical to ensure the functionality of highway bridges after earthquakes to provide access to important facilities. Since 1971 San Fernando earthquake, there has been a better understanding of the seismic performance in bridges. Nonetheless, there are no detailed guidelines addressing the performance of skewed highway bridges. Several parameters affect the response of skewed highway bridges under both service and seismic loads which makes their behavior complex. Therefore, there is a need for more research to study the effect of skew angle and the other relating factors on the performance of highway bridges. This paper examines the seismic performance of a three-span continuous concrete box girder bridge with skew angles from 0 to 60 degrees, analytically. The bridge was modeled using finite element (FE) and simplified beam-stick (BS) using SAP2000. Different types of analysis were considered on both models such as: nonlinear static pushover and linear and nonlinear time history analyses. A comparison was conducted between FE and BS, different skew angles, abutment support conditions, and time history and pushover analysis. It is shown that BS model has the capability to capture the coupling due to skew and the significant modes for moderate skew angles. Boundary conditions and pushover load profile are determined to have a major effect on pushover analysis. Pushover analysis may be used to predict the maximum deformation and hinge formation adequately.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Box girder bridges
KW  - Deformation
KW  - Finite element method
KW  - Highway bridges
KW  - Pushover analysis
KW  - Reinforced concrete bridges
KW  - San Fernando Earthquake
KW  - Seismic response
KW  - Seismicity
KW  - Skew bridges
KW  - Time history analysis
UR  - https://trid.trb.org/view/1120945
ER  - 

TY  - CONF
AN  - 01356891
AU  - Boller, Ronald
AU  - Andrus, Ronald D
AU  - Hayati, Hossein
AU  - Camp, William M
AU  - Gassman, Sarah L
AU  - Talwani, Pradeep
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Liquefaction Evaluation of the CREC Geotechnical Experimentation Site Near Charleston, South Carolina Based on Cone Tests
PY  - 2008
SP  - 12p
AB  - A geotechnical experimentation site is being developed at the Clemson University Coastal Research and Education Center (CREC) near Charleston, South Carolina. The development of the CREC geotechnical site is part of a three-year research project sponsored by the National Science Foundation on characterization of the liquefaction resistance of aged soils. The site is located on a beach deposit of the 100,000-year-old Wando Formation. Investigations conducted at the site include 3 seismic and 3 non-seismic cone tests with pore pressure measurements. The beach sand is 10 to 13 ft (3 to 4 m) thick. The ground water table is located at a depth of about 3 ft (0.9 m). Field evidence indicates that this beach sand did not liquefy during the 1886 Charleston earthquake. To correctly predict low liquefaction potential at the site based on the cone penetration test data, an age (or deposit resistance) correction is needed. This finding agrees with a recent liquefaction potential mapping study of Charleston peninsula. Because aged soils are common in South Carolina and throughout the world, these findings may have a significant economic impact on the seismic design of bridges and highways
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Beach sands
KW  - Bridge design
KW  - Charleston (South Carolina)
KW  - Earthquake resistant design
KW  - Economic impacts
KW  - Geotechnical engineering
KW  - Liquefaction
KW  - Pore pressure
KW  - Water table
UR  - https://trid.trb.org/view/1122132
ER  - 

TY  - CONF
AN  - 01356889
AU  - Li, Wei
AU  - Quincy, John
AU  - Reno, Mark L
AU  - Sedarat, Hassan
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Vulnerability Study of the Auburn-Foresthill Bridge
PY  - 2008
SP  - 13p
AB  - The Auburn-Foresthill Bridge is a 2,428 ft steel suspension bridge that links the towns of Auburn and Foresthill, California and was built in1973. While it is ranked 3rd in the U.S., it is the tallest bridge in California. The bridge is located in the seismically active Foothills fault zone and is supported by two 403 ft tall unconfined concrete piers. The seismic vulnerability of the bridge is critical in developing a retrofit strategy. This paper discusses the development of a 3D non-linear finite element (FE) model of bridge, the non-linear time history analysis, and the seismic performance of key bridge components. A detailed three-dimensional model of the bridge was constructed using the general purpose finite element program ADINA. The FE model includes nonlinearities in the material and geometry. Nonlinear plastic beam elements are used to simulate the behavior of the perforated and non-perforated elements in the superstructure and the piers. The non-linear plastic beam properties are obtained using SC Solutions’ section analysis program SPEMC. These superstructure non-linear plastic elements are able to capture global buckling of superstructure elements. The buckling behavior of these members was validated using detailed shell FE models for both perforated and non-perforated sections. The pier nonlinear plastic beam elements are able to capture concrete and steel reinforcement strains.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Auburn-Foresthill Bridge (California)
KW  - Bridge members
KW  - Bridge piers
KW  - Bridge superstructures
KW  - Buckling
KW  - Finite element method
KW  - Reinforcement (Engineering)
KW  - Seismicity
KW  - Structural analysis
KW  - Suspension bridges
KW  - Time history analysis
UR  - https://trid.trb.org/view/1122136
ER  - 

TY  - CONF
AN  - 01356886
AU  - Wang, Kehai
AU  - Yen, W Phillip
AU  - Li, Qian
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Passive Control System of a Cable-stayed Bridge
PY  - 2008
SP  - 9p
AB  - The Guozigou Bridge is located in Xinjiang Autonomous Region of China. This bridge is a three-span continuous steel truss girder cable-stayed bridge which has a main span length of 360 m and a reinforced concrete tower 215.5m in height. At the initial design stage, the response of floating system was analyzed, but relative longitudinal displacements were so large that deformation ability of the bearings at the side piers can’t meet the demand of the earthquake excitation force. In order to reduce the longitudinal displacement, a semi-floating system was developed, but the results weren’t perfect still, so viscous dampers were added at the side piers and two towers. In this paper, the study of damping coefficient and exponent of the viscous damper, and its reasonable position will be presented. According to the site conditions, the effects of the dynamic pile-soil-structure interaction were considered. Through nonlinear time history analysis, the results indicated that the relative displacement of key positions and the forces of the bridge were reduced obviously by setting the dampers in longitudinal direction of the bridge.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Bridge piers
KW  - Cable stayed bridges
KW  - China
KW  - Deformation
KW  - Floating structures
KW  - Seismicity
KW  - Soil structure interaction
UR  - https://trid.trb.org/view/1122174
ER  - 

TY  - CONF
AN  - 01356883
AU  - Gajer, Ruben B
AU  - Dobry, Ricardo
AU  - Silva, Walter
AU  - Thomann, Thomas
AU  - Kishore, Kamal
AU  - Patel, Jay
AU  - Razzaq, Abdur
AU  - Jain, Sajjan
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - 2008 New York City DOT Seismic Design Guidelines for Bridges Considering Local Site Conditions
PY  - 2008
SP  - 12p
AB  - New Guidelines will soon replace the 1998 New York City Department of Transportation (NYCDOT) Seismic Design Guidelines for Bridges in the New York City (NYC) region. A hazard study determined new region specific motions at very hard rock sites (Uniform Hazard Spectra, UHS, and associated acceleration time histories). A study of site effects for conditions representative of NYC followed in order to recommend: (1) Generic rock and soil design spectra and (2) Guidelines for site-specific studies. The site effects study scope included: (i) Collecting subsurface information and developing generalized soil profiles; (ii) Performing site response analyses to obtain UHS (horizontal and vertical) at soil sites; and (iii) Evaluating the effects of softer rock on top of the Very Hard Rock. A fully probabilistic approach was used to develop horizontal and vertical UHS at soil sites. It accounted, in a rigorous probabilistic manner, for variations and uncertainties in: (1) Soil stiffness, stress-strain nonlinearity (G/Gmax), and material damping; (2) Depth of soil to rock; (3) Rock stiffness under the soil. Current building and bridge codes specify spectra as a function of only the Soil Class. In the new Guidelines, the soil generic spectra are a function of three parameters: (i) Soil Class; (ii) Depth to Rock; and (iii) Rock Class Under the Soil.  Soil Class is defined by averaging only soil vs without including rock, down to a maximum depth of 100 ft if the rock is deeper than 100 ft. Rock Class is classified as a function of the average Vs of the top 20 ft of the rock. Vertical design spectra and design V/H ratios needed to obtain site-specific vertical design motions, are also provided at soil sites as function of the same three parameters. Issues included in the Guidelines but not discussed in this paper are liquefaction and site-specific studies.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Earthquake resistant design
KW  - New York (New York)
KW  - Seismicity
KW  - Soil stabilization
KW  - Soil stiffness
KW  - Subsoil
KW  - Uniform Hazard Spectra
UR  - https://trid.trb.org/view/1120944
ER  - 

TY  - CONF
AN  - 01356879
AU  - Jimenez, Jose-Luis Sanchez
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Advanced Seismic Design Considerations for Highway and High Speed Railway Bridges in Spain
PY  - 2008
SP  - 9p
AB  - Spain, in the south west of Europe, has a moderated seismic hazard caused by the proximity of the Azores and the Mediterranean Faults with basic seismic acceleration under 0,25g. The great development reached in the last fifteen years involving highway and high speed railway (HSR) infrastructures has forced the improvement of technology, the constructive procedures and, also, specific considerations for the seismic actions. The paper gives an overview of the Eurocode and Spanish regulations, insisting on the ductility prescriptions. The paper will present several highway bridges that were designed by TYPSA with the capacity method, which show the control of the ductility required versus available and other factors involved. Special interest has been focused on the case of long high speed railway viaducts. In order to control the braking forces avoiding multiple rail dilatation devices, the deck is usually anchored at one fixed point, typically one of the abutments. When the seismic event must be considered the induced seismic forces could reach high levels. Two HSR viaducts are discussed, designed with isolating and damping devices, combined with shock transmission units (adjusted to assume the braking forces), without increasing the costs.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Braking performance
KW  - Bridge abutments
KW  - Damping (Physics)
KW  - Ductility
KW  - Earthquake resistant design
KW  - Eurocode
KW  - Faults
KW  - Highway bridges
KW  - Mediterranean Region
KW  - Railroad bridges
KW  - Seismicity
KW  - Shock transmission devices
KW  - Spain
KW  - Technology
KW  - Viaducts
UR  - https://trid.trb.org/view/1120926
ER  - 

TY  - CONF
AN  - 01356872
AU  - Montejo, Luis A
AU  - Kowalsky, Mervyn J
AU  - Hassan, Tasnim
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Performance of Reinforced Concrete Bridge Columns at Low Temperatures
PY  - 2008
SP  - 12p
AB  - At sub-freezing temperatures, the properties of construction materials are expected to vary and consequently, the response of a structure to a seismic excitation is also expected to change. This paper presents the results obtained from eight large scale circular columns tested under increasing cyclic reversals and constant axial load while subjected to ambient and subfreezing temperatures. All the units were designed for flexural failure; four of them were reinforced concrete filled steel tube columns. The remaining four test units were conventional reinforced concrete column members with different longitudinal steel ratio. It was found that columns tested at low temperatures exhibit an increase in the flexural strength accompanied by a reduction in the spread of plasticity and displacement capacity.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Axial loads
KW  - Columns
KW  - Dislocation (Geology)
KW  - Flexural strength
KW  - Freeze thaw durability
KW  - Reinforced concrete bridges
KW  - Seismicity
KW  - Structural analysis
UR  - https://trid.trb.org/view/1120941
ER  - 

TY  - CONF
AN  - 01356871
AU  - DesRoches, Reginald
AU  - Padgett, Jamie E
AU  - Nilsson, Emily
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Risk Assessment of the Transportation Network of Charleston, South Carolina
PY  - 2008
SP  - 10p
AB  - The functionality of the transportation network following an earthquake event is critical for post-earthquake response and long-term recovery. The likely performance of a transportation network can be evaluated through a detailed seismic risk assessment. This paper presents an assessment of the seismic risk to the transportation network in Charleston, South Carolina and the surrounding counties to support emergency planning efforts and for prioritizing retrofit. This study includes an inventory analysis of the approximately 375 bridges in the Charleston area and convolution of the seismic hazard with fragility curves analytically derived for classes of bridges common to this part of the country. Damage-functionality relationships and replacement cost estimates based region-specific data are used to obtain economic loss and functionality estimates. Using state-of-the-art tools, the distribution of potential bridge damage and functionality is evaluated for several scenario events in order to aid in the identification of emergency routes and assess areas for investment in retrofit. Initial estimates of economic losses are assessed and preliminary recommendations for emergency routes and prioritized retrofitting are presented.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Charleston (South Carolina)
KW  - Disaster preparedness
KW  - Earthquake resistant design
KW  - Economic analysis
KW  - Evacuation
KW  - Fragility curves
KW  - Highway bridges
KW  - Retrofitting
KW  - Risk assessment
KW  - Seismicity
UR  - https://trid.trb.org/view/1120883
ER  - 

TY  - CONF
AN  - 01356869
AU  - Zatar, Wael A
AU  - Harik, Issam E
AU  - Ren, Wei-Xin
AU  - Zhao, Tong
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Risk Assessment of Priority Bridges along I-24 in Western Kentucky
PY  - 2008
SP  - 12p
AB  - Interstate-24 (I-24) in western Kentucky lies just east of the New Madrid Seismic Zone. Seismologists believe that there is a high probability of a major earthquake event to hit the area in the near future. I-24 is a high priority and emergency route that has to remain functional and operational during major earthquake events. Two parallel long span bridges lie along I-24 in western Kentucky and cross the Tennessee River. Two other parallel bridges lie along I-24 in western Kentucky and cross the Cumberland River. Due to the importance of the four existing bridges, it was decided to carry out seismic evaluation and risk assessment studies. The bridges were evaluated for the 250-year and the 500-year seismic events. The following tasks were carried out to judge the structural integrity and the seismic vulnerability of the bridges: (1) field testing of the main long spans; (2) finite element modeling and calibration; (3) time-history seismic response analysis; and (4) seismic evaluation for the main spans and the approach spans. Deficiencies of the seismic performance of the four bridges at the Tennessee River and at the Cumberland River crossings were identified, and retrofit recommendations were provided.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Cumberland River
KW  - Earthquake resistant design
KW  - Finite element method
KW  - Highway bridges
KW  - Kentucky
KW  - Long span bridges
KW  - New Madrid Seismic Zone
KW  - Retrofitting
KW  - Risk assessment
KW  - Seismicity
KW  - Structural analysis
KW  - Tennessee River
KW  - Time history analysis
KW  - Time series
UR  - https://trid.trb.org/view/1120885
ER  - 

TY  - CONF
AN  - 01356864
AU  - Sadeghian, Pedram
AU  - Shekari, Amir H
AU  - Mousavi, Farid
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effects of CFRP Wraps on Strength and Ductility of Slender Concrete Columns
PY  - 2008
SP  - 11p
AB  - In recent years, retrofitting of concrete structures is the major problem of existing civil structures. Concrete columns are essential structural components in concrete structures such as bridges and buildings. Most researches have mainly concentrated on the stress-strain model, the compressive strength, and the shape of cross section of short columns. The fact is commonly accepted that fiber reinforced polymer (FRP) composites increase the strength and ductility of short columns. But, with increasing slenderness, slenderness effects can prohibit the column from attaining its maximum performance and the column may become susceptible to instability. Because the FRP composites have a higher strength and lower stiffness than steel, the FRP wrapped columns tend to be more susceptible to slenderness effects. This paper presents the results of experimental studies about axial stress-strain behavior of retrofitted slender concrete columns with carbon fiber reinforced polymer (CFRP) composites. In this study, 30 unreinforced concrete cylinders 100 mm diameter with variable height of 200, 400, 600, 800, and 1000 mm were prepared and retrofitted. In each group, a plain specimen (unwrapped) and five wrapped specimens with different fiber orientations (0, 0/0, 90/0, 45, and 45/0) were tested under compressive axial force up to failure. The results have shown that the CFRP composites are most effective in increasing the strength and ductility of slender columns.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Axial loads
KW  - Carbon fibers
KW  - Columns
KW  - Compressive strength
KW  - Concrete bridges
KW  - Ductility
KW  - Fiber reinforced polymers
KW  - Retrofitting
KW  - Structural analysis
UR  - https://trid.trb.org/view/1121573
ER  - 

TY  - CONF
AN  - 01356863
AU  - Sarwar, Muhammad
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Contribution of Rail Stiffness to the Design and Retrofit of Simply Supported Multi-span Bridges
PY  - 2008
SP  - 12p
AB  - A major concern in the design and retrofit of simply supported multi-span railway bridges is to meet ductility and seat width demands in high seismic areas. Simply supported girders are subject to unseating and out of phase movements. Utilizing the longitudinal stiffness of the rails, the likelihood of unseating can be reduced. The rail establishes a link among the neighboring spans as an elastic element and restrains the girders longitudinal movement, and hence, the potential unseating. The stiffness of the rail system, when introduced into a finite element model, minimizes the displacement demands on girders, columns and footings. Multispan bridges, when connected with directly fixed tracks, do not behave purely as simply supported spans; rather, they behave as an integral frame until the rails have failed or slippage of the rail connectors occur. This exercise of modeling a fixed rail system was performed on aerial structures for the San Francisco Bay Area Rapid Transit (BART). There exists the potential for significant savings by including the effects of the rails, avoiding the potential for unseating. One bridge study will be presented to compare the effects of rail stiffness contribution and how this will reduce the overall retrofit scheme of the structure.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Finite element method
KW  - Girders
KW  - Railroad bridges
KW  - Retrofitting
KW  - San Francisco Bay Area Rapid Transit District
KW  - Stiffness
UR  - https://trid.trb.org/view/1122173
ER  - 

TY  - CONF
AN  - 01356861
AU  - Stovall, Scott
AU  - Pezeshk, Shahram
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Vertical Seismic Profiling Requirements for Deep Soil Deposits
PY  - 2008
SP  - 1p
AB  - Since the depth of soil to soft rock in Mississippi embayment in some locations is as deep as 1000 ft., one important aspect of site response analysis is how deep the soil boring logs are needed at a bridge location. To understand what depth to drill a borehole for a typical bridge, the authors have performed a parametric study. The authors considered three soil profiles in which (1) 200 ft. of site-specific data, (2) 150 ft. of site specific data, (3) 100 ft. of site specific data, and (4) 50 ft. of site specific data, were used. Five sites where site specific data are available from previous studies are considered. The computer program SHAKE91 is used to determine site specific ground motions for both short period Ss and long period S1 acceleration coefficients. Differences in response spectrum values for different periods analyzed and the resulting effects are discussed. Finally, recommendations are to be made to answer the following question: How deep of a borehole is needed to drill in order to have a good representation of soil information for accurate site response analysis.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Boreholes
KW  - Bridges
KW  - Location
KW  - Mississippi
KW  - Seismic prospecting
KW  - Seismicity
KW  - Soil tests
UR  - https://trid.trb.org/view/1122147
ER  - 

TY  - CONF
AN  - 01356857
AU  - Chao, Shu-Hsien
AU  - Loh, Chin-Hsiung
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Develop Biaxial Hysteretic Model for Reinforced Concrete Structures
PY  - 2008
SP  - 13p
AB  - The objective of this study is to develop a biaxial hysteretic model to simulate the structural non-linear inelastic response with strength, stiffness deterioration and pinching phenomenon. The concept of zero force point is proposed in this study. The biaxial hysteretic model can be derived from any types of the uniaxial one by using the concept of zero force point. Two non-linear inelastic springs and one elastic spring are connected in parallel connection to define the cyclic behavior of the proposed uniaxial and biaxial hysteretic model. The proposed biaxial hysteretic model is rate-independent. By using the proposed model, one can derive the same simulated results while the model is subjected to the same loading paths with different loading rates. The tangent stiffness matrix of the proposed model is also constructed in this study. The proposed biaxial hysteretic model can be used to simulate structural not only global (such as story shear force versus story drift response of whole structure) but also local hysteretic behavior (such as moment versus curvature or plastic rotation response of structural element). The biaxial cyclic loading test data of six reinforced concrete columns, design with either flexural failure or shear failure, are used to verify the proposed biaxial hysteretic model.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Biaxial stress
KW  - Cyclic strength
KW  - Hysteresis
KW  - Reinforced concrete
KW  - Repeated loads
KW  - Shear strength
KW  - Stiffness
KW  - Structural analysis
UR  - https://trid.trb.org/view/1120935
ER  - 

TY  - CONF
AN  - 01356852
AU  - Schnell, R E
AU  - Bergmann, M P
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Improving Tomorrow's Infrastructure: Extending the Life of Concrete Structures with Solid Stainless Steel Reinforcing Bar
PY  - 2008
SP  - 10p
AB  - Stainless steel reinforcing has been used in numerous structures throughout North America, including the Progreso Port Authority Bridge, Yucatan, Mexico, in 1937; the Haynes Inlet Slough Bridge, North Bend, OR, USA, in 2002; the Belt Parkway Bridge over the Ocean Parkway, Brooklyn, NY, USA, in 2004; and Woodrow Wilson Memorial Bridge on the Capitol Beltway, Washington, DC, USA in 2006. Recent advances in concrete technology have provided structural designers with materials which can easily last more than 100 years, and the life of many concrete structures today is limited by the reinforcing. Improvements in the life of the reinforcing can translate directly into extended life of the structure. Current projections by several transportation agencies show that the use of solid stainless steel reinforcing bar in bridge decks will more than double the life of the bridge deck. While solid stainless steel reinforcing bar can increase the cost of the bridge deck by as much as 12% (compared to carbon steel reinforcing), the economic value of the longer life outweighs the initial higher cost. In most cases, the additional cost of solid stainless steel reinforcing bar represents less than 1.5% of the total cost of the structure. Most concrete structures are designed with minimum concrete cover over the reinforcing bar which is required to protect the reinforcing bar from corrosion. Where the reinforcing bar is completely resistant to corrosion, the cover can be reduced, saving costs of concrete and reducing the total weight of the structure. In some structures, design savings made possible by the use of solid stainless steel reinforcing bar will offset as much as 100% of the initial cost increase from using the stainless reinforcing.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete structures
KW  - Corrosion resistance
KW  - Reinforcement (Engineering)
KW  - Reinforcing bars
KW  - Reinforcing steel
KW  - Service life
KW  - Stainless steel
UR  - https://trid.trb.org/view/1120946
ER  - 

TY  - CONF
AN  - 01356850
AU  - Tourzani, Abbas M
AU  - Malek, Amir M
AU  - Ataya, Sam
AU  - Mahan, Mark
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Probabilistic Damage Control Approach (PDCA) and Performance–Based Design of Bridges
PY  - 2008
SP  - 12p
AB  - Performance-based design objectives are applied through the use of performance and hazard levels in design. Performance-Based Design procedure for bridges is not just for seismic event but all events that may cause major damages; however, in this paper only seismic event is considered. Probabilistic Damage Control Approach is a “capacity design” procedure to predict performance of the bridge column under specific potential hazard level and is an important step of Performance-Based Design of Bridges. The Probabilistic Damage Control Approach is a proposed procedure for designing and evaluating bridge column based on predefined or expected performance level. In Probabilistic Damage Control Approach, performance of column is measured through application of damage index. In this paper application of Probabilistic Damage Control Approach in performance-based design will be illustrated and a design example will be presented to show the practical application of this approach.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Columns
KW  - Earthquake resistant design
KW  - Performance based specifications
KW  - Probabilistic Damage Control Approach (PDCA)
KW  - Probability
KW  - Seismicity
UR  - https://trid.trb.org/view/1120886
ER  - 

TY  - CONF
AN  - 01356847
AU  - Graver, Tom
AU  - Ferguson, Steve
AU  - Haber, Todd
AU  - Csipkes, Andrei
AU  - Miller, Jeff
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Advances on On-Line Bridge Seismic and Structural Health Monitoring Using Fiber Optic Sensing Technology
PY  - 2008
SP  - 1p
AB  - Owners must manage and ensure the safety of their bridges even as their use might extend well beyond their original design lifetime. Traditionally, most structures rely on strict maintenance procedures, visual inspections, and very few sensors. However, maintenance operations are expensive; visual inspections can miss critical problems; and conventional sensors often fail in harsh environments. Can fiber-optic sensing (FOS) address these issues and provide a practical, effective and reliable sensing alternative? Over the last few years, FOS have seen increased acceptance and widespread use for structural sensing and health monitoring applications in composites, civil engineering, aerospace, marine, oil & gas, etc. Nowadays, a variety of rugged sensors and interrogation instruments are commercially available - offering attractive features, reliability and reasonable pricing. In this paper, the authors present a brief overview on the state-of-the-art of optical fiber sensors and instrumentation for bridge seismic and health monitoring applications. The authors will highlight several bridge projects where FOS were used, and describe the associated successes and challenges for each application. Many successes are coupled to improved FOS tools: better sensor packages, simpler and less expensive instrumentation, improved installation techniques, and more efficient data analysis tools. Particular attention is given to the economics of instrumenting civil structures – when and how it pays.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Analysis
KW  - Bridges
KW  - Data collection
KW  - Fiber optics
KW  - Inspection equipment
KW  - Seismicity
KW  - Sensors
KW  - State of the art
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1121556
ER  - 

TY  - CONF
AN  - 01356844
AU  - Hasek, Michael
AU  - Gassman, Sarah L
AU  - Talwani, Pradeep
AU  - Andrus, Ronald D
AU  - Camp, William M
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Geotechnical Characterization of the Fort Dorchester Site in South Carolina for Paleoliquefaction Evaluation
PY  - 2008
SP  - 10p
AB  - A sandblow from a paleo-earthquake has recently been identified at Fort Dorchester, South Carolina. The site is being studied as part of a three-year National Science Foundation research project on characterizing the liquefaction resistance of aged soils. Field investigations conducted at the site to date include seven cone penetrometer test soundings with pore pressure measurements (six with seismic), three vibracores, two dilatometer test soundings, and a shallow test pit. These investigations indicate the depth and thickness of the source sand layer varies over the site and is found within about 15 ft (4.6 m) of the ground surface. The water table is at a depth of approximately 17 ft (5.2 m). The 1886 Charleston earthquake caused significant structural damage to the walls of Fort Dorchester, however field evidence indicates that liquefaction did not occur during the 1886 earthquake, but liquefaction did occur during an earlier prehistoric earthquake, which produced the recently discovered sandblow. The in situ geotechnical data are being used with paleo-liquefaction evaluation methods that account for soil age to estimate the magnitude and acceleration of the prehistoric earthquake. The findings from this study may have a significant impact on the seismic design of regional bridges because soils of varying ages occur in the South Carolina Coastal Plain.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Geotechnical engineering
KW  - Liquefaction
KW  - Penetrometers
KW  - Pore pressure
KW  - Sand
KW  - South Carolina Coastal Plain
UR  - https://trid.trb.org/view/1122141
ER  - 

TY  - CONF
AN  - 01356843
AU  - Veggeberg, Kurt
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Case Studies in High Channel Count Integrated Systems for Monitoring Bridge Structures
PY  - 2008
SP  - 10p
AB  - Advances in PC based instrumentation along with flexible software tools have made it possible to design large channel count data acquisition systems capable of simultaneous measurements maintaining a tight phase relationship between a wide range of sensors such as accelerometers, cameras and strain gages over long distances or areas. These systems are very useful in the development of an integrated architecture for Structural Health Monitoring (SHM) for large-scale bridges that combine data acquisition, data transmission and data architecture. This is an outline of the Signal Based and Time Based architectures of the instrumentation systems that have been deployed for continuous monitoring of several bridges involving hundreds of mixed signals for improved decision making of their condition over long periods of time. These practical examples of SHM include the University of California San Diego (UCSD) Powell Laboratory Smart Bridge Testbed, the Donghai Bridge near Shanghai, and the Shandong Binzhou Yellow River Highway Bridge. They illustrate advanced capabilities of detecting damage, stresses, fatigue, and structural condition for safer bridge operations.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Accelerometers
KW  - Bridges
KW  - Channel bridge technology
KW  - Data collection
KW  - Donghai Bridge
KW  - Failure
KW  - Sensors
KW  - Shandong Province (China)
KW  - Shanghai (China)
KW  - Strain gages
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1121008
ER  - 

TY  - CONF
AN  - 01356840
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Sixth National Seismic Conference on Bridges and Highways: Seismic Technologies for Extreme Loads
PY  - 2008
SP  - v.p.
AB  - The National Seismic Conferences provide dedicated forums for bridge and highway seismic issues. Informational exchange on current national and international bridge and highway seismic-resistant design and retrofit research and practices in all seismic zones is facilitated by the conference series. The conference contained fourteen sessions in which the latest bridge and highway earthquake engineering research and practical information are presented on the following topics: seismic accelerated bridge construction (ABC), new geo-seismic practice and guidelines, emerging seismic design and retrofit technologies, liquefaction and mitigation, evolving bridge seismic specifications and its impact in design - a state's perspective, lessons learned from recent earthquakes and other extreme events, emerging seismic design and retrofit technologies, soil-structure interaction and foundations, design and analysis of major bridges in areas of high or moderate seismicity, seismic instrumentation and monitoring systems, earthquake strategies for protection against other hazards, seismic risk assessment of highway networks, international technologies and practices, effects of near-field earthquakes on bridges, as well as various papers presented in the poster session.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Bridge substructures
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Geotechnical engineering
KW  - Highway bridges
KW  - Liquefaction
KW  - Load and resistance factor design
KW  - Retrofitting
KW  - Seismicity
KW  - Soil structure interaction
UR  - https://trid.trb.org/view/1119228
ER  - 

TY  - CONF
AN  - 01356838
AU  - Huff, Timothy
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Impacts of New Provisions on the Seismic Design of Tennessee’s Bridges
PY  - 2008
SP  - 10p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) has plans to incorporate Interim seismic provisions to the 4th edition of the Load and Resistance Factor Design (LRFD) Bridge Design Specifications in 2008. The overall theme will remain a force-based approach to seismic design, but will require more attention to bridges located in some areas of Tennessee due to the increased ground motion return period. Also in 2008, AASHTO will introduce the new Guide Specification for LRFD Seismic Bridge Design, permitting the designer to approach the problem from a displacement-based theory. This paper presents some of the measures taken by the Tennessee Department of Transportation (TDOT) to incorporate both sets of provisions into their bridge designs. More sophisticated analysis techniques than those commonly used in the past as well as details new to TDOT design are discussed.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO Guide Specifications for LRFD Seismic Bridge Design
KW  - Bridge design
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Load and resistance factor design
KW  - Seismicity
KW  - Structural analysis
KW  - Tennessee
UR  - https://trid.trb.org/view/1120947
ER  - 

TY  - CONF
AN  - 01356837
AU  - Goel, Rakesh K
AU  - Chopra, Anil K
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Simplified Analysis of Bridges Crossing Fault-Rupture Zones
PY  - 2008
SP  - 13p
AB  - Rooted in structural dynamics theory, a simplified procedure, denoted as static analysis procedure, is presented for estimating seismic demands for bridges crossing fault-rupture zones and deforming into their inelastic range. This procedure estimates the total seismic demand by superposing peak values of quasi-static and dynamic parts. The peak quasi-static demand is computed by nonlinear static analysis of the bridge subjected to peak values of all support displacements applied simultaneously whereas the peak dynamic demand is estimated by linear static analysis of the bridge due to lateral forces appropriate for bridges crossing fault-rupture zones. This procedure is shown to provide estimates of seismic demands that are accurate enough to be useful for practical applications. Application of the static analysis procedure is illustrated through and example. Comments on a procedure currently being used by practicing engineers are also provided.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Deformation
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Faults
KW  - Highway bridges
KW  - Seismicity
KW  - Static structural analysis
KW  - Structural analysis
KW  - Structural dynamics
UR  - https://trid.trb.org/view/1120930
ER  - 

TY  - CONF
AN  - 01356836
AU  - Talwani, Pradeep
AU  - Gassman, Sarah L
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Use of Paleoliquefaction Features in Seismic Hazard Assessment—the Charleston Experience
PY  - 2008
SP  - 7p
AB  - The 1886 Charleston earthquake caused widespread liquefaction, with observed cases of sand blows and lateral spread features up to 200 km away. In the past two decades more than 100 such features associated with prehistoric earthquakes (occurring up to 6,000 ago) have been found and dated to develop a chronology and recurrence times of liquefaction inducing earthquakes. Cone penetration tests (CPT), standard penetration tests (SPT) and shear wave velocity measurements at locations of these paleoliquefaction features were used to estimate the ground accelerations associated with these prehistoric earthquakes, and there from, their magnitudes. After correcting for the age of the soils, the results indicate a recurrence rate of ~500 years for liquefaction inducing earthquakes, with magnitudes of 6.7 to 7 in the Charleston region. These results are now being used in the seismic hazard assessment in the region.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Charleston (South Carolina)
KW  - Earthquakes
KW  - Geotechnical engineering
KW  - Hazard evaluation
KW  - Liquefaction
KW  - S waves
KW  - Seismicity
KW  - Soil penetration test
UR  - https://trid.trb.org/view/1122146
ER  - 

TY  - CONF
AN  - 01356834
AU  - Wong, John-Michael
AU  - Mackie, Kevin
AU  - Porte, Richard
AU  - Stojadinovic, Bozidar
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Reinforced Concrete Bridge Seismic Damage and Loss Scenarios
PY  - 2008
SP  - 12p
AB  - Post-earthquake performance of bridges is better defined in terms of consequences and the economic costs associated with these consequences, such as repair costs, repair time, and down time. The probabilistic loss estimation methodology proposed by the authors is extended in this paper to include repair time as well as repair costs. Use of the methodology for post-earthquake loss estimation is demonstrated for two damage scenarios on a typical reinforced concrete bridge in California. The damage scenarios are based on Caltrans specifications and case histories, and illustrate repair methods, unit costs, and repair times. The scenarios do not correspond to a particular earthquake but were designed to illustrate the range of damage states and repair methods that can be expressed within the repair cost methodology for the example bridge. A minor damage scenario contains low-level damage consisting of column retrofits and minor structure and approach repairs. A major damage scenario involves column replacement and significant foundation and abutment repairs. Drawings are provided to illustrate the extent of repairs on the example bridge. Representative quantities, costs, and schedules were obtained with collaboration between Caltrans and University of California, Berkeley. The example can be modified and customized for different bridge types, configurations, and state department of transportation practices
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge abutments
KW  - Bridge foundations
KW  - Bridge repair
KW  - California
KW  - Columns
KW  - Economic analysis
KW  - Reinforced concrete bridges
KW  - Retrofitting
KW  - Seismicity
UR  - https://trid.trb.org/view/1122133
ER  - 

TY  - CONF
AN  - 01356832
AU  - Sarkkinen, Douglas
AU  - Dreeszen, Greg
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Pushover Analysis - Results Presentation
PY  - 2008
SP  - 9p
AB  - Seismic evaluations of two existing bridge structures were performed utilizing pushover techniques. A unique method of results presentation was done that allowed not only ease of understanding by the bridge owners but also allowed retrofit strategies to be developed; this gave the ability to maximize the cost-benefit return for seismic mitigation. The evaluation involved the 3rd Avenue Bridge on a main arterial road in Camas, WA. It consists of two parallel 2-span structures, each approximately 180 feet long. The structures were constructed at different times, and are currently separated by a longitudinal open joint. The original bridge is a riveted steel girder bridge constructed in 1947 and the widening structure is a prestressed/precast concrete girder bridge constructed in 1970. The pushover analysis was performed in each direction for each structure, based on a determined force-displacement relationship for each one of the components in the seismic resisting system. The components included anchorages, bearings, end walls, girders stops, piers, end stops and earth pressure against the abutments. The results were tabulated on an overall force–displacement curve and compared with the mapped seismic demand. Because of the stiffness of the structure type, softening of the lateral resistance and subsequent period lengthening were not considered. The seismic demand was based on a linear relationship using the demand for 0.2 sec period. The combination of orthogonal demands of 100% and 30% were not shown in the charts but can be combined when ascertaining individual components for potential upgrades.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Benefit cost analysis
KW  - Bridge abutments
KW  - Bridge anchorages
KW  - Bridge piers
KW  - Earth pressure
KW  - Girder bridges
KW  - Prestressed concrete bridges
KW  - Pushover analysis
KW  - Retrofitting
KW  - Seismicity
UR  - https://trid.trb.org/view/1122137
ER  - 

TY  - CONF
AN  - 01356827
AU  - Ou, Yu-Chen
AU  - Tsai, Mu-Sen
AU  - Wang, Ping-Hsiung
AU  - Chang, Kuo-Chun
AU  - Lee, George C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Experimental Investigations of Precast Segmental Bridge Columns Seismically Isolated with Lead-Rubber Bearings
PY  - 2008
SP  - 8p
AB  - This paper presents a United States-Taiwan cooperative research project on seismic performance of segmental bridge columns for accelerated bridge construction, jointly supported by the Federal Highway Administration (FHWA) and the National Center for Research on Earthquake Engineering (NCREE) in Taiwan. Precast segmental bridge column construction is an effective approach in accelerating on-site bridge construction. However, in the current design practice of segmental bridge columns, mild steel longitudinal reinforcement is normally discontinued at the segment joints for ease of on-site erection. This leads to columns with significantly lower lateral strength and hysteretic energy dissipation capacity than conventional monolithic column for a given column size. To address this issue, the authors examine the use of seismic isolation bearings in segmental bridge columns to decrease the seismic demand. Among typical seismic isolation bearings, the use of lead-rubber bearings is first investigated. Large-scale specimens of segmental bridge columns seismically isolated with lead-rubber bearings will be tested to investigate their seismic performance. The tests will include quasi-static cyclic loading and bidirectional pseudo-dynamic loading with a spectrum-compatible earthquake. The experimental program is in progress and expected to be completed by the end of 2008.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Accelerated construction
KW  - Bridge design
KW  - Columns
KW  - Earthquake resistant design
KW  - Lead rubber bearings
KW  - Precast concrete
KW  - Repeated loads
KW  - Segmental construction
KW  - Seismicity
UR  - https://trid.trb.org/view/1120928
ER  - 

TY  - CONF
AN  - 01356822
AU  - Zuberer, Doug
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Long Term Protection for Concrete Bridges
PY  - 2008
SP  - 9p
AB  - Significant problems associated with bridge deck (Full depth design) and concrete overlays involve a 21 step process according to the Federal Highway Administration (FHWA) Guidelines. The Transportation Research Boards (TRB) web site has noted over the years many of the early deck cracking problems, and the need for a fast track maintenance program. This can all be eliminated should the designers make a choice to provide a wearing course that is also a waterproofing system. One alternative method used by many states on several Interstate projects is Rosphalt 50. Rutting and shoving are two of most significant problems with Hot Mix Asphalt pavement designs, albeit today many of these are being replaced with Polymer Modified Asphalt to increase the resistance to these problems, but none can also address the concerns of also providing a waterproofing system. Rosphalt 50 is a “Dry Mix” polymer additive introduced directly to the heated aggregates that coats these aggregates prior to the blending of the asphalt content. This material will then enhance the standard hot mix asphalt (HMA) design significantly providing increased tensile, elongation, and hence resilience characteristics decreasing the potential of permanent deformation or rutting. The coating process provides a superior material that can be used in designs as a one-step solution in paving operations providing waterproofing and wearing course that ultimately saves more than fifty percent (50%) in traffic control concerns of today’s construction business.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge decks
KW  - Concrete bridges
KW  - Concrete overlays
KW  - Cracking
KW  - Polymer asphalt
KW  - Resilience (Materials)
KW  - Waterproofing
KW  - Wearing course (Pavements)
UR  - https://trid.trb.org/view/1122172
ER  - 

TY  - CONF
AN  - 01356821
AU  - Shanmugam, Suriya Prakash
AU  - Belarbi, Abdeldjelil
AU  - Ayoub, Ashraf
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Cyclic Behavior of RC Bridge Columns under Combined Loadings including Torsion
PY  - 2008
SP  - 12p
AB  - Reinforced concrete (RC) bridge columns can be subjected to torsional moments in addition to flexure, axial, and shear forces during earthquake excitations. The addition of torsion is more likely in skewed and horizontally curved bridges, bridges with unequal spans or column heights, and bridges with outrigger bents. This combination of loadings with including torsion can result in complex flexural and shear failure of these bridge columns. An experimental study is being conducted to understand the behavior of RC circular columns under combined loadings. The main variables being considered are (i) the ratio of torsion to bending moment (T/M), (ii) the ratio of bending moment to shear (M/V), and (iii) level of detailing for high and moderate seismicity (low or high spiral ratio). The first phase of the study consisted of testing circular columns with high aspect ratio (height/diameter). The results of the five columns tested under cyclic pure bending, cyclic pure torsion, and various levels of combined cyclic bending and torsion respectively are presented in this paper. The effects of combined loading on the hysteretic load-deformation response, spiral and longitudinal reinforcement strain variations, and plastic hinge characteristics are discussed. Normalized interaction diagrams for bending and torsion based on the test results are presented and discussed. The significance of proper detailing of transverse reinforcement and its effect on the torsional resistance under combined loadings is also highlighted. Based on the test results, it is concluded that the flexural as well as torsional capacity is decreased due to the effect of combined loading and there is also a change in the failure mode and deformation characteristics.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Bending moments
KW  - Columns
KW  - Deformation
KW  - Reinforced concrete bridges
KW  - Seismicity
KW  - Shear strain
KW  - Skew bridges
KW  - Torsion
KW  - Transverse reinforcement
UR  - https://trid.trb.org/view/1121586
ER  - 

TY  - CONF
AN  - 01356820
AU  - Mullapudi, Ravi S
AU  - Ayoub, Ashraf
AU  - Belarbi, Abdeldjelil
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effect of Coupled Shear-Bending Deformations on the Behavior of RC Highway Structures Subjected to Extreme Seismic Loading
PY  - 2008
SP  - 12p
AB  - Reinforced concrete highway structures are prone to experience shear failure if subjected to extreme seismic loading. The paper investigates the effect of coupled shear-bending deformations on the behavior of RC bridge piers subjected to severe seismic excitations. In order to accomplish this task, a new inelastic nonlinear beam element with axial, bending, and shear force interaction was developed. The concrete model uses an orthotropic constitutive relation in which the directions of orthotropy are the principal directions of total strain. These directions will change during the loading history, in accordance with the well-known rotating crack model. The concrete model accounts for the biaxial state of stress in the directions of orthotropy, in addition to degradation under reversed cyclic loading. The shear mechanism is modeled by assuming the strain field of the section as given by the superposition of the classical plane section hypothesis. Transverse strains are internal variables determined by imposing equilibrium between concrete and vertical steel stirrups. Element forces are obtained by performing equilibrium based numerical integration on section axial, flexural, and shear behavior along the length of the element. The validity of the model is established by correlation of analytical results with experimental tests of shear-sensitive RC specimens.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bending stress
KW  - Bridge piers
KW  - Deformation
KW  - Orthotropy
KW  - Reinforced concrete bridges
KW  - Repeated loads
KW  - Seismicity
KW  - Shear strain
KW  - Structural analysis
UR  - https://trid.trb.org/view/1122122
ER  - 

TY  - CONF
AN  - 01356111
AU  - Tobolski, Matthew J
AU  - Jose I Restrepo
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Development of Rocking Column Systems
PY  - 2008
SP  - 16p
AB  - Current seismic bridge design practices rely on the development of damage and the potential for residual deformations following a seismic event due to the formation of a flexural plastic hinge. Improved response can be realized through the use of rocking column systems that employ a combination of unbonded post-tensioning and bonded mild reinforcement. Rocking column systems can produce significantly less damage and residual displacements when compared to a traditional cast-in-place concrete column. As a part of a broader research program investigating seismic accelerated bridge construction, a total of three rocking column systems are being studied both analytically and experimentally. The first specimen is a conventional system employing tightly spaced spiral reinforcement to provide confinement at the column base. The second specimen uses a concrete filled steel tube for confinement and flexural reinforcement. Mild reinforcement only passes across the joint and develops in the column and is then terminated. The third specimen is a hollow column that used two shells as confinement and lateral resistance. Again the mild reinforcement extends only a short distance into the column to allow for development. This paper presents the basic design requirements that must be satisfied to ensure the benefits of a hybrid system are achieved. Basic results of the testing of the first two specimens are also included.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Concrete filled steel tubes
KW  - Deformation
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Flexural strength
KW  - Lateral resistance
KW  - Posttensioning
KW  - Reinforcement (Engineering)
KW  - Rocking column systems
KW  - Seismicity
UR  - https://trid.trb.org/view/1120850
ER  - 

TY  - CONF
AN  - 01356110
AU  - Gajer, Ruben B
AU  - Rubin, David
AU  - Hapij, Adam
AU  - Zhang, Fangyin
AU  - Mauch, Christopher
AU  - Ettouney, Mohammed
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Analyses and Evaluation for Retrofit of the Suspended Spans of the Bronx-Whitestone Bridge
PY  - 2008
SP  - 12p
AB  - The Bronx-Whitestone Bridge was opened in 1939. By the mid-90’s, when the suspended span deck system had reached its useful life limit, a seismic evaluation showed that certain bridge components would require retrofitting. These bridge components included the stiffening girders, cable anchorages, lateral bracing, and the concrete strut connecting the pedestals between tower shafts. In a 2000 study, Weidlinger Associates selected an orthotropic deck scheme as the optimum replacement strategy, which also help in reducing the seismic demands on the bridge. During the final design phase, seismic analyses were performed to mitigate all the vulnerabilities related to the redecking. Innovative design using Low Yield Point Steel (LYP) was introduced to modify the behavior of the structure at the anchorage-deck connections, dissipate energy and eliminate the vulnerabilities at the stiffening girders and lateral bracing. In a current contract, additional analyses and evaluations were performed to evaluate the need of mitigating the vulnerabilities related to the anchorages and tower caisson struts. Global Nonlinear Time History Analyses of the bridge were performed. The seismic motions and dynamic soil-foundation springs were derived from local transient and harmonic analyses at each soil-foundation system. This paper focuses on the technical challenges of the seismic analyses and the design issues addressed to mitigate the vulnerabilities.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Bronx-Whitestone Bridge
KW  - Earthquake resistant design
KW  - Girders
KW  - Low yield point steel
KW  - Retrofitting
KW  - Seismic analysis
KW  - Soil structure interaction
KW  - Stiffness
UR  - https://trid.trb.org/view/1120837
ER  - 

TY  - CONF
AN  - 01356109
AU  - Capers, Harry A
AU  - Lee, George C
AU  - O'Connor, Jerome S
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Multiple Hazard Research Needs and AASHTO Code Development Activities
PY  - 2008
SP  - 12p
AB  - Recent history in the U.S. has repeatedly shown that our transportation infrastructure can be severely damaged by hazard loadings far exceeding our expectations. Storm surge, vehicular collision, and fire are not addressed in the current bridge specifications despite resulting in severe damage to bridges throughout the country. While it is impractical to think that all bridges can be designed to sustain the worst of all possible hazards, or a simultaneous occurrence of numerous hazards, recent bridge failures should cause bridge owners to re-examine the approach used to deal with extreme events. The American Association of State Highway and Transportation Officials (AASHTO) load cases assume simultaneous application of loads that must be resisted. In reality, structures are seeing multiple and cascading events. Structures that have sustained damage from one event (or are already weakened from a preexisting condition like scour or corrosion), are expected to resist additional loads inflicted by a subsequent event. Many other fields, such as aviation and nuclear engineering address the possibility of multiple hazards. The highway transportation industry needs to deal with these real possibilities and follow their lead. The collapse of bridges must be avoided to insure life safety. However, since bridges are a crucial link in the transportation network, owners also need to insure that the most important bridges remain functional after an event so that the social and economic needs of a region are met and must be given tools to enable them to use their own judgment in setting performance standards and assessing risk they can tolerate in the design of their bridges. Data and experience from recent events should be used to develop new standards that account for multiple hazards and will provide for bridge designs that perform to reasonable expectations.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Bridge design
KW  - Collapse
KW  - Corrosion
KW  - Hazards
KW  - Highway transportation
KW  - Performance based specifications
KW  - Risk assessment
KW  - Scour
UR  - https://trid.trb.org/view/1120852
ER  - 

TY  - CONF
AN  - 01356108
AU  - Iranmanesh, Amirhossein
AU  - Bassam, Seyed Asadollah
AU  - Ansari, Farhad
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Evaluation of Damage Identification Algorithms Applied to a 4-span Concrete Bridge Subjected to Near Source Ground Motions Using Nonlinear Finite Element Method
PY  - 2008
SP  - 12p
AB  - This study reports on the analysis of results acquired from shaking table tests of a large scale 4-span bridge subjected to progressively increasing amplitudes of seismic motions recorded during the Northridge earthquake. Through an analytical approach, a finite element model was developed using Open System for Earthquake Engineering Simulation (Opensees) program to simulate the response of the bridge and the abutments. Nonlinear dynamic analyses were conducted using the shaking table motions during each event of the test. The model was calibrated and modified to predict the bent displacements of the modeled bridge in an acceptable consistence with the measured bent displacements obtained from experimental analysis results. The objective was to evaluate the global damage statues of the bridge following each seismic event due to reduction in structural strength, reflected in the time evolution of the tangential stiffness matrix KT. Virtual-energy-based damage indicators have been already defined to estimate this information. The global structural damage of the bridge was assessed on the basis of Virtual-energy-based damage indicators calculated from modal analysis on the nonlinear finite element model. The results were compared with Miner damage indicators obtained from low cycle fatigue analysis on the test results.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge abutments
KW  - Concrete bridges
KW  - Dislocation (Geology)
KW  - Earthquake engineering
KW  - Finite element method
KW  - Modal analysis
KW  - Northridge Earthquake, January 17, 1994
KW  - Open System for Earthquake Engineering Simulation (OpenSees)
KW  - Seismicity
KW  - Shaking table tests
UR  - https://trid.trb.org/view/1120843
ER  - 

TY  - CONF
AN  - 01356107
AU  - Vlamis-Stathopoulos, Aris
AU  - Hovhanessian, Gilles
AU  - Kroely, Benoit
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Rion-Antirion Monitoring System
PY  - 2008
SP  - 8p
AB  - VINCI group, the largest worldwide construction and concession group, operates exceptional structures and long span bridges such as the Confederation Bridge in Canada, Vasco de Gama Bridge in Portugal, Severn Crossing bridges in the United Kingdom (UK), and more recently, Rion-Antirion Bridge in Greece. European concession contracts commonly last over periods ranging from 20 to 70 years. Preventive inspections and structural maintenance represents significant challenges which occur over such periods. In the case of Gefyra, Operation Company of the Charilaos Trikoupis Bridge, also called Rion-Antirion Bridge, the concession period is 35 years. Therefore, Gefyra decided to work with Advitam to build methodologies and system to optimize structural inspection & the maintenance process. This includes a structural health monitoring system which provides real time monitoring of the bridge and automatic alarm management. The monitoring system is designed to monitor all critical elements of the bridge in order to detect abnormal behavior. It provides in particular automatic traffic management in case of earthquakes and high winds, which are common events in this part of the Gulf of Corinth. A very detailed Inspection & Maintenance manual, covering all aspects of long term maintenance includes: (1) Description & design of the project; (2) Periodic inspections; (3) Special event and post incident reaction plans; and (4) Preventive maintenance & heavy maintenance. A computerized inspection & maintenance system which improves quality and cost efficiency of the global process, as well as provides to the Greek authorities full quality control is described. The final article will briefly describe the methods and system involved, but will mainly focus on the benefits for the Concession Company and the Greek authorities.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridges
KW  - Cost effectiveness
KW  - Highway traffic control
KW  - Inspection
KW  - Monitoring
KW  - Preventive maintenance
KW  - Quality assurance
KW  - Rion-Antirion Bridge (Greece)
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1120847
ER  - 

TY  - CONF
AN  - 01356106
AU  - Law, Hubert K
AU  - Lam, Ignatius Po
AU  - Maroney, Brian
AU  - Mohan, Saba
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Development of Seismic Design Criteria for the Dumbarton and Antioch Toll Bridges, California
PY  - 2008
SP  - 13p
AB  - The authors have been involved in seismic evaluation of two toll bridges in California; Dumbarton Bridge and Antioch Bridge. They are the last two remaining major toll bridges to be seismically retrofitted as part of the Seismic Safety Program undertaken by the California Department of Transportation. Ground motion criteria have been developed for both bridges employing the latest developments from the seismological community including the updated United States Geological Survey (USGS) seismic source model and the Next Generation Attenuation (NGA) relations. In addition, soil-structure interaction and experience gained from seismic retrofits and new designs of other toll bridges in California for the last 15 years were considered in the development of the earthquake design criteria. Since response spectrum and non-linear time history analyses of the bridges will be conducted for seismic performance evaluations, both design Acceleration Response Spectrum (ARS) curves and acceleration time histories were developed. To support the ground motion study, a major site investigation program involving over-water drilling, cone penetration, and seismic velocity measurements was performed at each bridge.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Antioch Bridge
KW  - Bridge design
KW  - California
KW  - Dumbarton Bridge
KW  - Earthquake resistant design
KW  - Retrofitting
KW  - Seismicity
KW  - Soil structure interaction
KW  - Time history analysis
KW  - Toll bridges
UR  - https://trid.trb.org/view/1120842
ER  - 

TY  - CONF
AN  - 01356105
AU  - Ettouney, Mohammed
AU  - Alampalli, Sreenivas
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Hazard Considerations within a Multihazard Environment
PY  - 2008
SP  - 11p
AB  - Multiple hazards affect the stability and service life of structures and should be considered during design and analysis of structures such as bridges and buildings. Due to recent events, design of structures for blast and impact are also becoming very important among other hazards, such as earthquakes, floods, and fire. It is anticipated that multihazard design considerations will result in overall cost reduction while maintaining the needed safety levels. This paper briefly describes the application of the theory of multihazards considering life-cycle costs for making appropriate retrofit decisions. Specific differences of designing and analyzing for seismic vs. other hazards, such as wind, blast, flood, and fatigue are presented. Structural Health Monitoring (SHM) considerations of the interaction of seismic hazard with other hazards also are discussed.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Fatigue (Mechanics)
KW  - Hazards
KW  - Life cycle costing
KW  - Retrofitting
KW  - Seismicity
KW  - Service life
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1120853
ER  - 

TY  - CONF
AN  - 01356104
AU  - Saadeghvaziri, M Ala
AU  - Feizi, Bakhtiar
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Beneficial Aspects of Multi-Hazard Approach to Design of Highway Bridges
PY  - 2008
SP  - 11p
AB  - Transportation infrastructure is vital to economic development and critical to response and recovery after extreme events. However, they are also quite vulnerable to natural and man-made hazards such as earthquakes, storm surge, fire and terrorist threats; especially highway bridges. Therefore, there is a need to move toward multi-hazard deign of highway bridges. This paper will highlight beneficial aspects of such an approach. Multi-hazard approach to design of highway bridges will require emphasis on vertical strength and stability to ensure collapse prevention. Consequently, elements such as superstructure response in the vertical direction and connections details will require special consideration. Collapse of an intermediate support (due to fire or terrorist acts) or buoyancy pressures from an storm surge (such as Hurricane Katrina) or vertical motion of earthquake ground motion all exert demands on bridge superstructure, bearings, and load transfer mechanism to the foundation that are not considered within the existing design guidelines. This paper discusses such commonality among various hazards and through a simple example some of the parameters are highlighted in quantifiable terms. It is shown that multi-hazard approach will require providing additional rotation capacity at the bearings to ensure development of catenary action and to prevent progressive collapse. Furthermore, integrity reinforcements, or more generically multi-hazard reinforcements, must be provided in the deck to account for higher and/or reversed flexural and shear demands on the deck. Robust mechanism to transfer large catenary action forces at the abutments is yet another factor to consider within a multi-hazard framework to design of highway bridges.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge foundations
KW  - Bridge superstructures
KW  - Collapse
KW  - Highway bridges
KW  - Multihazard
KW  - Seismicity
KW  - Stability (Mechanics)
KW  - Vertical supports
UR  - https://trid.trb.org/view/1120855
ER  - 

TY  - CONF
AN  - 01356103
AU  - Capron, Mark R
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Evaluation of the I-155 Bridge Over the Mississippi River
PY  - 2008
SP  - 12p
AB  - This paper presents a seismic evaluation of a 7,100 foot long bridge located near the New Madrid Seismic Zone in southeastern Missouri. The main span features a two-span asymmetric cantilever truss. Foundations are supported in dense sands and bedrock is located about 2,700 feet below the surface. The objectives of this evaluation are to extend previous studies using current engineering practice, and to develop a range of retrofit alternatives. A site specific seismic study was performed to develop response spectra and ground motions for 500, 1,000, and 2,500 year return period earthquakes. Evaluation of liquefaction potential showed that widespread liquefaction is expected in the upper 40 to 65 feet of soil and a recommended mitigation approach was developed that includes compaction grouting and vertical drains along the entire length of the bridge. The primary focus of this paper is the structural evaluation using Method D2, Structure Capacity/Demand - Pushover from FHWA-HRT-06-032. The evaluation includes the existing structure, and the structure retrofit with steel column jackets, cap-beam modifications, and seismic isolation bearings in the main spans. The results of this evaluation show that the existing structure has 30% to 40% of the displacement capacity required for the 500 year design level, and significantly less than required for the 1,000 and 2,500 year levels; that column, cap-beam, and other retrofits can improve performance to the 500 year level, provided that damage beyond the first component reaching capacity is accepted; and that isolation bearings can improve performance of the main spans.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Compaction
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Jacketing (Strengthening)
KW  - Liquefaction
KW  - Missouri
KW  - New Madrid Seismic Zone
KW  - Response spectra
KW  - Retrofitting
KW  - Seismicity
KW  - Structural analysis
KW  - Vertical drains
UR  - https://trid.trb.org/view/1120816
ER  - 

TY  - CONF
AN  - 01356102
AU  - Schumacher, Thomas
AU  - Higgins, Christopher
AU  - Bradner, Christopher
AU  - Cox, Daniel
AU  - Yim, Solomon C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Large-Scale Wave Flume Experiments on Highway Bridge Superstructures Exposed to Hurricane Wave Forces
PY  - 2008
SP  - 12p
AB  - Recent failures of United States (US) coastal highway bridges during hurricane events have shown the need for improved modeling and analysis of storm induced wave forces. Failures mostly consisted of bridge superstructures being partially or in some cases completely removed from the supporting elements. Damage was attributed to elevated storm surges that enabled larger waves to reach the superstructure and to inadequate connection designs. Previous research on wave forces for bridge structures used small-scale experiments on the order of 1:15 to 1:20 with essentially rigid bridge models (neglecting realistic fluid-structure interaction). A new innovative large-scale laboratory setup has therefore been developed that enables realistic simulation of storm-induced wave forces on bridge superstructures. The experiment was conducted in the 104 m (324 ft) long wave flume at Oregon State University. The test setup employs guide frames attached to the flume walls that support a 1:5 scale reinforced concrete girder bridge superstructure model. The horizontal stiffness of the bridge substructure (bent columns and cap) can be varied by the guide system to represent different dynamic properties of the supporting structure to enable measurement of fluid-structure interaction. These experiments provide needed large-scale data for wave induced forces on bridges to validate design and analysis methods. First observations and a set of measurements for the rigid case (phase I) and a flexible case (phase II) exposed to a set of regular waves are presented and discussed.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Failure
KW  - Fluid-structure interaction
KW  - Girders
KW  - Highway bridges
KW  - Hurricanes
KW  - Reinforced concrete bridges
KW  - Storm surges
KW  - Waves
UR  - https://trid.trb.org/view/1120856
ER  - 

TY  - CONF
AN  - 01356101
AU  - Halling, Marvin W
AU  - Xing, Shutao
AU  - Barr, Paul J
AU  - Hansen, Zachary C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Changes in Modal Frequencies of A Highway Bridge
PY  - 2008
SP  - 10p
AB  - Instrumentation has been used to record seismic motions of the ground, buildings, and bridges for many years. More recently, interest has grown in using this instrumentation for monitoring the state of health of a structure without the need for a “triggering seismic event.” Structural damage will result in permanent changes in dynamic structural properties such as stiffness. These changes may be detected through structural monitoring. The use of vibrational monitoring is a field of structural analysis that is capable of assisting in both detecting and locating structural damage. This work is focused on increasing the understanding of the variability in dynamic properties so that structural changes can be correctly interpreted if outlying data is recorded.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Highway bridges
KW  - Instrumentation
KW  - Modal analysis
KW  - Seismicity
KW  - Stiffness
KW  - Structural analysis
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1120845
ER  - 

TY  - CONF
AN  - 01356100
AU  - Lee, George C
AU  - Cho, Sangyul
AU  - Tong, Mai
AU  - Yen, W Phillip
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Developing a Methodology for Comparison of Extreme Hazards for Highway Bridge Design
PY  - 2008
SP  - 13p
AB  - Load combination and load factors of extreme event limit states have not been properly calibrated in the current American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Design Factors (LRFD) specifications for a uniform reliability target. Bridge collapses and damage in recent extreme hazard events have elevated the need to carefully examine these hazard loads for design purposes. This paper is a progress report of a research project, sponsored by the Federal Highway Administration, to develop a methodology to compare hazards by exploring commeasurable criteria across extreme events to establish quantifiable measurements for bridge structural design to protect against extreme events. In consideration of the uncertainties of extreme hazards and the different design concepts for individual hazards, “collapse hazard intensity” is conceptually selected as a preferable comparison reference vis-à-vis code-specified design hazard intensity. However, the collapse intensity has yet to be carefully established for each extreme hazard. To illustrate the methodology, this paper uses a temporary substitute measure called “uniform comparison hazard intensity” in place of “collapse hazard intensity” in the examples of three selected extreme hazards: earthquake, wind and vessel collision. The results of this pilot study are presented and discussed to explain the approach pursued in this research project to establish a platform of comparison for different extreme hazards.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Alternatives analysis
KW  - Bridge design
KW  - Collapse
KW  - Crashes
KW  - Earthquakes
KW  - Hazards
KW  - Highway bridges
KW  - Methodology
KW  - Wind
UR  - https://trid.trb.org/view/1120851
ER  - 

TY  - CONF
AN  - 01356099
AU  - Bassam, Seyed Asadollah
AU  - Iranmanesh, Amirhossein
AU  - Ansari, Farhad
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Energy Based Approach for Post Seismic Structural Health Monitoring of a Four Span Bridge
PY  - 2008
SP  - 11p
AB  - This study reports on the development of a structural health monitoring methodology for detection of various stages of damage in bridges following earthquakes. The results are acquired from shaking table tests of a 4-span large Scale Bridge subjected to progressively increasing amplitudes of seismic motions recorded during the Northridge earthquake. Development of an efficient monitoring system included high resolution long gauge displacement fiber optic sensors which were designed for post-seismic evaluation of typical concrete highway bridges in seismic zones. An energy based damage evaluation technique was developed for the evaluation of the bridge integrity at various amplitudes of seismic motions to gauge the damage assessment capability of the method. Following each seismic motion, the structural integrity of the bridge was investigated by the energy based method. Results from this study indicated that it is possible to detect damage at early stages of development through a combination of high resolution sensors and advanced structural health monitoring methodologies.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Concrete bridges
KW  - Damage assessment
KW  - Dislocation (Geology)
KW  - Fiber optics
KW  - Highway bridges
KW  - Monitoring
KW  - Northridge Earthquake, January 17, 1994
KW  - Seismicity
KW  - Sensors
KW  - Shaking table tests
KW  - Structural analysis
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1120849
ER  - 

TY  - CONF
AN  - 01356098
AU  - Fish, Robert
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Lake Natoma Crossing: Combining High Performance Requirements for Seismic, River Flow, and Scour with a High Aesthetics Demand
PY  - 2008
SP  - 11p
AB  - This paper discusses pre-design, design, and construction of a 2,264-foot (690 meter) long bridge structure consisting of two structural lightweight concrete box frames on seismic isolation bearings. The lake crossing consists of three 328 foot (100 meter) spans with 181 foot (55 meter) back spans of dual single cell, prestressed concrete, haunched box girders, with a continuous 110 foot (33.6 meter) wide deck. The foundation consists of large diameter drilled shafts. Combined with an efficient box girder design and lightweight concrete, using seismic isolation bearings provided the additional seismic protection the Owner (City of Folsom, CA) required for this lifeline structure. A two-level seismic performance criteria as described in the Applied Technology Council (ATC) 32, "Improved Seismic Design Criteria for California Bridges: Provisional Recommendations” was applied. The geography of the project area required the bridge to be scour resistant up to 46 feet (14 meters). Seismic design had to incorporate a solution that worked for both scour and non-scour scenarios. Using deep shafts and including steel casings as a permanent composite part of the shaft accomplished this goal. Using architectural elements mitigated the impact of putting a new structure in a scenic valley amidst a populated area. Part of the solution was to add “fake” arches. The six arches are fully prestressed large concrete box cells 10 foot (3 meter) wide and vary in depth from 5 foot (1½m) at the spring-line to 2.5 foot (3/4m) at the crown.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Box girders
KW  - Bridge design
KW  - Highway bridges
KW  - Lake Natoma
KW  - Lightweight concrete
KW  - Posttensioning
KW  - Scour
KW  - Seismic isolation (Bridge engineering)
UR  - https://trid.trb.org/view/1120840
ER  - 

TY  - CONF
AN  - 01355916
AU  - Fish, Robert
AU  - Dozzi, Ernie
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Maybank Highway (SC 700) New Bridge over the Stono River Charleston, SC Seismic Detailing
PY  - 2008
SP  - 1p
AB  - Maybank Highway (SC 700) passes over the Stono River providing access between the communities of James Island and Johns Island, South Carolina. The new mainline bridge is a two-way, 4- lane facility consisting of approximately 2500 feet of cast-in-place reinforced concrete flat slabs, supported by pre-stressed concrete composite pile bents, 4216 feet of 72-inch deep pre-stressed concrete bulb tees, and a 72-inch deep, 600 foot long, 3-span continuous steel plate girder unit over the main channel of the Stono River. Double-legged, reinforced concrete rigid frames with drilled shaft footings support the girder spans. An important and significant factor affecting the design of the new bridge is satisfying the new Seismic Design Specifications recently implemented by the South Carolina Department of Transportation (SCDOT). The SCDOT was concerned that the seismic design guidelines in place by the American Association of State Highway and Transportation Officials (AASHTO) might not adequately address the seismic activity in South Carolina. The Charleston area is located in a high seismic zone. The area experienced a damaging earthquake in 1886 that was reported to have been felt all along the East Coast. This paper provides an overview of the special details developed to satisfy seismic concerns and to show and review constructability issues.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO Guide Specifications for LRFD Seismic Bridge Design
KW  - Bridge design
KW  - Cast in place concrete
KW  - Charleston (South Carolina)
KW  - Earthquake resistant design
KW  - Footings
KW  - Girders
KW  - Reinforced concrete bridges
KW  - Seismic zones
KW  - Seismicity
UR  - https://trid.trb.org/view/1120815
ER  - 

TY  - CONF
AN  - 01355915
AU  - Sampaco, King
AU  - Pham, Ha T V
AU  - Anderson, Donald G
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Golden Ears Bridge Design-Build Project: Foundation Design for Segment 4 Approach Structures
PY  - 2008
SP  - 12p
AB  - This paper discusses the foundation design concept for Segment 4 approach structures of the Golden Ears Bridge (GEB) Design-Build project being constructed east of Vancouver, British Columbia as part of infrastructure improvements for the 2010 Winter Olympics. The design concept involves the use of a disconnected spread footing (DSF) to meet settlement limits and seismic loading demands. The DSF foundation concept uses conventional spread footing and columns to support the bridge. The footing transfers loads to a group of long-slender, precast square concrete piles (LSP). The LSPs have a dimension of 0.35 m by 0.35 m and are typically 36 m in length. These piles are not attached to the pile cap and, therefore, are designed to handle minimal tension, shear, and bending. The LSPs are used to transfer axial loads from the bridge to the underlying, more competent material and to reduce long-term settlements of the underlying clay. Short shear drilled shafts (SSDS) are used to increase the shear capacity of the foundation. The resisting forces from the SSDS add to shear resistance developed from the passive soil resistance in front, and the friction along the sides, of the pile cap. These shafts are fixed to the pile cap, and are 0.9 m in diameter and 5 m long. Under extreme seismic loading, the DSF concept has significant advantages relative to a more conventional pile group. This presentation discusses the geotechnical design aspects of the DSF foundation concept and the methodology adopted for modeling and design of this concept.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Axial loads
KW  - Bearing capacity
KW  - Bridge approaches
KW  - Bridge design
KW  - Bridge foundations
KW  - Golden Ears Bridge
KW  - Seismicity
KW  - Settlement (Structures)
KW  - Shear properties
KW  - Shear strain
KW  - Vancouver (Canada)
UR  - https://trid.trb.org/view/1120809
ER  - 

TY  - CONF
AN  - 01355914
AU  - Espinoza, Andres
AU  - Mahin, Stephen
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effect of Shallow Foundation Rocking on Dynamic Response of Bridges
PY  - 2008
SP  - 1p
AB  - Rocking as an acceptable mode of seismic response has been extensively studied and has been shown to potentially limit local displacement demands. Rocking can act as a form of isolation, reducing displacement and force demands on a bridge, thereby allowing for design of smaller footings and members. As part of a collaborative effort to develop guidelines for the design of bridges supported on piers that rock on their foundations a series of shake table tests of a simple ¼ scale inverted pendulum reinforced concrete bridge column was conducted. These tests are among the first to consider three components of excitation. Testing levels included design and maximum credible earthquake scenarios that created an inelastic response in the test specimen. Concurrent centrifuge testing to determine the inelastic response of soil when similar to-scale systems were allowed to rock developed data which could be used with the shake table tests to create and validate analytic models of the complete rocking response. Analysis shows that full-scale systems allowed to rock on their foundations reduce displacement and force demands without creating a global instability. Analytic models show that short period fixed bases systems tend to have amplified displacements when allowed to rock for a variety of soil profiles.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge foundations
KW  - Bridge members
KW  - Bridge piers
KW  - Dislocation (Geology)
KW  - Dynamic loads
KW  - Dynamic structural analysis
KW  - Footings
KW  - Reinforced concrete bridges
KW  - Seismicity
KW  - Shaking table tests
UR  - https://trid.trb.org/view/1120812
ER  - 

TY  - CONF
AN  - 01355913
AU  - Zafir, Zia
AU  - Higbee, James
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Developing Spectra For Type F Soils For Two Bridge Sites Near Salt Lake City
PY  - 2008
SP  - 13p
AB  - Presence of potentially liquefiable soils beneath two proposed bridge (overpass) sites along Legacy Parkway north of Salt Lake City required site response analyses to develop site-specific horizontal and vertical response spectra for the design of the bridges per the criterion established by Guidelines for the Seismic Design of Highway Bridges (MCEER/ATC-49, 2003) document. A site response analysis involves development of target spectrum for rock-like condition, selection and scaling or spectra-matching a suite of time histories, performing equivalent linear and/or nonlinear site response using the scaled or spectra-matched time histories, and finalizing the design response spectrum using the results of site response. This paper presents the results of site response analyses and discusses the effects of the following variables on the site response using equivalent linear method: (a) selection and number of time histories for site response and (b) scaling or spectra-matching time histories. Results of the authors analyses indicate that a sufficient number of time histories are generally needed to understand the seismic response of a site and variability between the time histories and can be significantly reduced if the time histories are spectrally matched.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Bridge foundations
KW  - Ground motion time histories
KW  - Liquefaction
KW  - Salt Lake City (Utah)
KW  - Seismicity
KW  - Site response
KW  - Soil remediation
UR  - https://trid.trb.org/view/1120813
ER  - 

TY  - CONF
AN  - 01355912
AU  - Taylor, David W
AU  - Cook, Andy E
AU  - Felkel, J Preston
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Plastic Hinge Demystified
PY  - 2008
SP  - 12p
AB  - The plastic hinge is an integral part of the displacement method of seismic analysis for bridges, and yet it is an element not widely understood. In incorporating plastic hinges into a non-linear model, there is a tendency to rely heavily on commercially available software without knowledge of a derivation from first principals. Using commonly understood concepts, such as the column interaction diagram and material stress versus strain relationships, this paper develops a method to produce a moment-curvature diagram for a variety of plastic hinges. The paper illustrates the concept using functions found in common spreadsheet software. The method incorporates ultimate concrete strains beyond .003 and confined concrete strength with various levels of confinement. In addition, an example incorporating a prestressed concrete pile is included. Overall, this paper provides a means by which commercially available software may be verified using relatively simple and familiar techniques.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridges
KW  - Hinges
KW  - Moments (Mechanics)
KW  - Piles (Supports)
KW  - Plastics
KW  - Prestressed concrete
KW  - Seismicity
KW  - Software
KW  - Structural analysis
UR  - https://trid.trb.org/view/1119803
ER  - 

TY  - CONF
AN  - 01355911
AU  - Chen, Genda
AU  - Karim, Kazi R
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Damping-enhanced Strengthening: A Unique Way to Normalize the Seismic Performance of RC Bridges for Multiple Objectives
PY  - 2008
SP  - 10p
AB  - A damping-enhanced strengthening methodology can be implemented by integrating viscoelastic damping into a fiber reinforced polymer jacket for normalized performance objectives under various earthquakes. This methodology was applied to the Old St. Francis Bridge near the New Madrid Seismic Zone. A damping layer was represented by a series of discrete and complex springs in the finite element model of bridge columns. Numerical results indicated that a damping layer of 2.38 mm can effectively reduce the accelerations and displacements of the bridge. For the same amount of damping materials, retrofitting one end of the columns is more efficient than retrofitting both ends. The damping component ensures the operational level under moderate earthquakes and the strengthening component ensures the safety level under strong earthquakes. Together, they meet the multiple performance objectives under earthquakes of various intensities and can lead to an optimum performance design of the bridge.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge columns
KW  - Bridge design
KW  - Damping (Engineering)
KW  - Earthquake resistant design
KW  - Finite element method
KW  - New Madrid Seismic Zone
KW  - Reinforced concrete bridges
KW  - Retrofitting
KW  - Structural analysis
KW  - Viscoplasticity
UR  - https://trid.trb.org/view/1119805
ER  - 

TY  - CONF
AN  - 01355910
AU  - Shamsabadi, Anoosh
AU  - Law, Hubert K
AU  - Zand, Amir
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Soil-Foundation-Structure Interaction of Long-Span Bridge Structures
PY  - 2008
SP  - 10p
AB  - The Soil-Foundation-Structure Interaction (SFSI) effects considering a kinematic condition have been implemented during the retrofit evaluation of the Dumbarton and Antioch bridges in California. These are long-span bridge structures supported on pile foundations, and seismic ground excitation will vary with depth along the pile length. The effects of depth-varying ground motion were rigorously addressed in the analysis. Substructure models were used to reduce the number of degrees of freedom of the bridge model. This approach employs a bridge model without explicit foundation and yet it takes into account the effects of depth varying ground motions. The foundation substructure in the bridge model was represented by a linear 6x6 stiffness matrix representing the entire soil-pile system and a set of kinematic ground motion representing effective shaking arising from the depth-varying motions acting along the pile.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Antioch Bridge
KW  - Bridge foundations
KW  - Bridge substructures
KW  - California
KW  - Dumbarton Bridge
KW  - Foundation soils
KW  - Long span bridges
KW  - Retrofitting
KW  - Seismicity
KW  - Soil structure interaction
UR  - https://trid.trb.org/view/1120806
ER  - 

TY  - CONF
AN  - 01355909
AU  - Lee, George C
AU  - O'Connor, Jerome S
AU  - Yen, W Phil
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - New Tools Available to Practicing Engineers for the Seismic Design of Bridges
PY  - 2008
SP  - 8p
AB  - There have been many recent changes in the field of earthquake engineering for highway bridges as a result of lessons learned from past events, funded research, and the development of a new performance driven design philosophy based on consensus of best practice in the U.S. and abroad. This paper provides a brief summary of the current state of the practice for bridge design and retrofit with particular attention given to the applied research that the Multidisciplinary Center for Earthquake Engineering Research's (MCEER's) team has conducted for Federal Highway Administration and the resulting reference materials that were produced.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Best practices
KW  - Bridge design
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Highway bridges
KW  - Retrofitting
KW  - State of the practice
UR  - https://trid.trb.org/view/1119802
ER  - 

TY  - CONF
AN  - 01355908
AU  - Fujikura, Shuichi
AU  - Bruneau, Michel
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Blast Resistance of Seismically Designed Highway Bridge Piers
PY  - 2008
SP  - 6p
AB  - The issue of protecting infrastructure against multiple extreme events is gaining interest in civil engineering. The authors previously presented the development and experimental validation of a multi-hazard bridge pier concept, i.e., a bridge pier system capable of providing an adequate level of protection against collapse under both seismic and blast loading. The proposed concept was a multi-column pier-bent with concrete-filled steel tube (CFST) columns. The columns turned out to be effective for blast loadings because breaching and spalling of concrete are prevented to occur in the CFST columns. While CFST columns perform excellently in a multi-hazard perspective, they have not been commonly used in bridge engineering practice. Questions arose as to whether conventional columns designed to perform satisfactory under seismic excitations would possess adequate blast resistance. Two commonly used systems to provide ductile performance of reinforced concrete (RC) columns in seismic regions were considered in this project; first, RC columns with closely spaced stirrups in compliance with latest seismic provisions, and second, non-ductile reinforced concrete columns retrofitted with steel jackets. This paper presents the findings of research to examine seismically resistant bridge piers that are designed according to current seismic knowledge and that are currently applied in typical highway bridge designs. A series of experiments were performed on 1/4 scale typical seismically detailed ductile RC columns and non-ductile RC columns retrofitted with steel jacketing. The standard RC and steel jacketed RC columns, known to exhibit satisfactory seismic behavior, failed in shear at the base of the column under blast loading
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Blast loads
KW  - Bridge engineering
KW  - Bridge piers
KW  - Collapse
KW  - Concrete filled steel tubes
KW  - Cracking
KW  - Earthquake resistant design
KW  - Highway bridges
KW  - Reinforced concrete bridges
KW  - Seismicity
UR  - https://trid.trb.org/view/1119767
ER  - 

TY  - CONF
AN  - 01355907
AU  - Bartlett, Steven F
AU  - Lawton, Evert C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Evaluating the Seismic Stability and Performance of Freestanding Geofoam Embankment
PY  - 2008
SP  - 15p
AB  - The Utah Department of Transportation has made extensive use of expanded polystyrene (EPS) geofoam embankment at select locations on the I-15 Reconstruction Project in Salt Lake City, Utah. This paper presents a method to evaluate the seismic response and stability of a geofoam embankment for a nearby M7.0 earthquake. The recommended approach uses a finite difference numerical model implemented in FLAC (Fast Lagrangian Analysis of Continua) to evaluate the dynamic and deformation response of the geofoam embankment undergoing interlayer sliding and horizontal sway with rocking. The evaluations were performed in a coupled fashion using both the horizontal and vertical components of strong motion of a representative set of acceleration time histories for a nearby M7.0 earthquake. The analyses indicate that interlayer sliding is initiated in some cases and the amount of interlayer sliding displacement depends on the characteristics of the long-period strong motion and the interface properties used in the model. Shear keys strategically placed within the embankment are recommended where the estimated sliding displacements are potentially damaging. The numerical model also suggests that internal deformation caused by rocking and sway can cause local tensile yielding of some blocks within the embankment, usually near the base. In some cases, this yielding can propagate upward and cause the embankment to begin to decouple dynamically. Consideration should be given to using blocks with higher strengths than Type VIII geofoam in the basal zones of geofoam embankments undergoing high levels of strong motion.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Deformation
KW  - Dislocation (Geology)
KW  - Embankments
KW  - Geofoam
KW  - Salt Lake City (Utah)
KW  - Seismic response
KW  - Seismicity
KW  - Structural analysis
KW  - Tension
UR  - https://trid.trb.org/view/1120803
ER  - 

TY  - CONF
AN  - 01355906
AU  - Smith, Glenn
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Retrofit of Highway Bridges in the United States
PY  - 2008
SP  - 12p
AB  - In light of the public’s concern over the viability of our bridge system after the I-35W bridge collapse, an inquiry was made through the Federal Highway Administration's (FHWA’s) Divisions to assess the states seismic retrofit needs. While California has an in depth understanding of their seismic retrofit problem both statewide and locally, most states have gaps in their knowledge for planning purposes. In the year 2000, the Multidisciplinary Center for Earthquake Engineering Research (MCEER) completed a program of basic research to support a bridge seismic retrofit manual. The manual was expanded to be more user friendly and was finally shared with the bridge community in 2006. With the adoption of load and resistance factor design (LRFD) seismic design provisions and a guide specification in July 2007, the American Association of State Highway and Transportation Officials (AASHTO) has changed requirements for seismic design of new bridges. To facilitate better assessment of seismic vulnerability and retrofit needs, guidance is provided on: (1) Using the FHWA retrofit manual with the AASHTO design documents (including the AASHTO 2007 Ground Motion CD). (2) Using 2007 United States Geological Survey (USGS) Preliminary Ground Motion Data from the internet. (3) Obtaining training material developed for and by FHWA on seismic retrofit of bridges. (4) Availability of publications and training materials developed for FHWA to facilitate planning seismic retrofit (i.e., truss bridges, seismic isolation, and network analysis).
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Collapse
KW  - Earthquake resistant design
KW  - Highway bridges
KW  - Manuals
KW  - Retrofitting
KW  - Seismicity
KW  - Structural analysis
KW  - United States
UR  - https://trid.trb.org/view/1120801
ER  - 

TY  - CONF
AN  - 01355905
AU  - Zha, Jin-Xing
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effect of Nonlinear Pile Stiffness on Bridge Seismic Response
PY  - 2008
SP  - 11p
AB  - Nonlinear seismic soil-pile-structure interaction analyses are performed for a steel girder bridge supported by two-column bents founded on pile footings using a finite element program. The pile-soil interaction is modeled with a 6x6 stiffness matrix that is input into the program either in a linear or nonlinear format. If a linear stiffness matrix is used, it has to be revised each time when an iterative bridge response is obtained until it is compatible with the displacements of the pile caps. In the case of the nonlinear stiffness matrix input, the nonlinear soil-pile behavior is governed by “decoupled” nonlinear load versus displacement curves for vertical, horizontal, rotational, and torsional loading modes. This paper presents procedures to construct the pile stiffness matrix in both a linear and a nonlinear format. A numerical study is carried out to demonstrate how each of the two stiffness matrix input formats is incorporated into a finite element analysis (FEA) model for nonlinear seismic soil-pile-structure interaction analysis.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Dislocation (Geology)
KW  - Finite element method
KW  - Girder bridges
KW  - Girders
KW  - Pile caps
KW  - Seismic response
KW  - Seismicity
KW  - Soil structure interaction
KW  - Stiffness matrix
UR  - https://trid.trb.org/view/1120810
ER  - 

TY  - CONF
AN  - 01355858
AU  - Goldberg, Aaron D
AU  - Miller, Mike
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Pile-Supported Embankment and Driven Pile Slope Stabilization Value Engineering for Liquefaction Mitigation
PY  - 2008
SP  - 11p
AB  - The US 17 Bridges over Rantowles Creek and Wallace River in Charleston, South Carolina have recently been replaced by the South Carolina Department of Transportation. Bridge plans called for the installation of 42-in. diameter vibro-replacement stone columns to mitigate liquefaction potential at the bridge end-bents. A contractor proposed value engineering (V.E.) design resulted in the substitution of a pile-supported embankment and driven pile slope stabilization to mitigate the effects of liquefaction and reduce sediment run-off into adjoining marsh areas associated with stone column installations. The proposed value engineering design produced significant schedule savings to the contractor considering the multi-stage construction of the bridges and eliminating the need for multiple mobilizations of a specialty geotechnical contractor. This paper presents the site characterization using seismic cone penetration testing supplemented with soil test borings, liquefaction potential evaluations and design elements of the mitigation alternatives. This paper provides an overview of successful value engineering design and is of interest to bridge engineers, geotechnical engineers and contractors.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge construction
KW  - Bridge design
KW  - Charleston (South Carolina)
KW  - Cost effectiveness
KW  - Embankments
KW  - Liquefaction
KW  - Piles (Supports)
KW  - Slope stability
KW  - Value engineering
KW  - Vibro concrete columns
UR  - https://trid.trb.org/view/1119362
ER  - 

TY  - CONF
AN  - 01355857
AU  - Fu, Zhengzheng “Jenny”
AU  - D’Andrea, Arthur
AU  - Ghara, Hossein
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Replacement of Caminada Bay Bridge in Louisiana Coastal Engineering Study and Support for Design
PY  - 2008
SP  - 11p
AB  - The 0.8 mile Caminada Bay Bridge on LA 1, owned and operated by the Louisiana Department of Transportation and Development (LADOTD), is a critical structure connecting Grand Isle and Louisiana’s mainland. The bridge was in poor condition due to serious corrosion and was scheduled for replacement under the Federal Bridge Replace Program before Hurricane Katrina. As a result of Hurricane Katrina, the bridge experienced additional damages that required emergency repair prior to reopening the bridge to traffic. The bridge is now scheduled for reconstruction in the fall of 2008. To assist with the design, a coastal engineering study from Coast & Harbor Engineering was acquired by LADOTD to investigate the vulnerability of the bridge to wave impacts from extreme hurricane events. The study includes development of the design hurricane event, numerical modeling of hurricane propagation to the project site (bridge), storm surge analysis, and computation of hurricane wave forces on the bridge spans. This study is also a test drive of the American Association of State Highway and Transportation Officials (AASHTO) Guide Specification for Bridges Vulnerable to Coastal Storms.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge construction
KW  - Bridge design
KW  - Caminada Bay Bridge (Louisiana)
KW  - Coastal engineering
KW  - Hurricanes
KW  - Louisiana
KW  - Rehabilitation (Maintenance)
KW  - Storm surges
KW  - Waves
UR  - https://trid.trb.org/view/1119764
ER  - 

TY  - CONF
AN  - 01355856
AU  - O’Connor, Jerome S
AU  - Mesa, Lucero E
AU  - Nykamp, Monique A
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - An Assessment of Damage to Peru’s Highway System after the M8.0 Pisco Earthquake
PY  - 2008
SP  - 12p
AB  - The performance of Peru’s highway system in this M8.0 earthquake is relevant since the infrastructure was built using the American Association off State Highway and Transportation Officials (AASHTO) specifications. The Pisco earthquake of July 2007 was a strong and unusually long-period earthquake. Soil conditions and ground water levels led to widespread liquefaction contributing to more highway damage than ground shaking did. This reconnaissance survey illustrates why geotechnical considerations are paramount. Because some bridges were subject to secondary hazards such as rockfall, there is also a case for consideration of multiple hazards during the design or retrofit of bridges.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridges
KW  - Earth pressure
KW  - Earthquakes
KW  - Geotechnical engineering
KW  - Groundwater
KW  - Highways
KW  - Liquefaction
KW  - Loss and damage
KW  - Peru
KW  - Retrofitting
UR  - https://trid.trb.org/view/1119746
ER  - 

TY  - CONF
AN  - 01355855
AU  - Mesa, Lucero E
AU  - Liu, Zhugang Amos
AU  - Zhou, Saiying
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Updated South Carolina Department of Transportation Seismic Design Specifications for Highway Bridges
PY  - 2008
SP  - 9p
AB  - South Carolina is located in the most active seismic region on the east coast of the United States. In order to address seismic design needs, the South Carolina Department of Transportation (SCDOT) developed and implemented the Seismic Design Specifications for Highway Bridges in 2001. Since then, SCDOT has gathered input from bridge designers, geotechnical engineers, contractors and other government agencies. Based on this input, SCDOT is incorporating recent research results and newly developed seismic design methodologies to update the Specifications to fulfill SCDOT needs and standard practices of the State, including the SCDOT Seismic Hazard Maps Study, and standard construction details. Efforts have been made to attain consistency of the Specifications with SCDOT geotechnical engineering practice, and the newly developed Geotechnical Design Manual, to achieve the seismic performance requirements of the Specifications. The updated Specifications continue to require performance based design considering functional evaluation and safety evaluation levels of earthquake ground motions. This paper describes the SCDOT seismic design criteria, new findings since its implementation and the need for more research.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge construction
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Geotechnical engineering
KW  - Highway bridges
KW  - Seismicity
KW  - South Carolina
KW  - Specifications
UR  - https://trid.trb.org/view/1119741
ER  - 

TY  - CONF
AN  - 01355854
AU  - Taneja, Rajesh
AU  - Debessay, Mengisteab
AU  - Yannotti, Arthur P
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effects of New LRFD Seismic Bridge Design Specifications to a ‘Normal’ Typical Bridge in New York State
PY  - 2008
SP  - 12p
AB  - In July 2007, American Association of State Highway and Transportation Officials (AASHTO) Subcommittee on Bridges and Structures adopted revised seismic provisions for LRFD Bridge Design Specifications and a new AASHTO Guide Specifications for Load and Resistance Design factor (LRFD) Seismic Bridge Design. The design earthquake return period has increased from 500 to 1000 years. Base LRFD specifications are founded on a ‘Force-Based’ approach while the Guide Specifications are founded on a ‘Displacement-Based’ approach. For the new design of an ordinary (non-critical) bridge in a low seismic zone such as in the State of New York, a New York City location is chosen. Typical multi span bridges with fixed bearings at a pier and expansion bearings at abutments and at remaining piers are selected and are classified as ‘Other (Normal) Bridges’. This paper presents an overview of the application of the two new seismic specifications, Base and Guide Specifications, and discusses the similarities and the differences of the two specifications when applied to the selected bridges in a low seismic Eastern United States Zone. This paper also lists some discrepancies of the two specifications as compared to the past AASHTO Division IA Standard Specifications. In January 2006, the Federal highway Administration (FHWA) released a new ‘Seismic Retrofitting Manual’. Bridge examples in the same geographical location are screened and assessed as per the retrofitting manual.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Displacement (Structural)
KW  - Earthquake resistant design
KW  - Load and resistance factor design
KW  - Multispan bridges
KW  - New York (State)
KW  - Retrofitting
KW  - Seismicity
KW  - Specifications
UR  - https://trid.trb.org/view/1119745
ER  - 

TY  - CONF
AN  - 01355853
AU  - Fang, Jason
AU  - Chung, Paul
AU  - Wolfe, Ray W
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Assessment of Blast Resistance of Seismically Designed Bridges
PY  - 2008
SP  - 10p
AB  - This paper addresses an analytical method of assessing the adequacy of the bridge column subjected to the blast loads, which includes the detail method for modeling an equivalent single-degree-of-freedom (SDOF) system, linear and nonlinear analysis of the blast loaded bridge column, the pressure-impulse (P-I) diagram approach of capacity evaluation. A numerical example of assessing the blast adequacy of the seismically designed bridge column is given for illustrating the proposed method and procedure. The analysis shows that the bridges designed complying with current seismic criteria would and provide a high level of protection against terrorism air blast attacks.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Blast loads
KW  - Bridge columns
KW  - Bridge design
KW  - Columns
KW  - Design standards
KW  - Earthquake resistant design
KW  - Resisting moments
UR  - https://trid.trb.org/view/1119766
ER  - 

TY  - CONF
AN  - 01355852
AU  - Tobias, Daniel H
AU  - Anderson, Ralph E
AU  - Hodel, Chad E
AU  - Kramer, William M
AU  - Wahab, Riyad M
AU  - Chaput, Richard J
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Implementation of 2008 AASHTO Seismic Bridge Design Provisions for Illinois
PY  - 2008
SP  - 12p
AB  - In 2006, the possible implications for Illinois of new American Association of State Highway and Transportation Officials (AASHTO) seismic bridge design guide specifications and revised code provisions were explored at the 5th National Seismic Conference on Bridges and Highways. In the summer of 2007, the AASHTO Guide Specifications for Load and Resistance Factor Design (LRFD) Seismic Bridge Design (Guide Specifications) and updated seismic provisions in the AASHTO LRFD Bridge Design Specifications (LRFD Code) were formally adopted by AASHTO with publication slated for 2008. Illinois was a contributing member of the AASHTO Technical Committee T-3 (Seismic Design) during the development of these documents. Partly due to this participation, the Illinois Department of Transportation (IDOT) was able to simultaneously develop and begin to finalize implementation plans for these new and revised seismic bridge design criteria prior to publication. The paper describes how IDOT has implemented and interpreted the new Guide Specifications and updated LRFD Code for Illinois. Explored themes focus on the performance criteria, practicality and economics of a developed Earthquake Resisting System (ERS) strategy for Illinois.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO Guide Specifications for LRFD Seismic Bridge Design
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Illinois
KW  - Load and resistance factor design
KW  - Performance based specifications
KW  - Seismicity
KW  - Specifications
UR  - https://trid.trb.org/view/1119740
ER  - 

TY  - CONF
AN  - 01355851
AU  - Brandenberger, Stephanie
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Comparison of Bridge Designs using AASHTO Guide Specifications and Seismic Provisions in LRFD Specifications for Montana
PY  - 2008
SP  - 12p
AB  - The American Association of State Highway Transportation Officials (AASHTO) recently approved two significant changes in the seismic design of bridges. First is the modification of seismic provisions in the current Load and Resistance Factor Design (LRFD) Bridge Design Specifications to increase the return period of the design earthquake from 475 years to approximately 1000 years, in addition to several updates reflecting recent refinements to the force based seismic design methodology. The second development is completion of the Guide Specifications for LRFD Seismic Bridge Design. The Guide Specifications are an alternate set of provisions specifically focusing on the ductility and displacement capacity of a structure, and as such is referred to as a displacement based approach. The purpose of this paper is to compare the designs of a representative case study bridge using both the “force based” and “displacement based” specifications and assess the impact to the Montana Department of Transportation (MDT) bridge design and construction program.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Ductility
KW  - Earthquake resistant design
KW  - Load and resistance factor design
KW  - Montana
KW  - Seismicity
KW  - Specifications
UR  - https://trid.trb.org/view/1119739
ER  - 

TY  - CONF
AN  - 01355850
AU  - Mumphrey, Ray
AU  - Gharavi, Hamid
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Hurricanes Katrina and Rita - Louisiana’s Response and Recovery
PY  - 2008
SP  - 13p
AB  - Louisiana’s transportation and hurricane protection system took a tremendous blow from two major hurricanes that struck the coast of Louisiana in 2005, hurricanes Katrina and Rita. This presentation will introduce the audience to the transportation infrastructure damage Louisiana experienced as a result of these two storms and will describe how Louisiana is responding to the disasters and our road to recovery.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Disaster preparedness
KW  - Disasters
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Hurricane Katrina, 2005
KW  - Hurricane Rita, 2005
KW  - Infrastructure
KW  - Louisiana
UR  - https://trid.trb.org/view/1119747
ER  - 

TY  - CONF
AN  - 01355849
AU  - Imbsen, Roy A
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - AASHTO LRFD Guide Specifications for Seismic Design of Highway Bridges
PY  - 2008
SP  - 1p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) recently adopted a new Load and Resistance Factor Design (LRFD) Guide Specification for Seismic Design of Highway Bridges. This Guide Specification was been developed under the guidance and support of the AASHTO T-3 Committee on Seismic Design and several participating member and volunteer states. The Guide Specification and new seismic hazard for a 1000 year return period were adopted unanimously by AASHTO at the yearly meeting on July 12, 2007. This paper will give a brief history and background on the development of the Guide Specifications to meet the expectations of the T-3 Committee. The presentation will also include an overview of the new specification. The Guide Specifications were developed specifically for ordinary, girder and slab type bridges, using a Displacement Based Approach with design factors calibrated to prevent collapse and reflect both the inherent reserve capacity to deform under imposed seismic loads and to accommodate relative displacements at the supports and articulated connections. A new seismic hazard map was developed by the United States Geological Survey (USGS) for 7% probability of exceedance in 75 years (i.e. approximately a 1000 year return period) specifically for AASHTO and is now under the control of AASHTO. The selected hazard for design was made considering large historical earthquakes, without compromising collapse prevention, using calibrated design factors. Uniform hazard design spectra are constructed using the Three Point Method with the new AASHTO/USGS Maps for the PGA, 0.2 second, and 1.0 second horizontal ground accelerations and corresponding HEHRP Site Class Spectral Acceleration Coefficients. To assist the designer in the seismic design process the new Guide Specifications include detailed flow diagrams with reference to the applicable Articles in the specifications for each of the three designated Global Seismic Design Strategies and Seismic Design Category (SDC). Progressing from a Force Based Approach, as contained in the current AASHTO LRFD specifications, requires the additional determination of the capacity for the components selected to develop plastic hinging. Again to assist the designer, implicit formulas have been developed to determine the capacities for SDC B and C instead of doing a pushover analysis as required for highest SDC D. Three Global Seismic Design Strategies have been established to assist the designer in deciding on a design strategy at the beginning of the design process. The presentation will include discussions on these global design strategies and the selection of earthquake resisting systems and components and their design for either structural steel or reinforced concrete as described in the new Guide Specifications.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO Guide Specifications for LRFD Seismic Bridge Design
KW  - Bridge design
KW  - Bridge substructures
KW  - Collapse
KW  - Earthquake resistant design
KW  - Girder bridges
KW  - Highway bridges
KW  - Load and resistance factor design
KW  - Seismicity
UR  - https://trid.trb.org/view/1119737
ER  - 

TY  - CONF
AN  - 01355105
AU  - Camp, William M
AU  - Goldberg, Aaron
AU  - Sizemore, Jeffery
AU  - Harman, Nicholas
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Liquefaction Mitigation on South Carolina Highway Bridge Projects
PY  - 2008
SP  - 1p
AB  - Until approximately the mid-1990s, the South Carolina Department of Transportation (SCDOT) seismic design was based on American Association of State Highway and Transportation Officials (ASHTO) Division 1A seismic specifications with a uniform hazard of 10% probability of exceedance in 50 years. In the mid to late 1990s, select projects were designed for an earthquake with a 2% probability of non-exceedance in 50 years and this design philosophy was incorporated into the SCDOT seismic design specifications in 2001. Many soil deposits in the South Carolina Coastal Plain are potentially liquefiable under the larger seismic hazard. As a result, various liquefaction mitigation measures have been incorporated into the final designs of SCDOT bridges and embankments. Mitigation methods have included vibro-replacement stone columns, vibro-concrete columns, geocomposite drains, and stabilizing buttresses. A comprehensive summary of SCDOT projects that have included some form of liquefaction mitigation is presented in this paper. Additional details on the subsurface conditions and design objectives are provided for selected case histories.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - Buttresses
KW  - Earthquake resistant design
KW  - Embankments
KW  - Geocomposite drains
KW  - Highway bridges
KW  - Liquefaction
KW  - Seismicity
KW  - South Carolina Coastal Plain
KW  - Vibro concrete columns
KW  - Vibroreplacement
UR  - https://trid.trb.org/view/1119356
ER  - 

TY  - CONF
AN  - 01355104
AU  - Terzic, Vesna
AU  - Mackie, Kevin
AU  - Stojadinovic, Bozidar
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Calibration of a Model to Estimate the Residual Post-Earthquake Capacity of Circular Bridge Columns
PY  - 2008
SP  - 1p
AB  - The residual post-earthquake load-carrying capacity of a bridge depends on the remaining capacity of the bridge columns. An experimental study was conducted to investigate the relationship between earthquake-induced damage in circular bridge columns and their residual axial, shear, and bending capacity. One-third scale models of the prototype column, typical of California bridges, were designed for testing in the cantilever configuration. Five column specimens were tested following a two-stage testing procedure. In the first stage, a constant axial load ratio of 10% was applied, followed by a bi-directional incremental lateral displacement protocol applied in a quasi-static manner. The bi-directional loading was applied up to a prescribed level of displacement ductility that was incrementally increased across the five column specimens. In the second stage, the damaged columns were subjected to a monotonically increasing axial force to determine the residual axial load-carrying capacity remaining after the specified lateral ductility demands. A theoretical model, derived from the Total Capacity Model proposed by Elwood and Moehle, was calibrated using the combined results from the lateral load and axial load tests. This model is used to predict the capacity of a bridge to carry self-weight and traffic load after an earthquake.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Bending
KW  - Bridge columns
KW  - California
KW  - Cantilevers
KW  - Earthquakes
KW  - Residual stress
KW  - Shear strength
KW  - Traffic loads
UR  - https://trid.trb.org/view/1119342
ER  - 

TY  - CONF
AN  - 01355103
AU  - Manceaux, Derrell
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - New Seismic 1000 Year Return Period – Impact to Bridge Design Methodologies
PY  - 2008
SP  - 9p
AB  - In July 2007, the American Association of State Highway and Transportation Officials (AASHTO) approved two major changes to the seismic design of highway bridge Specifications. The first change updated the seismic provisions in the “AASHTO LRFD Bridge Design Specifications”, and the second adopted a new “Guide Specification for LRFD Seismic Bridge Design”. The two most significant changes to the updated seismic provisions relate to the seismic hazard level from 500 years to 1000 years and the methodology used in constructing the response spectrum. The new hazard levels maps represent the latest technology in development of ground motion (GM) maps and the new response spectrum methodology will keep the specifications up-to-date and in-line with recent developments in the seismic design of bridges. The new seismic hazard required changing ground motion maps. The new maps not only give peak ground acceleration (PGA) but also two additional values of the spectral acceleration [0.2 seconds and 1.0 second] allowing an improved seismic response spectrum. Consequential changes include new Seismic Category boundaries and soil factors. This paper will illustrate how bridge design is impacted throughout the U.S. by the new seismic hazard level, seismic design category (SDC) boundaries, and Site Coefficients for both the new Guide Specifications and updated AASHTO Load and Resistance Factor Design (LRFD) Bridge Design Specifications. In addition, the affects of seismic demand on the structures will be compared. The comparison will be made with the 500 year response spectrum to the new 3 point, 1000 year response spectrum and ductility factors used to determine deflection capacity for each Specification.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO Guide Specifications for LRFD Seismic Bridge Design
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Load and resistance factor design
KW  - Peak ground acceleration
KW  - Seismicity
UR  - https://trid.trb.org/view/1119352
ER  - 

TY  - CONF
AN  - 01355102
AU  - Wu, Larry
AU  - Wolfe, Raymond
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Ductility Analysis of Type II Pile Shafts
PY  - 2008
SP  - 13p
AB  - Large diameter Cast-In-Drilled-Hole (CIDH) pile shafts have been widely used to support bridge columns due to the significant cost savings. Two types of pile shafts are classified in the California Department of Transportation (Caltrans) Seismic Design Criteria. Type I shafts may have a plastic hinge formed below ground in the pile shaft. Type II shafts are usually enlarged and the plastic hinge forms at the shaft/column interface. Based on the ductility response and capacity design concept, it is very important to have a plastic hinge formed in the column, not in the foundation system in order to avoid the difficulty of post-earthquake inspection and the high cost associated with repair of the damaged foundation system. Therefore, Type II pile shafts should be a preferred alternative. Since Type II shafts are much stronger than columns, the assumption of a “fixed” base at the interface between column and shafts is widely adopted in engineering practice. In this paper, a procedure that incorporates surrounding soil properties into the ductility analysis of Type II pile shafts is developed. The interactions between soil and shafts are represented by the Beam-on-Winkler-Foundation model. The Capacity Spectrum Method is introduced to calculate the ductility of the column-shaft system. The influences of soil-pile interaction are evaluated through the examples.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Beam-on-Winkler Foundation
KW  - Bridge columns
KW  - Bridge foundations
KW  - Cast in place structures
KW  - Ductility
KW  - Earthquake resistant design
KW  - Inspection
KW  - Piles (Supports)
KW  - Soil properties
UR  - https://trid.trb.org/view/1119343
ER  - 

TY  - CONF
AN  - 01355101
AU  - Anderson, Donald G
AU  - Martin, Geoffrey R
AU  - Lam, I P
AU  - Wang, JN
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Proposed AASHTO Specifications for the Seismic Design of Retaining Walls, Slopes and Embankments, and Buried Structures
PY  - 2008
SP  - 12p
AB  - The current AASHTO LRFD Bridge Design Specifications provide guidance for seismic design of retaining walls, but no guidance for seismic is provided for the design of slopes and buried structures. Guidance for retaining walls relies on the Mononobe-Okabe (M-O) equations for seismic active and passive earth pressure determination. Designers have found that the M-O equations have limitations. Specifically, the M-O equation for seismic active earth pressure results in unrealistically high pressures for some combinations of ground motion and wall geometry, as well as uncertainties where soils are not homogeneous and cohesionless. For passive earth pressures the M-O equation is based Coulomb failure theory which is believed to be inaccurate for some loading conditions. Realizing the limitations in the M-O equations and the absence of guidance for seismic design of slopes and buried structures, the National Cooperative Highway Research Program (NCHRP) Project 12-70 was conducted to update current design methods. The NCHRP 12-70 Project focused on free-standing retaining walls, cut and fill soil slopes, and small-diameter buried structures used for drainage and for pedestrian access. The products of the project included developing (1) recommendations on design ground motions, including effects of wave scattering, (2) an updated method for estimating permanent ground movement, (3) charts for including effects of cohesion in seismic earth pressure calculations, and (4) a generalized limit equilibrium approach for evaluating seismic active earth pressures for sites involving cohesive soils and complex site geometries. Draft specifications describing methods to follow during seismic design of retaining walls, slopes and embankments, and buried structures were also developed. This paper summarizes Project accomplishments.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO Guide Specifications for LRFD Seismic Bridge Design
KW  - Cohesive soils
KW  - Earthquake resistant design
KW  - Embankments
KW  - Granular soils
KW  - Mononobe-Okabe (M-O) equation
KW  - Retaining walls
KW  - Seismicity
KW  - Slopes
KW  - Wave scattering
UR  - https://trid.trb.org/view/1119327
ER  - 

TY  - CONF
AN  - 01355100
AU  - Harman, Nicholas E
AU  - Tavera, Eduardo A
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - SCDOT New Geo-Seismic Practice
PY  - 2008
SP  - 12p
AB  - August 31, 1886 was an important date in the history of South Carolina. It was on this date that an earthquake with a moment magnitude of 7.2 – 7.5 struck the Charleston metropolitan area with devastating results to the local communities. While the motion of this earthquake has long since stopped, South Carolinians and the surrounding states today are still feeling the effects of this earthquake. Modern buildings, bridges, and other structures must be designed to resist the anticipated loadings from a seismic event of similar magnitude. To accomplish this, the South Carolina Department of Transportation (SCDOT) adopted in 2000 Seismic Design Specifications for bridges. SCDOT has recently updated the Seismic Design Specifications while concurrently developing a Load and Resistance Factor Design (LRFD) “Geotechnical Design Manual” (GDM) that will assist in establishing a Geo-Seismic state-of-practice that promotes communication between the structural and geotechnical engineers. A major component of the GDM is the emphasis in geotechnical performance based design for all Limit States (including seismic). This paper will highlight the major Geo-Seismic aspects of integrating geotechnical engineering and geotechnical earthquake engineering with the structural design through the use of LRFD design methodologies. If the performance limits presented in the GDM are exceeded, it is the intention of the authors as well as SCDOT that the geotechnical and bridge engineers will work closely to provide the South Carolinian traveling public with a safe and cost effective transportation infrastructure network. 1
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridges
KW  - Charleston (South Carolina)
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Geotechnical engineering
KW  - Load and resistance factor design
KW  - Seismicity
KW  - Structural design
UR  - https://trid.trb.org/view/1119326
ER  - 

TY  - CONF
AN  - 01355099
AU  - Alameddine, Fadel
AU  - Keever, Michael
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Evaluation of Joint Shear Response for Existing California Bridges
PY  - 2008
SP  - 12p
AB  - Since the early 1990’s, greater emphasis has been placed on joint shear considerations in the seismic design of bridges. While damage associated with joint shear will not necessarily create a collapse mechanism, degradation of a large number of adjacent joints resulting in a loss of moment carrying capacity could lead to instability of the structure. Therefore, the designer should evaluate the potential for joint shear degradation in order to determine the need to take measures to ensure structural stability during the seismic event. As a joint is cycled during a seismic event, it may degrade and lose its ability to carry moment. This paper outlines a procedure that allows the engineer to determine if such degradation may occur during the design event and a means to modify the joint properties in the analytical model accordingly. The joints are classified into four categories described as weak, moderate, intermediate and strong joints. Each joint classification is characterized in terms of the volumetric joint reinforcement and the nominal joint shear strength. The recommended procedure may be used to estimate joint shear capacity and to determine the effects of joint shear degradation on the overall system displacement capacity. The intent of the recommended joint shear procedure is to complement the analytical displacement based pushover procedure adopted by many states for retrofitting existing and designing new bridges.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge design
KW  - California
KW  - Degradation failures
KW  - Earthquake resistant design
KW  - Joints (Engineering)
KW  - Seismicity
KW  - Shear strength
KW  - Structural analysis
UR  - https://trid.trb.org/view/1119347
ER  - 

TY  - CONF
AN  - 01355097
AU  - Zhang, Jian
AU  - Huo, Yili
AU  - Kashighandi, Pirooz
AU  - Brandenberg, Scott J
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Effects of Structural Characterizations on Fragility Functions of Bridges Subjected to Seismic Shaking and Lateral Spreading
PY  - 2008
SP  - 13p
AB  - Bridges are one of the most vulnerable components of highway transportation systems. Following major earthquakes, bridges often suffered various levels of damages due to strong shaking or liquefaction induced lateral spreading. This paper evaluates seismic vulnerability of different classes of typical bridges in California when subjected to seismic shaking or liquefaction induced lateral spreading. The detailed structural configurations in terms of column detailing, superstructure type, material, connection, continuity at support and foundation type etc., render different damage resistant capability. Four classes of bridges are established based on their anticipated failure mechanisms under earthquake shakings. The numerical models that are capable of simulating the complex soil-structure interaction effects, nonlinear behavior of columns and connections are developed for each bridge class. The dynamic responses are obtained using nonlinear time history analyses for a suite of 250 earthquake motions with increasing intensity. A static pushover procedure is also implemented to evaluate the vulnerability of the bridges when subjected to liquefaction induced lateral spreading. Fragility functions for each class of bridges are derived and compared for both seismic shaking (based on time history analyses) and lateral spreading (based on static pushover procedure) for different performance states. The study finds that the fragility functions of bridges subjected to ground shakings show significant correlation with the structural characterization while the fragility functions of bridges under liquefaction induced lateral spreading show similar response independent of the structural characterization for the load cases analyzed and the assumed soil profile, probably because the soil properties are the dominant factor. Structural properties that will mostly affect the bridges’ damage resistant capacity are also identified through a parametric study.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge superstructures
KW  - Bridges
KW  - California
KW  - Earthquakes
KW  - Fragility
KW  - Lateral spreading (Soil foundations)
KW  - Liquefaction
KW  - Seismicity
KW  - Soil structure
UR  - https://trid.trb.org/view/1119329
ER  - 

TY  - CONF
AN  - 01355096
AU  - Heiner, Luke
AU  - Rollins, Kyle M
AU  - Gerber, Travis M
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Passive Force-Deflection Curves for Abutments with MSE Confined Approach Fills
PY  - 2008
SP  - 12p
AB  - Approach fills behind bridge abutments are commonly supported by wrap-around mechanically stabilized earth (MSE) walls. In contrast to a sloped fill, the vertical MSE wall face would tend to reduce the passive resistance provided by the abutment wall. However, the reinforcing strips provide confinement to the approach fill which would increase the passive resistance. This paper describes the first large-scale tests to evaluate passive force-deflection curves for abutments with MSE side walls. A test was also performed with fill extending beyond the edge of the abutment wall for comparison. The abutment wall was simulated with a pile supported cap 5.58 ft high, 11 ft wide, and 15 ft long in the direction of loading backfilled to 5.5 ft. The backfill behind the pile cap consisted of clean sand compacted to 96% of the modified Proctor maximum density. During lateral loading, the MSE wall panels moved outward 1.4 inches when the ultimate passive force developed. However, the passive force was still 76% of the resistance provided by the cap with fill extending beyond the edges. The normalized passive force-deflection curves for the tests with and without the MSE walls were similar and reached an ultimate at deflections of 3.8% and 4.2% of the wall height for the MSE wall confined and unconfined backfills, respectively. The measured ultimate passive force is compared to the computed ultimate passive force for the Rankine, Coulomb, log spiral and California Department of Transportation (Caltrans) methods. The log spiral method underestimated the ultimate passive resistance by 36% while the Caltrans method provided an excellent estimate.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge abutments
KW  - Deflection
KW  - Fills
KW  - Load shifting
KW  - Mechanically stabilized earth
KW  - Passive forces
UR  - https://trid.trb.org/view/1119241
ER  - 

TY  - CONF
AN  - 01355094
AU  - Shen, J Jerry
AU  - Kuo-Lin, Linda
AU  - Ger, Jeffrey
AU  - Yen, Phillip W
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - The Development of the FHWA Pushover Analysis Computer Program
PY  - 2008
SP  - 12p
AB  - The American Association of State Highway and Transportation Officials (AASHTO) has recently adopted the pushover analysis as one of the methods for design with high seismicity in the load and resistance factor design (LRFD) guidelines. It has also been prescribed in the new Federal Highway Administration (FHWA) Seismic Retrofitting Manual as a structural capacity/demand analysis method for the upper level earthquake. These latest developments have made the pushover analysis a necessary capability of all government bridge engineers. A simple and reliable computer program customized for pushover analysis of bridges was developed. This program incorporates four different nonlinear structural stiffness formulation methods, including Bilinear Interaction Axial-Moment, Plastic Hinge Length, Finite Segment-Finite String, and Finite Segment-Moment Curvature methods, covering from the simplest to the most sophisticated stiffness formulation approaches. The program will be provided to bridge designers as a supporting effort in implementing the latest bridge seismic design methodology. Several examples are included in the paper to demonstrate the functions of this program and how it fits into the context of the seismic design and analysis of bridges.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge engineering
KW  - Computer programs
KW  - Design standards
KW  - Earthquake engineering
KW  - Load and resistance factor design
KW  - Pushover analysis
KW  - Seismicity
KW  - Stiffness
KW  - Structural analysis
UR  - https://trid.trb.org/view/1119330
ER  - 

TY  - CONF
AN  - 01355093
AU  - Jiang, Yang
AU  - Dorn, Gerald
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Retrofitting Bridge SR167/112W for Liquefaction-Induced Settlements
PY  - 2008
SP  - 13p
AB  - This paper describes the methodologies investigated to retrofit Bridge SR167/112W near Seattle, Washington for liquefaction-induced ground settlements. Bridge SR167/112W is a 5-span prestressed girder bridge that will be widened to provide additional traffic lanes and retrofitted for seismic events. The existing bridge has been identified as being susceptible to liquefaction-induced settlements and downdrag forces. The estimated liquefaction-induced settlements are 2 inches at the abutments and as high as 12 inches at the piers. In addition, the differential settlement along a single pier could be on the order of half of the total settlement. The analyses have shown that the seismic deficiencies are primarily a result of anticipated settlement and downdrag caused by the liquefying and settling soils under each of the piers of the existing structure during a seismic event. The key to mitigate the potential the bridge collapse is to prevent or minimize the ground settlement and downdrag by either geotechnical means – ground or foundation improvement, or structural means - design the structure using structural elements. Six retrofit alternatives were found feasible: 1 - Ground improvement; 2 - Micropiles for foundation retrofit; 3 - Pier wall retrofit; 4 - Grade beam retrofit; 5 – Bridge replacement; and 6 - No retrofit and widening only. Advantages and disadvantages of each alternative are discussed. Alternative 4 was recommended for adoption.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridge construction
KW  - Bridge design
KW  - Bridge piers
KW  - Downwash
KW  - Liquefaction
KW  - Retrofitting
KW  - Seattle (Washington)
KW  - Seismicity
KW  - Settlement (Structures)
UR  - https://trid.trb.org/view/1119359
ER  - 

TY  - CONF
AN  - 01355092
AU  - Aygun, Bayram
AU  - Duenas-Osorio, Leonardo
AU  - Padgett, Jamie Ellen
AU  - DesRoches, Reginald
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Vulnerability of Bridges Susceptible to Spatially Distributed Soil Liquefaction Hazards
PY  - 2008
SP  - 1p
AB  - Among the multiple highway structures such as culverts, chambers, retaining walls and bridges, the latter are the most critical components of modern transportation networks. Although these networks provide the foundation for vibrant economies, a lack of understanding persists about the role that each bridge-soil system plays in network performance when subjected to unforeseen natural hazards. This paper concentrates on bridge-level analyses and investigates the complex probabilistic behavior of multi-span continuous steel bridges (MSCS) typical of the central-eastern U.S. when exposed to earthquake-induced, geographically-dependent soil liquefaction and lateral spreading failures. MSCS bridges are among the most vulnerable bridge classes owing to their bearing and abutment inability to accommodate excessive demands. Sophisticated three dimensional bridge and soil models are built using the OpenSees software framework. To account for the effects of soil-pile interaction on bridge response, nonlinear p-y springs sensitive to excess pore water pressure are embedded in the models. Uncertainties in bridge response propagating from soil liquefaction and lateral spreading to structural performance of bridge systems are synthesized as parametric fragility functions. The developed fragility curves will facilitate risk mitigation decision-making in U.S. departments of transportation and support optimal allocation of resources for regional maintenance and rehabilitation programs.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Central United States
KW  - Earth pressure
KW  - Liquefaction
KW  - Multispan bridges
KW  - Seismicity
KW  - Soil structure interaction
KW  - Steel bridges
KW  - Structural analysis
UR  - https://trid.trb.org/view/1119361
ER  - 

TY  - CONF
AN  - 01355091
AU  - Rollins, Kyle M
AU  - Bowles, Seth
AU  - Hales, Luke
AU  - Ashford, Scott
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Static and Dynamic Lateral Load Tests in Liquefied Sand for the Cooper River Bridge, Charleston, South Carolina
PY  - 2008
SP  - 13p
AB  - Lateral static and statnamic load tests were performed on two 8.5 ft diameter drilled shaft foundations at the Cooper River Bridge site in Charleston, South Carolina after liquefying the soil to a depth of 42 ft using controlled blasting. Following blasting about six times more movement was required to develop the same lateral resistance as before blasting. The maximum bending moment doubled and developed at the base of the liquefied sand. Using the moment vs. depth profiles, p-y curves for the liquefied sand were back-calculated and compared favorably with those computed with equations developed from the Treasure Island liquefaction test using a diameter correction factor of about 9. Good agreement was obtained between the measured static load-deflection curve and that computed with LPILE using the back-calculated p-y curves. Although liquefied, the sand still provided lateral resistance that was significant. Based on the statnamic testing the damping ratio for the shaft in liquefied sand was found to be between 30 and 35%. The static lateral resistance was interpreted from the statnamic test using a lumped mass approach and was found to be very similar to that measured in the static tests. The blast liquefaction technique in combination with the statnamic lateral load procedure provides a viable means for evaluating the dynamic lateral resistance of deep foundations in liquefied sand under full-scale conditions for important structures.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bending stress
KW  - Blast cleaning
KW  - Bridge foundations
KW  - Cooper River Bridge (South Carolina)
KW  - Drilled shafts
KW  - Lateral loads
KW  - Liquefaction
KW  - Load tests
KW  - Resistance (Mechanics)
UR  - https://trid.trb.org/view/1119355
ER  - 

TY  - CONF
AN  - 01354774
AU  - Thompson, Kevin
AU  - Keever, Mike
AU  - Wolfe, Raymond
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Strategic Implementation Plan for Accelerated Bridge Construction in California
PY  - 2008
SP  - 12p
AB  - Accelerated bridge construction solutions have gained national popularity recently. Strong leadership from the Federal Highway Administration (FHWA) has challenged traditional construction techniques and compelled designers to contemplate accelerated bridge construction methods in the context of their designs. The potential benefits realized by system users are tremendous; reduced traffic delays, safer construction worksites resulting from compressed on-site construction schedules, enhanced quality, etc. Implementing these solutions on the interstates traversing California not only provides advantage to local system users, but aids in commerce mobility from the state’s vital ports to destinations across the country – an integral component of our national economy. While several states have completed associated pilot projects with positive results, issues with connection details in seismic regions remain unresolved. Recognizing this, the California Department of Transportation (Caltrans) has taken a leading role to resolve these problems. A workshop in San Diego developed in cooperation with FHWA, the Transportation Research Board, and Caltrans will lead to identifying relevant ideas, quantifying obstacles, and developing action plans for areas susceptible to seismic activity. This paper will outline the strategic implementation plan developed by Caltrans as a result of the October 2007 workshop. Parallels and extensions to the associated developing national implementation plan will be explored.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Accelerated construction
KW  - Bridge construction
KW  - Bridge design
KW  - California
KW  - Earthquake resistant structures
KW  - Seismicity
KW  - Strategic planning
KW  - Traffic delays
KW  - Work zone safety
UR  - https://trid.trb.org/view/1119230
ER  - 

TY  - CONF
AN  - 01354773
AU  - Ashour, Mohamed
AU  - Norris, Gary
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Analysis of Pile Group under Lateral Loads Using the LRFD Guidelines
PY  - 2008
SP  - 10p
AB  - The National Highway Institute (NHI) Load & Resistance Factored Design (LRFD) manual established particular guidelines to calculate the values of the loads applied on the bridge pile foundations and the resulting response. Such guidelines require specific characterization and classification for the loads transferred from the bridge superstructure down to the bridge pile foundations. To implement such procedures, specific formulas should be used to account for the effect of the different types of loads that may act simultaneously on the pile foundations. The application of such design procedure using the concept of the p-multiplier for the analysis of the laterally loaded pile group is very lengthy and carries a level of uncertainty. The use of (the recently updated version) the Strain Wedge Model to analyze the pile groups under lateral loads reduces the calculation process and the level of uncertainty significantly. No p-multipliers are required in such analysis. The interaction among the piles in a group is evaluated based on the pile spacings in both directions (front and side), level of loading, soil profile (geotechnical site conditions), and soil and pile properties. Mohamed
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bearing capacity
KW  - Bridge design
KW  - Bridge superstructures
KW  - Geotechnical engineering
KW  - Lateral loads
KW  - Load and resistance factor design
KW  - Load transfer
KW  - Pile foundations
KW  - Strain wedge model
UR  - https://trid.trb.org/view/1119239
ER  - 

TY  - CONF
AN  - 01354772
AU  - Kapur, Jugesh
AU  - Khaleghi, Bijan
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Use of Precast Bridge Members in Areas of High or Moderate Seismicity
PY  - 2008
SP  - 13p
AB  - Prefabricated bridge components are in increasing demand for accelerated bridge construction. Precasting eliminates the need for forming, casting, and curing concrete in work zones and makes bridge construction safer while improving quality and durability. Precast bridges consisting of pretensioned girders, posttensioned spliced girders, trapezoidal open box girders, and other types of superstructure members are often used for accelerated bridge construction; however, bridge engineers are concerned with the durability and performance of bridges made of precast members in areas of high or moderate seismicity. The applicability of the American Association of State Highway and Transportation Officials (AASHTO) load and resistance factor design specifications to precast prefabricated bridges in areas of high or moderate seismicity was examined. The different seismic design methodologies were reviewed and guidance in their application to precast bridges is provided. The Washington State Department of Transportation design criteria and recent research and bridge projects using the accelerated bridge construction technique in Washington State are reviewed.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - AASHTO LRFD Bridge Construction Specifications
KW  - Accelerated construction
KW  - Box girders
KW  - Bridge construction
KW  - Durability
KW  - Earthquake resistant design
KW  - Girders
KW  - Precast concrete
KW  - Prefabricated bridges
KW  - Seismicity
KW  - Spliced girders
KW  - Washington (State)
UR  - https://trid.trb.org/view/1119234
ER  - 

TY  - CONF
AN  - 01354771
AU  - Aref, Amjad J
AU  - Warn, Gordon P
AU  - Sideris, Petros
AU  - Filiatrault, Andre
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Pre-Fabricated Bridge Superstructures
PY  - 2008
SP  - 9p
AB  - Precast segmental bridge construction was first introduced in Europe in the 1950s. The first application of this type of construction in the United States was the John F. Kennedy Memorial Causeway in Corpus Christi, Texas in 1972. In the past thirty years, the number of applications of precast segmental bridge construction has increased substantially both in the United States and around the world. However, most of the applications have been in regions of low seismicity. The increasing number of applications can be attributed to the advantages that precast segmental construction offer over more traditional cast-in-place construction techniques. These advantages include: a higher quality of construction, accelerated bridge construction and construction that does not require falsework. Despite the apparent advantages of precast segmental bridge construction over traditional cast-in-place construction, there exist some concerns about the performance of such systems in regions with moderate to high seismicity. In particular, there is concern that the vertical component of ground motion might generate significant joint opening and sliding between adjacent segments leading to large deflections. In addition, the response of segmental superstructures under combined horizontal and vertical ground motion is largely unknown. This paper summarizes the development and verification of Finite Element (FE) models used to assess the seismic vulnerabilities of segmental bridge superstructure.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Accelerated construction
KW  - Bridge construction
KW  - Bridge superstructures
KW  - Cast in place structures
KW  - Earthquake resistant design
KW  - Finite element method
KW  - Highway bridges
KW  - Prefabricated bridges
KW  - Segmental construction
KW  - Seismicity
UR  - https://trid.trb.org/view/1119231
ER  - 

TY  - CONF
AN  - 01354770
AU  - Almer, Kevin L
AU  - Sanders, David
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Continuity Performance of Precast Girders Connected to a Cast-in-Place Bent Cap
PY  - 2008
SP  - 10p
AB  - A common bridge system in high seismic regions includes a continuous cast-in-place concrete superstructure with an integral substructure. The typical cast-in-place superstructure construction requires falsework over traffic lanes creating significant construction delays and potentially unsafe conditions for both public and construction workers. Using a precast superstructure eliminates a need for excess falsework; thereby minimizing time delays and potential hazards. It is critical in high seismic regions to have full connectivity between the girders and the support columns to transfer the high seismic forces. The purpose of this study is to develop and examine integral connection details between precast U-Girders and cast-in-place substructures subjected to longitudinal seismic loading. Analytical modeling and experimental cyclic testing of four, 40 percent precast U-girder specimens are used to investigate the behavior of the connections. This study primarily investigates the effect of post-tensioning on the connection performance. Strut-and-tie models are developed to explain connection behavior and recommend design procedures. Analytical and experimental results show benefits to longitudinal post-tensioning in respect to joint detailing and system continuity which aren’t considered in current design methods. Design and analysis recommendations will be provided along with experimental and analytical results.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bents
KW  - Bridge substructures
KW  - Bridge superstructures
KW  - Cast in place structures
KW  - Design
KW  - Earthquake resistant design
KW  - Girders
KW  - Posttensioning
KW  - Seismicity
UR  - https://trid.trb.org/view/1119238
ER  - 

TY  - CONF
AN  - 01354769
AU  - Vosooghi, Ashkan
AU  - Saiidi, M Saiid
AU  - Gutierrez, Jim
AU  - Arnold, Scott F
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Emergency Repair of Damaged Bridge Columns Using Fiber Reinforced Polymer (FRP) Materials
PY  - 2008
SP  - 8p
AB  - The middle bent of a large-scale two-span bridge model, which was damaged to the highest repairable level (visible bars, initial buckling in some longitudinal bars, and initial concrete core damage) in the previous tests, was repaired using carbon fiber reinforced polymer (CFRP) wrapping and retested to evaluate the repair performance. Damaged concrete was repaired by removing loose unsound concrete and using a fast set grout, and epoxy injecting adjacent cracks. The columns were then wrapped with CFRP sheets that were subjected to an accelerated cure procedure and allowed to cure for only 54 hours before testing. The specifications call for 7 day curing but the objective here was to determine the effectiveness of the rapid repair method for emergency repair. The tests showed that the plastic base shear capacity, service stiffness, and ductility capacity of the bent had been restored after repair. The material tests showed that the used CFRP and epoxy and curing process were efficient for an emergency repair.
U1  - Sixth National Seismic Conference on Bridges and HighwaysMultidisciplinary Center for Earthquake Engineering ResearchSouth Carolina Department of TransportationFederal Highway AdministrationTransportation Research BoardCharleston,SC,United States StartDate:20080728 EndDate:20080730 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, South Carolina Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Accelerating agents
KW  - Bents
KW  - Bridge columns
KW  - Bridge repair
KW  - Carbon fibers
KW  - Concrete curing
KW  - Fiber reinforced polymers
KW  - Grout
UR  - https://trid.trb.org/view/1119236
ER  - 

TY  - RPRT
AN  - 01353553
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Geographic Information Systems Applications for Transportation Right-of-Way: Summary Report on a Follow-Up Peer Exchange, July 22-24, 2008, Lee's Summit, Missouri
PY  - 2008///Summary Report
SP  - v.p.
AB  - On July 22–23, 2008, the Federal Highway Administration (FHWA) Office of Interstate and Border Planning and Office of Real Estate Services sponsored a 1.5–day peer exchange focusing on select State Departments of Transportation (DOTs) applications of geographic information systems (GIS) in the right-of-way (ROW) area. Purposes of the peer exchange, which was a follow-up to a peer exchange held in August 2007 on the same topic, were to: provide participants with an update on the progress of the National Cooperative Highway Research Program (NCHRP) Project 8-55A, Developing a Logical Model for a Geospatial ROW Information Management System; allow participants from the 2007 peer exchange to describe the progress each has made over the last year in developing their respective GIS for ROW applications; and, more generally, give state DOTs with noteworthy GIS applications for ROW the opportunity to share their knowledge and experiences with each other and with state DOTs in the beginning stages of implementing GIS in the ROW area. Participants at the event, which Missouri DOT hosted at its District 4 Office in Lee's Summit, Missouri, consisted of staff from the Arkansas State Highway and Transportation Department (AHTD), California Department of Transportation (Caltrans), FHWA Headquarters, Federal Aviation Administration (FAA), Minnesota DOT, Missouri DOT, Nevada DOT, Oregon DOT, USDOT Volpe National Transportation Systems Center, Virginia Tech University, Washington DOT, and Wisconsin DOT (See Appendix A for complete list of participants).
KW  - Geographic information systems
KW  - Geospatial analysis
KW  - Peer exchange
KW  - Right of way (Land)
KW  - State departments of transportation
UR  - http://www.gis.fhwa.dot.gov/documents/rightOfWay.asp
UR  - https://trid.trb.org/view/1118340
ER  - 

TY  - RPRT
AN  - 01140958
AU  - Federal Highway Administration
TI  - FHWA Resource Center Report FY 2008: The Power of People
PY  - 2008///Annual Report
SP  - 32p
AB  - For the past 10 years, the FHWA Resource Center has served as an integral unit of the Federal Highway Administration. The Resource Center employs a staff of highly-skilled and motivated technical experts who work closely with the FHWA Headquarters and fi eld offi ces to advance the agency’s goals and objectives. Working from fi ve offi ces throughout the United States – Atlanta, GA; Baltimore, MD; Lakewood (near Denver), CO; Olympia Fields (near Chicago), IL; and San Francisco, CA – the FHWA Resource Center staff can be called into action at any time, anywhere, and under any circumstances to help the FHWA and its partners attain their surface transportation goals and objectives. In 2008, the FHWA Resource Center was organized into 15 teams: Administration, Air Quality, Civil Rights, Communications and Marketing, Construction & Project Management, Environment, Finance Services, Geotech & Hydraulics, Information & Management, Innovative Finance, Operations, Pavement & Materials, Planning, Safety & Design, and Structures. As the year came to a close, the FHWA Resource Center saw the Innovative Finance team realigned with a new Offi ce of Innovative Program Delivery in Headquarters, and the Information & Management team joining the newly established Program Performance Improvement Team reporting directly to the Directors of Field Services. In addition, we welcomed the Knowledge Applications Team into the FHWA Resource Center and are anxious to begin a new alignment with the National Highway Institute and the National Partnership Programs under our new Director of Technical Services. This is the annual report for FY 2008, for the FHWA Resource Center.
KW  - Annual reports
KW  - Leadership
KW  - Personnel
KW  - Programming (Planning)
KW  - Strategic planning
KW  - Transportation planning
KW  - U.S. Federal Highway Administration
UR  - http://ntl.bts.gov/lib/30000/30600/30626/Annual_Report_08_final.pdf
UR  - https://trid.trb.org/view/901031
ER  - 

TY  - CONF
AN  - 01139767
AU  - Federal Highway Administration
TI  - Proceedings of the Workshop on Traffic Modeling: Traffic Behavior and Simulation
PY  - 2008
SP  - v.p.
AB  - Approximately 50 traffic modelers, software developers and model users met in Graz, Austria, June 30 – July 2, 2008, to: (1) review the current states of the art and practice in traffic modeling; (2) assess future needs for traffic models and their applications; and (3) identify directions for further research and model development. To meet the objectives of the three-day workshop, the program included several invited and contributed talks discussing the current state of the art and practice and new research results. The conference covered the following topics: (1) driver behavior modeling: lane changing and merging; (2) driver behavior modeling: route choice in traffic assignment theories for traffic flow models; (3) data collection, calibration and validation of models; (4) modeling safety and environmental considerations; (5) modeling non-motorized transport; and (6) modeling vehicle to infrastructure factors.
U1  - Proceedings of the Workshop on Traffic Modeling: Traffic Behavior and SimulationFederal Highway AdministrationTechnical University of Graz, AustriaUniversity of Arizona, TucsonTransportation Research BoardGraz,Austria StartDate:20080630 EndDate:20080702 Sponsors:Federal Highway Administration, Technical University of Graz, Austria, University of Arizona, Tucson, Transportation Research Board
KW  - Calibration
KW  - Data collection
KW  - Lane changing
KW  - Merging traffic
KW  - Route choice
KW  - Traffic assignment
KW  - Traffic flow
KW  - Traffic forecasting
KW  - Traffic models
KW  - Traffic simulation
KW  - Travel behavior
UR  - https://trid.trb.org/view/900057
ER  - 

TY  - CONF
AN  - 01139208
AU  - Godfrey, David
AU  - Lee, Nancy R
AU  - Transportation Research Board
TI  - Increasing Use of Pedestrian Flags through Social Marketing
PY  - 2008
SP  - 9p
AB  - This paper describes a project which applied Social Marketing techniques in order to increase the usage of pedestrian flags at crosswalks in Downtown Kirkland, Washington (population 48,000). Recent research (TCRP Report 112/NCHRP Report 562) has shown that pedestrian flags are an effective tool for increasing the number of drivers that stop for pedestrians. Despite the success and effectiveness of pedestrian flags, almost no research existed documenting how often the flags are used and why people choose to use them (or not). Therefore, there was no systematic basis for making decisions about how to change the program to increase usage. A description of the process used to discover and implement changes is the primary purpose of this paper. Achieving the goal of increased flag usage is an ideal application for social marketing techniques. Like commercial marketing, social marketing focuses on learning what people want and need in order to “buy”. However, social marketing seeks to influence social behaviors not to benefit the marketer, but to benefit the target audience and the general society. Initial work included observing over 3000 pedestrians and interviewing several hundred to understand their choices about pedestrian flags, allowing a base usage rate to be established and usage barriers to be identified. Revisions to the program were driven by the barriers to usage found in the surveys. This included a branding of the program with a careful redesign of the program elements including flag and holder, introduction of private sector partners and other promotional elements. These were tested with a focus group and revised based on the suggestions of that group. The new program was rolled out in mid-October 2007. A follow-up measure of usage in March 2008, six months into the campaign and one year after the initial survey showed an increase in usage of almost 70%. This paper describes in detail how and why the program was revised and its successes. The City of Kirkland Washington pioneered the use of pedestrian flags at crosswalks over 10 years ago. (http://www.ci.kirkland.wa.us/depart/Public_Works/Transportation___Streets/Pedestrian_Flags_-_FAQs.htm). The program has become very popular and Kirkland now has 40 locations throughout the city and pedestrian flags are being used by many smaller and some large cities throughout the country. Program modifications described in this paper are low cost and can be implemented by any agency that currently uses or wishes to start a pedestrian flag program.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Crosswalks
KW  - Flags
KW  - Kirkland (Washington)
KW  - Marketing
KW  - Pedestrian movement
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - Social factors
UR  - https://trid.trb.org/view/899075
ER  - 

TY  - CONF
AN  - 01139205
AU  - Ham, James R
AU  - Transportation Research Board
TI  - KYTC and MPO Consolidated Planning Guidance
PY  - 2008
SP  - 12p
AB  - This report was developed in order to address procedural improvements for purposes of streamlining the development and revision of the Statewide Transportation Improvement Program (STIP) for Kentucky and the metropolitan Transportation Improvement Programs (TIPs) of the Commonwealth’s Metropolitan Planning Organizations (MPOs). It establishes procedures for changing the TIP after adoption by the MPO and approval of the Governor and the STIP after joint approval by Federal Highway Administration (FHWA) and Federal Transit Administration (FTA). The report has been developed with the following overriding principles in mind: The MPOs and the Kentucky Transportation Cabinet (KYTC) shall work closely together to examine federal regulations to give each agency the most flexibility possible to carry out their responsibilities to the public. The MPOs and the KYTC shall coordinate.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Coordination
KW  - Improvements
KW  - Kentucky
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Statewide
KW  - Transportation Improvement Program
KW  - Transportation planning
UR  - https://trid.trb.org/view/899026
ER  - 

TY  - CONF
AN  - 01139200
AU  - Green, Chuck
AU  - Noel, Scott
AU  - Transportation Research Board
TI  - Planning on a Shoestring – Creating a Multimodal Transportation Plan for Small and Medium Size Communities on a Small Size Budget
PY  - 2008
SP  - 10p
AB  - As urban development continues outward, the trend is toward fast-growing, small and medium size communities more than it is toward new, major cities. As these communities grow, they find that they should, or must, develop a plan to accommodate that growth. In these days of constrained budgets, how to develop that plan is as much of a budget issue as it is a capital facilities plan issue. Many cities may be losing out as such plans are required in order to assess Transportation System Development Charges (SDC) or Traffic Impact Fees (TIF). Using existing processes and data as much as possible, and interviewing those who work with the transportation system on a daily basis, can result in a wealth of information for the cost of a few phone calls and computer time, leaving a good budget to analyze the data and prepare a sound plan. Parsons Brinckerhoff’s (PB) Portland office has developed several transportation plans recently for small and medium size jurisdictions, with budgets well-under $100,000, which also included calculations for TIFs. These are multimodal plans that identify current and future deficiencies in the transportation system, capital project needs and costs, changes in codes and ordinances, as well as identifying financing strategies including traffic impact fees. Some recent planning work that we have completed include city Transportation Capital Facilities Plans for Ridgefield, La Center, and Washougal, Washington. This paper will fully elaborate on budget-saving and cost-cutting techniques we have successfully applied on the small- and medium-size area transportation plans.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Budgeting
KW  - Capital investments
KW  - Impact studies
KW  - Medium sized cities
KW  - Multimodal transportation
KW  - Planning and design
KW  - Small cities
KW  - Transportation planning
UR  - https://trid.trb.org/view/899069
ER  - 

TY  - CONF
AN  - 01139198
AU  - Mohammadian, Abolfazl
AU  - Transportation Research Board
TI  - Travel Data Simulation Tool
PY  - 2008
SP  - 11p
AB  - Due to the high cost, low response rate and time-consuming data processing, few Metropolitan Planning Organizations can afford collecting household travel survey data as frequently as needed. This paper tested the feasibility of the spatial transferability of the National Household Travel Survey (NHTS) data by transferring the distributions from national level to a local area after updating. Based on the cluster/transferability models and Bayesian updating module developed in earlier work, this study aims to facilitate the application of transferring and simulating disaggregate household travel data for local areas. A synthetic population for the New York Metropolitan Statistical Area is created by a two-stage population synthesis procedure. Then, a standard Monte-Carlo simulation is used to generate values of the travel attributes from the updated distributions. By linking the generated travel estimates to the synthetic population, simulated household travel data are created for the application context. Finally, using the add-on samples in the application area as the validation data, comparisons against the simulated data are made to examine the effectiveness of the whole transferability process. Traditionally, transportation planners believed trip rates are easier to be transferred than any other travel statistics. However, this study showed that transferability of other statistics including trip length is also very promising.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bayesian analysis
KW  - Data collection
KW  - Metropolitan planning organizations
KW  - Monte Carlo method
KW  - National Household Travel Survey
KW  - New York (New York)
KW  - Simulation
KW  - Traffic data
KW  - Transportation planning
KW  - Travel surveys
UR  - https://trid.trb.org/view/899071
ER  - 

TY  - CONF
AN  - 01139194
AU  - Bridges, Christopher
AU  - Transportation Research Board
TI  - Coordinating Transportation and Land Use
PY  - 2008
SP  - 11P
AB  - The Yavapai County Public Works Department (YCPW) and the Arizona Department of Transportation (ADOT), Prescott District have been pursuing a program for two years called Coordinating Transportation and Land Use, commonly referred to as “CT-LU.” The effort is a joint planning program primarily between Yavapai County, ADOT, Central Yavapai Metropolitan Planning Organization (CYMPO), Verde Valley Transportation Planning Organization (VVTPO), and Federal Highway Administration (FHWA). The mission and purpose of CT-LU is to share information between all of the involved entities in order to create a highly proactive planning approach via coordination of the transportation and land use planning processes. A primary goal was developed by Yavapai County and the ADOT-Prescott District to identify and analyze how to improve the overall development process between the various federal, state and local agencies. Analysis showed the operations of each agency were isolated with minimal outside interaction or open lines of communication. As a result, the center piece of the process became Yavapai County and ADOT facilitating the flow of transportation and land use information between the various agencies. The key steps to implementing this new process were as follows: (1) Make an extra effort to learn each other’s processes; (2) Monitor and track transportation and land use projects with a global view; and (3) Make the effort in establishing open lines of communication The objective of the new process was then to use CT-LU in order to: (1) Promote a global view of development impacts; (2) Promote a consistent review of transportation and land use development projects with a coordinated and consistent message to developers; (3) Help manage growth more effectively ; (4) Improve efficiency of the transportation system; (5) Reduce infrastructure and right-of-way costs; (6) Maximize mobility; (7) Improve safety ; (8) Invest in the future for a better community.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Communication systems
KW  - Coordination
KW  - Land use planning
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Public transit
KW  - Right of way (Traffic)
KW  - Sustainable development
KW  - Transportation planning
KW  - Yavapai (Arizona)
UR  - https://trid.trb.org/view/899024
ER  - 

TY  - CONF
AN  - 01139191
AU  - Bricka, Stacey
AU  - Knudson, Becky
AU  - Weston, Lisa Marie
AU  - Transportation Research Board
TI  - Household Travel Surveys: Who within the Household Do You Survey and Does it Matter?
PY  - 2008
SP  - 8p
AB  - Household travel surveys inform the transportation planning process and are typically conducted about once every 10 years, based on the region’s long-range planning horizon and the availability of funding. Smaller urban areas may conduct these surveys even less frequently, due mainly to funding constraints. While all surveys collect the basic trip details of origin, destination, travel times, trip purpose, and mode, the surveys vary greatly in terms of who provides travel details. Some regions focus only on travel by those ages 16 and older in the households; others collect travel from those ages 5 and older, but increasingly, regions are collecting travel from all household members regardless of age. This trend towards complete snapshots of household travel patterns is driven by modeling advances that call for intra-household details. One approach to balance the need for new data against limited funding is to survey only a portion of the household members. While the larger regions surveyed all household members regardless of age, smaller regions coped through conducting surveys that obtained travel details only from members age 5 and older or those ages 16 and older. Most models built using this partial data are “3-step” models that focus only on vehicle trips. Thus trips for children are of secondary importance and dropped when prioritizing budgets (Gresham 2008, Bricka and Tinkler 2004). However, as these regions grow, they will either need to conduct new surveys or to impute trips for children using the survey data itself or other available data (such as the national household travel survey). The purpose of this paper is threefold: to review the literature regarding children’s travel in order to understand the extent to which it influences household travel patterns, to document the state of modeling practice to understand why this data is needed, and finally, to present design considerations to help minimize the cost of conducting a travel survey of all household members, or, if a partial survey is conduct now, identify the “pegs” to help with imputing children’s travel in future years.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Households
KW  - Long range planning
KW  - Mode choice
KW  - Origin and destination
KW  - Planning and design
KW  - Public transit
KW  - Transportation planning
KW  - Travel surveys
KW  - Travel time
KW  - Trip purpose
UR  - https://trid.trb.org/view/899022
ER  - 

TY  - CONF
AN  - 01139187
AU  - Padgett, Tim
AU  - Estep, Lance
AU  - Transportation Research Board
TI  - Using Land Use Model Output as Input for a Travel Demand Model Data Set
PY  - 2008
SP  - 6p
AB  - Small and medium-sized communities are continually challenged with planning for the future. Many agencies rely upon land use models to help with planning decisions, and travel demand models to predict the best ways of handling the effects of growth on the transportation infrastructure. In general, the staff tasked with developing input data sets for travel demand models and those tasked with overall land use planning reside in separate departments with separate missions. This separation creates a disconnect between building a travel modeling tool and obtaining and forecasting data for that tool. Unfortunately, the output data from the land use model is not always incorporated into the area’s travel demand model. By challenging the disconnect between the land use and travel demand models, communities can make the most of their modeling tools. This paper focuses on how land use modeling software and travel demand modeling software can be used in conjunction with one another. Using these tools in partnership, communities will be able to not only develop better data, but also better illustrate how alternative land use scenarios have different impacts on travel patterns and transportation decisions. Two projects for small and medium-sized areas have successfully used output from the land use modeling software CommunityViz as input for a travel demand model. Sumter, SC (2030 study area projected population of 110,000) and Mooresville, NC (2030 study area projected population of 110,000) each were able to incorporate land use model output into their respective Tranplan and TransCAD travel demand models. Using these two projects as examples, this presentation will help communities discover the benefits of this approach by discussing: (1) Background of travel demand and land use models; (2) Process of converting the land use output to input for the travel demand model; (3) Output from the travel demand model; (4) Output travel demand model measures of effectiveness; (5) Comparison of alternative land use/travel demand model runs; and (6) Lessons Learned.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Land use planning
KW  - Medium sized cities
KW  - Mooresville (North Carolina)
KW  - Population growth
KW  - Public transit
KW  - Small cities
KW  - Software packages
KW  - Sumter (South Carolina)
KW  - Transportation planning
KW  - Travel demand
KW  - Urban growth
UR  - https://trid.trb.org/view/899023
ER  - 

TY  - CONF
AN  - 01139185
AU  - Geschwind, Gary
AU  - Kott, Joseph
AU  - Shoolery, John
AU  - Transportation Research Board
TI  - Palo Alto Transportation Survey
PY  - 2008
SP  - 10p
AB  - An electronic survey was used to determine the transportation habits of the residents of Palo Alto, CA (a city with a population of 62,000). Using an email database of 1400 adults living in the city, 65% of the individuals receiving the questionnaire responded. Detailed information was obtained for travel for up to six trips per day on weekdays and weekends as well as significant issues about traffic in the city. Some significant findings are as follows: Palo Altans drive an average of 21 minutes to work and 23 minutes returning from work over an average distance of nine miles. Thirty percent of the trips are less than two miles and 40% of the trips are for less than 10 minutes duration. This suggests there is a large potential for expanded public transit as well as additional programs to encourage walking and biking. Palo Altans are more likely to car pool, but less likely to use public transit than other people in the San Francisco Bay Area, however they walk and rely on their bikes much more heavily. The biggest issues confronting drivers is use of cell phones by other drivers distracting them, speeding, need for better traffic enforcement and intersection improvements. Data will be presented showing detailed trip diaries and comparisons with surveys from other regions will be made.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bicycling
KW  - Carpools
KW  - Distraction
KW  - Electronic mail
KW  - Electronics
KW  - Palo Alto (California)
KW  - Public transit
KW  - Travel surveys
KW  - Walking
KW  - Work trips
UR  - https://trid.trb.org/view/899020
ER  - 

TY  - CONF
AN  - 01139183
AU  - Knudson, Becky
AU  - Bricka, Stacey
AU  - Transportation Research Board
TI  - Regional Coordination in Travel Surveys
PY  - 2008
SP  - 8p
AB  - The regional and state level transportation agencies in Oregon have a long history of household data collection efforts. This includes surveys conducted in the mid 1960‟s, „70‟s and 80‟s, as well as the landmark 1994-95 Oregon/Southwest Washington Household Activity Survey (aka the “Portland Activity Survey”) and the spin off 1996 statewide travel survey of select non-MPO regions of the state. Most recent efforts are noted for shifting the focus from collecting trip information to collecting household activity data. In the decade since these surveys, the data were used to estimate regional and statewide travel demand models used for planning efforts in the state. Well known and widely emulated results of these efforts include: Oregon statewide integrated economic, land use, and transportation model; TRANSIMS development, testing and new applications; tour-based models; and the development of models for newly formed MPO areas as well as larger regional models. Recently, the Oregon transportation planning community joined together to fund a joint effort to collect household activity data. The new survey program will include both cross-sectional and longitudinal panel surveys and employ the latest technological advances in travel survey data collection. Underlying this effort is the desire for a coordinated effort among the regional and state-level transportation planning agencies. Collecting data in a consistent manner across jurisdictions will support a broad spectrum of research across geographical regions and government agencies. Working together all participants will realize greater returns on this investment in data collection. The current coordinated effort requires a concerted effort to identify funding, achieve consensus among the agency stakeholders, and develop a survey design that includes core data elements consistent throughout the state, but still allow for a tailored design in each of the individual jurisdictions. This paper and presentation will present the process by which participant consensus was achieved, the pros and cons of shared funding for this coordinated effort, and the design activities necessary to ensure that the survey data obtained through this effort could be used both for regional models as well as a statewide model. The information contained in this paper will be useful for small and medium-sized communities, as well as state Departments of Transportation interested in a pooled-approach to household survey data collection.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Activity choices
KW  - Coordination
KW  - Data collection
KW  - Forecasting
KW  - Households
KW  - Metropolitan planning organizations
KW  - Regional transportation
KW  - Transportation planning
KW  - Travel demand
KW  - Travel surveys
UR  - https://trid.trb.org/view/899070
ER  - 

TY  - CONF
AN  - 01139182
AU  - Herling, Robert
AU  - Transportation Research Board
TI  - A Quantitative Assessment Method for System Safety & Efficiency
PY  - 2008
SP  - 12p
AB  - In response to an emphasis on safety in the most recent federal transportation bill (SAFETEA-LU), as well as an emphasis on data-driven decision making, a method for quantitatively assessing safety and mobility on the Duluth-Superior road network was developed by staff at the Metropolitan Interstate Council (MIC). This method was also developed in support of a larger regional effort to focus limited financial resources on higher-priority needs and has been designed to help identify and prioritize spot locations or road segments as locations of concern within the road network. The method involves using a series of simple calculations in lieu of more complicated and technical methods that may be cost-prohibitive to modest-sized metropolitan planning organizations (MPOs). The performance values derived from these calculations are indexed and summed to produce composite scores that represent a measure of priority among all the spot locations or road segments analyzed. Staff at the MIC perform this assessment biennially and time it to produce findings as area jurisdictions begin their process of project development for the annual Transportation Improvement Program (TIP). Findings of the assessment are presented to local planning and engineering staffs in an effort to bring to their attention potential problems that may exist in their jurisdictions and to provide them with some additional quantitative justification when applying for different funding options to address needed improvements.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Highway safety
KW  - Metropolitan planning organizations
KW  - Mobility
KW  - Quantitative analysis
KW  - Regional transportation
KW  - Road networks
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Strategic planning
KW  - Transportation Improvement Programs
KW  - Transportation planning
UR  - https://trid.trb.org/view/899076
ER  - 

TY  - CONF
AN  - 01139174
AU  - Ford, Kevin M
AU  - Fricker, Jon D
AU  - Transportation Research Board
TI  - Using Sensitivity Analysis to Guide Travel Data Collection in Small and Medium-Sized Communities
PY  - 2008
SP  - 11p
AB  - Small and medium-sized communities often lack data that are complete, current, representative of the community, and appropriate for the travel demand models/software to be applied. Borrowing data from other communities is risky. Published data reveal a wide range of values for trip rates and trip lengths, for example. The “transferability” of any single value taken from another study area is questionable. A statistical update of borrowed data using a local sample may be advisable. However, our experience with a statewide model taught us that the model structure makes the model results more sensitive to changes in some input values than others. The limited resources available for data collection can be guided by knowledge of which input data need to be more carefully verified. A case study of one small metropolitan planning organization (MPO) will be presented.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Case studies
KW  - City planning
KW  - Data collection
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Sensitivity analysis
KW  - Small cities
KW  - Transportation planning
KW  - Travel demand
UR  - https://trid.trb.org/view/899072
ER  - 

TY  - CONF
AN  - 01139172
AU  - Guo, Jessica Y
AU  - Rungjang, Kanisa
AU  - Wittwer, Ernie
AU  - Transportation Research Board
TI  - Freight Planning For Small and Medium Communities: Current State and Best Practices
PY  - 2008
SP  - 15p
AB  - This paper reports the findings from a survey conducted in the summer of 2007 by the National Center for Freight and Infrastructure Research and Education (CFIRE) at the University of Wisconsin at Madison. The survey includes questions regarding five topic areas relating to freight planning: (1) freight planning overview, (2) public involvement strategies, (3) data and analysis tools, (4) freight-specific projects and policies, and (5) plan implementation and monitoring. Additionally, follow-up interviews were conducted with selected MPOs to gain further insights into best practices in freight planning. The paper describes the process undertaken for this survey study and summarizes salient findings of the survey relating to the five topic areas. The authors intend with this paper to facilitate information about infrastructure and current freight planning activities and provide the groundwork for further research to aid small and medium MPOs in freight planning issues.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Best practices
KW  - Freight traffic
KW  - Freight trains
KW  - Freight transportation
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Small cities
KW  - State of the art
KW  - Transportation planning
KW  - Water transportation
UR  - https://trid.trb.org/view/899028
ER  - 

TY  - CONF
AN  - 01139084
AU  - Raw, Jeremy
AU  - Transportation Research Board
TI  - Alternative Strategies for Developing Future Year Trip Tables for Travel Demand Models
PY  - 2008
SP  - 6p
AB  - Development of future year trip tables is a fundamental step in creating travel demand forecasts for air quality analysis, for alternative analysis in plan development, and for other purposes. Classically, two approaches to developing trip tables have been applied: documenting base year trip tables and expanding those tables using growth factors through a fratar procedure, and computing the tables as a model step based on interzonal impedance (often travel time) and other characteristics of origin and destination zones. Computing future year trip tables as a model step commonly relies on a gravity model or a destination choice model. In each case, model results are developed by holding constant certain elements of base year travel behavior. Expanding base year tables with growth factors presumes that travel impedances remain essentially unchanged, whereas a gravity model assumes that travelers will have the same sensitivity to congestion (and impedances) in future years as in the present year. Neither of these assumptions will perfectly capture the intuition of policy makers, particularly when the alternative they are attempting to assess is the outcome of a relatively large, localized change in land use, such as a major development at the edge of the urban area, or the outcome of rapid growth that will significantly increase base year congestion. The “intuition” in these cases is often that new jobs will be associated with new residents, and that new travel will be overlaid on existing travel patterns. This presentation explores how to model this alternative assumption using typical four-step modeling approaches. An implementation of this approach within the model used by VDOT in the Richmond, Virginia, area is presented. The quantitative performance of this alternative approach is evaluated by comparing 2000 and 2006 model years using observed changes in land use and traffic count information. The quantitative results from the new approach in each community are compared to results both from a growth factor distribution model, and from a gravity model. In the short time horizon of this analysis, little difference was observed between the alternative approaches. Over the longer 2031 horizon of the regional transportation plan, the alternative approaches did lead to significant differences in vehicle miles traveled, suggesting that it may be important to ensure that one’s modeling approaches embody assumptions that are acceptable to policy makers. A basic function of travel demand models is to develop trip tables – simplified representations of the trips made from one location to another in the modeled region. Though it is relatively straightforward to develop such tables to match observed data, the problem of developing future tables can be complex when assumptions made for the base year do not transfer well to the future. The problem gets more difficult when the model’s assumptions are not self-evident. In practice, such limitations can lead to significant problems during policy analysis when obscure modeling assumptions do not happen to coincide with the intuition of policy-makers regarding likely outcomes of future scenarios. The present paper reports on a research initiative current underway in the Virginia Department of Transportation (VDOT) Travel Demand Modeling Group to increase the transparency of trip table development. VDOT currently maintains regional travel demand models for 11 Metropolitan Planning Organizations in the state. Many of these models are archaic in structure, and few are based on recent survey data. As an incremental step toward significant enhancement of our regional travel demand models, this research sought to implement and compare some alternative strategies for developing future year trip tables. The goal in this case was not necessarily to come up with a “true” (or even “better”) mechanism for developing those tables, but primarily to explore how to relate the model algorithms to specific policy assumptions about the effects of future development.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Land use planning
KW  - Origin and destination
KW  - Policy making
KW  - Public transit
KW  - Regional planning
KW  - Richmond (Virginia)
KW  - Strategic planning
KW  - Transportation planning
KW  - Travel demand
KW  - Travel patterns
KW  - Travel time
KW  - Trip tables
UR  - https://trid.trb.org/view/899155
ER  - 

TY  - CONF
AN  - 01139082
AU  - Anderson, Michael David
AU  - Kenchappagoudra, Mallikarjuna
AU  - Dondapati, Mary Catherine
AU  - Harris, Gregory A
AU  - Transportation Research Board
TI  - A Methodology to Use FAF2 Data to Forecast Statewide External-External Trips
PY  - 2008
SP  - v.p.
AB  - Simulating freight activity in a statewide model requires the development of an origin/destination matrix containing internal-internal trips, internal-external and external-internal trips, and external-external trips. The external-external trips are often difficult to obtain as data for these trips cannot be surveyed through traditional travel surveying techniques. This paper presents a methodology to use the Freight Analysis Framework Version 2 Database (FAF2) to determine the volume of pass through freight for a statewide transportation model in either tons of freight or value of freight. The methodology is presented using a statewide case study, but is applicable to any region from the database. The paper concludes that the ability to obtain accurate pass-through freight data from a federal database for use in transportation modeling is vital to successful planning.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Case studies
KW  - External-internal trips
KW  - Freight Analysis Framework
KW  - Freight transportation
KW  - Origin and destination
KW  - Transportation planning
KW  - Travel surveys
KW  - Truck traffic
KW  - Trucking
UR  - https://trid.trb.org/view/899029
ER  - 

TY  - CONF
AN  - 01139081
AU  - Shaw, William
AU  - Loudon, William R
AU  - Schulte, Robert J
AU  - Liu, Joanna
AU  - Transportation Research Board
TI  - Visualizing the Long-Range Health of Rural Recreational and Agricultural Corridors
PY  - 2008
SP  - 13p
AB  - This paper describes a system developed by the Idaho Transportation Department and DKS Associates to produce visual displays of how growth in the key rural corridors in Eastern Idaho will affect the future heath of the state facilities and how investments can reduce the long-term impacts of the growth. The system includes a Geographic Information System (GIS) as the base platform where a variety of data on roadway characteristics, land use, population and employment forecasts, and traffic counts are stored and organized. The system also includes a module for producing travel forecasts from population and employment growth forecasts and from historical trends in growth in traffic volumes to reflect growth in the corridor and growth in recreational travel to the region. For a future scenario, the GIS program generates a graphic display of the level-of-service for different times of day, days of the week and seasons of the year. It also can generate a graphic display of the “health” of the corridor where health is defined by a set of factors and criteria that describe how the corridor would be perceived by travelers that use it and how the roadway facility affects the economic health of the corridor. The Visualization Tool has been successfully used by ITD to aid the counties in Eastern Idaho develop plans that anticipate and acknowledge the growth and other changes in the critical state route corridors.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Decision support systems
KW  - Geographic information systems
KW  - Highway corridors
KW  - Idaho
KW  - Network analysis (Planning)
KW  - Recreational trips
KW  - Rural highways
KW  - Transportation planning
KW  - Travel time
KW  - Visualization
UR  - https://trid.trb.org/view/899170
ER  - 

TY  - CONF
AN  - 01139080
AU  - LaMondia, Jeffrey James
AU  - Transportation Research Board
TI  - A Tool for Evaluating Demand Response Transit Accessibility
PY  - 2008
SP  - 15p
AB  - Demand Response Transit (DRT) is a critical form of transportation for handicapped, low income, and small/ medium sized communities. This type of service, which transports riders through an on-demand basis, is commonly used in communities that are not dense enough to support a fixed route transit system. Unfortunately, DRT systems face many challenges that restrict how well they can serve their community, including limited funding, understaffing, aging fleets, a lack of technical support, a lack of quantification of level of service standards, and minimal modeling/planning practices. This paper discusses a unique DRT accessibility tool that addresses these challenges by determining how well a DRT system serves its riders and the most efficient ways to improve this service. The DRT Accessibility Tool, which is developed in Microsoft Access based on DRT travel logs, service characteristics and surveys from Brownsville, Texas, uses a complex system of models to simulate actual daily DRT travel patterns. The DRT accessibility tool is transferable, practical, and valuable for all small and medium communities. The tool utilizes service fleet and region information that all operators already have, and it is designed to be applicable to demand response systems of any size and location. Ultimately, DRT operators can use the accessibility tool in two robust ways. First, they can evaluate their current accessibility levels for various combinations of population groups, service areas, and travel purposes. Second, the accessibility tool allows operators to undertake “what if?” scenarios to evaluate changes in fleet characteristics (supply), population demographics (demand), and service areas (scope). Similarly, operators can predict (and anticipate) future needs of their riders by using the tool to analyze changes in population demographics. These results have the potential to inform important public transportation planning, budgetary, and policy decisions.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Accessibility
KW  - Brownsville (Texas)
KW  - Demand responsive transportation
KW  - Level of service
KW  - Paratransit services
KW  - Persons with disabilities
KW  - Public transit
KW  - Ridership
KW  - Transportation planning
KW  - Travel demand
KW  - Travel patterns
UR  - https://trid.trb.org/view/899096
ER  - 

TY  - CONF
AN  - 01139075
AU  - Zmud, Mia
AU  - Sabala, John
AU  - Transportation Research Board
TI  - Online Jams: A Tool for Public Engagement
PY  - 2008
SP  - 8p
AB  - Successful decision-making by transportation agencies lies in enabling communication and dialogue with the public, stakeholders, and technical specialists. In the summer of 2007, the Texas Department of Transportation (TxDOT), in collaboration with the RAND Corporation and NuStats, conducted a pilot program to test the use of an “online jam,” a web-based online discussion venue, and assess its potential for informing policy and program decision-making. The use of Internet websites has become a popular tool to educate and inform the public about transportation issues, but typically, it has been a one-way communication flow from transportation agency to the stakeholder. In recent years, however, online surveys, blogs, podcasts, and polling have made web-based, two-way communication more commonplace for gauging public sentiment and gathering input. An online jam uses collaborative software to enable group interaction in a computer-mediated, virtual environment. Unlike traditional public involvement techniques such as in-person meetings, where ideas or thoughts are offered one at a time in a very linear and structured manner, the online jam enhances the free flow of ideas among many persons at once. The venue allows public agencies, like TxDOT, to move beyond using the worldwide web as an information sharing vehicle for posting content to creating online communities for targeted, analytical dialog to inform decision-making. Still, there are some impediments to its practical use. For instance, the topic must be of clear interest and importance to the stakeholders in order to successfully recruit sufficient participants to create a meaningful dialogue. Second, it is important to identify situations in which online jams would clearly be a better choice than other engagement tools. This paper introduces the role of online dialogues in engaging the public and others in policy transportation decision-making by sharing the TxDOT Online Jam experience. It describes the process for conducting the online jam and offers a set of considerations in deciding to incorporate an online jam into your public involvement program.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Communication systems
KW  - Decision making
KW  - Information dissemination
KW  - Information technology
KW  - Public information programs
KW  - Public participation
KW  - Stakeholders
KW  - Texas
KW  - Travel surveys
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/899152
ER  - 

TY  - CONF
AN  - 01139072
AU  - Williams, Thomas
AU  - Transportation Research Board
TI  - Meso-Level Demographic Allocation Tool
PY  - 2008
SP  - 12p
AB  - This paper describes a meso-level demographic allocation technique employed for the 5 county travel demand modeling region in Austin, Texas. The goals of the system include incorporation of higher density Activity Center scenarios and use of travel time accessibility as an input. The tool is relatively simple to execute, using available goegraphic information system (GIS) data, and uses concepts relatively simple to understand. The result is a defensible, replicable, numerical tool that can store objective criteria which can be recalled for future analysis and review. The simplicity and low cost of the Meso-Level Demographic Allocation Tool makes it a highly valuable technique for use by smaller urban areas under 250K population. The CAMPO Demographic Allocation Tool is a TransCAD GIS-based computer program developed for the Capital Area Metropolitan Planning Organization (CAMPO) for iteratively allocating household and employment growth. The iterative process concludes when the user defined criteria on growth allocation are met. The tool allocates growth annually; nonetheless, CAMPO staff will aggregate growth in 10 year increments. Throughout the iterative process of allocation the tool considers the developable land, goal density, and a rating of attractiveness by traffic analysis zone. The total target growth and density goals are defined by CAMPO staff and will be recommended for adoption by the CAMPO Board. The presentation will describe the allocation procedure, starting from the estimation of developable land which is calculated based on the following factors: (1) Approved and planned development; (2) Natural/environmental constraints (flood plains, parks, preserves, steep slopes, water bodies, etc.; (4) Percentage of redevelopment, and (4) Vacant land. The tool allocates growth to small area grid cells which are then aggregated to TAZs. Designated Activity Centers receive additional attractiveness ratings and specialized density goals. The factors affecting the rating of attractiveness include: (1) Designation as an Activity Center (small, medium, or large); (2) User defined “Attractor Points” to reflect knowledge of locations with household and/or employment attractiveness, (3) Potential detractors to development (land fills, airport noise zones, etc.); and (4) Household and employment accessibility (transit and auto travel times from travel demand model). The Tool uses allocation “bins” to rank generalized areas of the region by attractiveness. Growth is distributed to each bin according to a user-defined function, in this case an exponential function is used. A simple user friendly interface allows input of attractiveness parameters, exponential function parameters, and control of scenarios as they are executed. Simplified mapping is also included in the Interface.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Activity centers
KW  - Austin (Texas)
KW  - Demographics
KW  - Geographic information systems
KW  - Land use planning
KW  - Planning and design
KW  - Public transit
KW  - Sustainable development
KW  - Traffic analysis zones
KW  - Transportation planning
KW  - Travel demand
KW  - Travel time
UR  - https://trid.trb.org/view/899172
ER  - 

TY  - CONF
AN  - 01139071
AU  - Ngai, Florence
AU  - Reid, Jonathan
AU  - Transportation Research Board
TI  - A Traffic Micro-Simulation Model with a Gateway System
PY  - 2008
SP  - 11p
AB  - As the problem of congestion is becoming more serious in urban areas and suburban communities, it is critical that planning studies should use precise and reliable analysis tools that are sensitive to traffic issues at the local level to predict future growth and congestion hot-spots. Such analysis tools must be able to study traffic impacts caused by localized improvements in roadway capacity, intersection geometry, signal timing, and/or transit operations. Recent Federal legislation put emphasis on improving the productivity of existing systems through the management of demand and existing transportation systems. This can be achieved by improving traffic operations. The concept of a traffic micro-simulation model with a gateway system is a bold step forward towards achieving these measurable objectives. Traditional analysis methodology includes the use of a traffic micro-simulation model using traffic volumes extracted from large regional macro models with large, unrefined traffic analysis zones, and with assumed localized static routes. This assumption is adequate in a regional or corridor network environment where specific congestion spots are not the issues of the study or in a network environment where there is limited route choice between an origin-destination pair. However, this methodology does not provide useful traffic data for operational analysis in localized congested urban environments. In addition, regional models and macro-analysis cannot be relied on to determine the distribution of trips as they enter and exit the network. For the Red Line Corridor Transit Study in Baltimore, Maryland, a traffic micro-simulation model of the Downtown Baltimore CBD area was developed in VISSIM to study traffic impacts caused by various transit alternative operations. The study area was a focus area with a population of less than 10,000. The highway is a grid system that encompassed four major east-west streets, sixteen (16) north-south streets, and over forty signalized intersections. To address the intersection operations, path choices and improvement alternative issues as discussed above, the VISSIM model assigned an origin-destination trip matrix to the network so that path choice was sensitive to traffic operations and geometric changes. A gateway system was added to the zone system so that the distribution of trips was determined by the traffic operations as well. Results were reasonable and showed that this methodology was effective in determining traffic patterns and congestion at the micro level. Although the study area was in Downtown Baltimore, the methodology is applicable to small and medium-size communities. The study demonstrates that this methodology is quick and easy to implement, and that the amount of data required is the same as for developing a static route model.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Baltimore (Maryland)
KW  - Gateways
KW  - High risk locations
KW  - Highway capacity
KW  - Intersections
KW  - Microsimulation
KW  - Public transit
KW  - Traffic congestion
KW  - Traffic signal timing
KW  - Traffic simulation
KW  - Traffic volume
KW  - VISSIM (Computer model)
UR  - https://trid.trb.org/view/899093
ER  - 

TY  - CONF
AN  - 01139061
AU  - Eisele, William L
AU  - Crawford, Jason A
AU  - Stensrud, Rachael L
AU  - Transportation Research Board
TI  - Low-Cost Data Collection for Mobility Monitoring in Small to Medium-Sized Communities: Travel Time Data Collection, Intersection Studies, and Traffic Counts
PY  - 2008
SP  - 12p
AB  - This paper describes the extensive mobility monitoring data collection efforts performed as part of a recently completed research project by the Texas Transportation Institute (TTI), sponsored by the Texas Department of Transportation (TxDOT), to develop mobility monitoring measures and procedures for small- to medium-sized communities (SMSCs). Data collection was performed in two communities—one community of approximately 160,000 persons, and another community with a population of approximately 35,000. This allowed researchers to implement and test the methodology at both ends of the population scale for SMSCs. In contrast to mobility monitoring in a large urban area, mobility monitoring in a SMSC requires the use of low-cost and economical methods to identify, measure, and efficiently program mobility-improving transportation projects. Low-cost methods often include those that can be quickly implemented with relatively-available equipment and persons to perform the data collection. The authors describe the data collection and associated costs for the travel time data collection, intersection studies, and traffic counts. Specifically, the three objectives of this paper are to: (1) Highlight select findings of an extensive mobility monitoring literature review with special emphasis to the SMSC application; (2) Present the development of a mobility monitoring framework and its application in two SMSCs; and (3). Provide low-cost data collection tips and associated costs for mobility monitoring in SMSCs with details on travel time data collection tradeoffs. This paper will be of use to practitioners from MPOs, cities, counties, or state DOTs who have implemented, or want to learn more about implementing, mobility monitoring in SMSCs. The research community will also gain from the authors’ experiences.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Data collection
KW  - Intersections
KW  - Low cost
KW  - Medium sized cities
KW  - Mobility
KW  - Monitoring
KW  - Small cities
KW  - Texas
KW  - Traffic counting
KW  - Transportation planning
KW  - Travel time
UR  - https://trid.trb.org/view/899098
ER  - 

TY  - CONF
AN  - 01139059
AU  - Kresich, Dianne
AU  - Lima, Peter M
AU  - Transportation Research Board
TI  - Arizona's Small Area Transportation Study Program: A Model of State – Local Partnership
PY  - 2008
SP  - 10p
AB  - Preservation of the state highway system as a high-speed, access-controlled network of intercity roadways remains a major objective of the Arizona Department of Transportation (ADOT). One strategy the Department employs toward this end is to assist small and medium-sized communities, as well as rural counties, in developing transportation plans that focus on their local or county roads. For nearly two decades, this partnership between ADOT and local or county agencies has been manifested in the development of Small Area Transportation Studies, commonly referred to as a SATS. By fostering effective planning that leads to improved internal circulation at the local level, transportation needs can be met on many levels. In addition to preserving the function of its highways, the state agency hopes that improvements to local street networks alleviate, in some cases, what initially appears to be a need for additional state facilities. From the point of view of the local community or county, the assistance provided by ADOT provides them the opportunity to conduct planning on a level that would be otherwise cost-prohibitive – if not impossible. This is particularly the case in the smallest communities and in those overwhelmed by the massive in-migration of new residents. Three case studies illustrate the application of the SATS model in vastly different communities, and highlight the recognition by ADOT planners of the need for a new, more flexible direction for the program.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Access control (Transportation)
KW  - Arizona
KW  - Cost effectiveness
KW  - High speed ground transportation
KW  - Medium sized cities
KW  - Partnerships
KW  - Regional planning
KW  - Regional transportation
KW  - Small areas
KW  - Small cities
KW  - Transportation planning
UR  - https://trid.trb.org/view/899089
ER  - 

TY  - CONF
AN  - 01139057
AU  - Larco, Nico
AU  - Transportation Research Board
TI  - Fringe Density: Planning Tips for Overlooked Density in Suburbia
PY  - 2008
SP  - 17p
AB  - Many small and medium-sized communities have seen a dramatic increase in the number of suburban multifamily housing developments in the last twenty years. Nationally, this housing type has been the largest growing housing market in the country since 1970, far outpacing suburban single family housing growth. These suburban multifamily housing developments are an often overlooked example of density in suburbia and are typically relegated to the role of buffers between commercial areas and single family homes. There is an opportunity for transportation and land use planners to change the way they look at suburban multifamily housing to capitalize on its density, demographics, and adjacencies in order to create more integrated semi-urban nodes in suburbia. This paper reports on a national study of suburban multifamily housing that focuses on the effects of planning process and policy on the actual development of this housing type. This study evaluated transportation behavior of residents and the potential for local scale walking and biking transit to adjacent commercial uses. Central to this has been the effects of planning and development policies and culture on specific site design decisions. This paper provides an understanding of why current suburban multifamily design/development models exist and proposes best practices on how to engage and integrate suburban multifamily development into their communities. Case studies from a number of jurisdictions across the country are cited to help elucidate the role of planning and design in this process. This research was generously funded by the National Multi Housing Council, Equity Residential, and the Oregon Transportation Research and Education Consortium.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bicycling
KW  - City planning
KW  - Housing development
KW  - Land use planning
KW  - Oregon
KW  - Planning and design
KW  - Population density
KW  - Suburbs
KW  - Transportation planning
KW  - Walking
UR  - https://trid.trb.org/view/899159
ER  - 

TY  - CONF
AN  - 01139052
AU  - Weissman, Sarah
AU  - Neshatfar, Mitra
AU  - Transportation Research Board
TI  - Plan4Safety – New Jersey‟s Crash Analysis and Decision Support Tool
PY  - 2008
SP  - 7p
AB  - Plan4Safety is a powerful tool that provides a myriad of benefits for safety professionals in New Jersey. This application is a multi-layered decision support program for transportation engineers, planners, enforcement, and decision makers in New Jersey's transportation and safety agencies to analyze crash data in tabular and geospatial forms. More than identifying crash hot spots which merit further investigation and prioritizing them for potential safety improvements, Plan4Safety integrates statewide crash data, roadway characteristic data, calculates statistical analyses, incorporates network screening layers and models, and includes a visual analytical tool (GIS). These tools were developed with safety professionals' needs in mind and allow the users to hone in on problem areas so that site-specific improvements can be implemented. The software also contains essential tools for examining incident patterns and properties. Plan4Safety has already been put into action, helping many counties and municipalities in New Jersey pinpoint high-incident sites and evaluate particular factors that contribute to crashes in those locations. The New Jersey Department of Transportation – for whom the program was developed – metropolitan planning organizations, county and local engineers, and other decision makers can all use Plan4Safety to help resolve critical issues and assess the most sound and cost-effective ways to approach safety management, enhancement, and improvement.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Crash analysis
KW  - Decision making
KW  - Decision support systems
KW  - Geographic information systems
KW  - High risk locations
KW  - Metropolitan planning organizations
KW  - New Jersey
KW  - Statistical analysis
KW  - Transportation engineering
UR  - https://trid.trb.org/view/899078
ER  - 

TY  - CONF
AN  - 01139051
AU  - Vyas, Maria
AU  - Transportation Research Board
TI  - Gateway to Zion: Nimby and a National Park Community
PY  - 2008
SP  - 9p
AB  - The town of Springdale, Utah, lies at the entrance to Zion National Park in the southwestern corner of the state. This spectacular national park is immensely popular, receiving 2.6 million visitors in 2006, and shows no signs of slowing down. Springdale, in contrast, has 500 residents and one main road through town. Springdale’s economy relies on the tourists for survival, but the main road is clogged during the peak season with cars, buses, pedestrians, and cyclists. In 2006, Springdale and Utah Department of Transportation (UDOT) began working together to pursue a non-motorized trail to provide an alternative to the primary route into and out of both the town and national park. The town used innovative evaluation strategies to screen trail alignment alternatives and harnessed local resources to build support for the trail. This paper provides an overview of the trail planning process, and discusses the challenges posed by a small but vocal faction of property owners. It will also outline the process of establishing consensus among a wide range of interagency interests. Techniques of interest to small and medium-sized communities include budget-conscious methods of evaluating and selecting trail alignments, and approaches to dealing with project opponents.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Buses
KW  - National parks
KW  - Nonmotorized transportation
KW  - Outdoor recreation
KW  - Public transit
KW  - Recreational facilities
KW  - Springdale (Arkansas)
KW  - Springdale (Utah)
KW  - Tourism
KW  - Traffic congestion
KW  - Trials
KW  - Zion National Park
UR  - https://trid.trb.org/view/899174
ER  - 

TY  - CONF
AN  - 01139048
AU  - Frawley, William E
AU  - Transportation Research Board
TI  - Random Count Site Selection Process for Statistically Valid Estimations of Local Street Vehicle Miles Traveled
PY  - 2008
SP  - 15p
AB  - The Texas Department of Transportation (TxDOT) has identified the need a more accurate estimation of vehicle miles traveled (VMT) on streets functionally classified as local. The Texas Transportation Institute (TTI) developed a procedure to randomly select traffic count sites on local streets that results in a statistically valid estimation of local street VMT. This procedure involves using grids overlaid on maps depicting the functional classifications of streets in a given area. All grid cells are assigned sequential numbers and then a relative range of random numbers is generated. The actor then locates the grid cells that correspond to the randomly selected numbers in the order in which they were generated. Each time a cell is selected that contains a local street, the actor highlights it and marks a count location on the map. This process is repeated until an appropriate number of sites have been selected. Statistical analyses have determined how many count locations are necessary in order to provide a representative sample of traffic counts in areas, depending on the population. Median values of counts identified the number of counts at which the diminishing rate of return on the investment in the counts occurs. This procedure has resulted in median traffic count volumes on local streets that more realistically represent the variety of local streets that exist. These median volumes, derived from randomly selected sites, are considerably lower than the median volumes derived from historical count locations that are not randomly selected. In addition, there are now randomly selected traffic count locations in area types of some counties where no counts were previously performed.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Grids (Coordinates)
KW  - Location
KW  - Random sampling
KW  - Statistical analysis
KW  - Streets
KW  - Texas
KW  - Traffic counting
KW  - Traffic estimation
KW  - Traffic volume
KW  - Vehicle miles of travel
UR  - https://trid.trb.org/view/899099
ER  - 

TY  - CONF
AN  - 01139045
AU  - Baltz, David K
AU  - Transportation Research Board
TI  - Retrospective Analysis of Population Projections – 25 Years Later
PY  - 2008
SP  - 12p
AB  - One aspect of population projections used for traffic modeling in small and medium sized cities and counties is that agencies seldom if ever go back to evaluate how accurate their long range projections have been. Typically once a new or revised set of projections are made, the old projections are quickly forgotten long before the horizon year is ever reached. This paper and presentation will provide a post horizon-year retrospective evaluation and analysis of a set of 20-year population projections I prepared in the early 1980’s for the Stanislaus Area Association of Governments when I was employed by Stanislaus County, California. These projections were important because they set new countywide population control totals, which were later disaggregated to the cities and to traffic analysis zones for land use and transportation planning. The population projections were prepared following the 1980 Decennial Census using three relatively independent methodologies, with several alternatives run for each. These methods can be described as 1) a trend extrapolation method that used past population levels and a simple regression model, 2) an employment based method, which combined employment projections with projections of future labor force participation rates to determine future population, and 3) a cohort component model, which utilized interstate and inter-county migration trends to project the net migration component. In using three different methodologies it was hoped that some consistent future population levels would emerge. This approach was successful in this regard. On the surface, it appears that the 20-year projections prepared in the early 1980’s were actually quite accurate. But this analysis will dig deeper into the data to try to determine if this accuracy was attained by the quality of the methods used or merely by random chance. This paper and presentation will look at the various factors that went into the three methodologies and compare assumptions with what actually transpired over the 20-year period. Some of these factors included employment growth, changes in labor force participation rates, net migration to Stanislaus County, and natural increase (fertility and survival rates). The impact of each of these factors on the accuracy of the projections will be evaluated. Projecting is a difficult business. Very seldom are we able to give true estimates or probabilities of the expected accuracy of our projections. This analysis is a once in a career opportunity to try to get a handle on this question of population projection accuracy. Hopefully this paper and presentation can add to a limited literature on the subject.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Labor force
KW  - Long range planning
KW  - Population forecasting
KW  - Population growth
KW  - Retrospective analysis
KW  - Stanislaus County (California)
KW  - Traffic models
KW  - Transportation planning
UR  - https://trid.trb.org/view/899054
ER  - 

TY  - CONF
AN  - 01139041
AU  - Shannon, Robert
AU  - Transportation Research Board
TI  - Breaking a 50 Year Impasse: The Cathedral Area Historic District Improvements
PY  - 2008
SP  - 8p
AB  - The Cathedral Area Historic District in Bismarck, North Dakota included the longest arterial street in the community, yet the street narrowed down to only 30 feet wide through the 100-year-old historic district. Beginning in the 1950s, the city made several attempts to upgrade infrastructure and improve traffic flow, only to be met with protests and legal challenges from the organized neighborhood. The result was a crumbling infrastructure and a narrow corridor so congested that emergency vehicles had to avoid the route. Arguments, for and against widening the arterial street, were frequently debated in local news media for many years. The city decided a new approach was needed. Rather than merely planning for the next street improvement project, the city began a dialogue with neighborhood representatives. Not a dialogue about what the city would like to include in an improvement project, but a dialogue about whether there could ever be ANY kind of improvement. Within the following year, the new approach yielded a neighborhood consensus regarding improvements to the Washington Street corridor, and potentially throughout the rest of the Cathedral Historic District. Developing a partnership with the neighborhood was the first step, with the next hurdle being the State Historic Preservation Office, and then reaching consensus with the divided community. The resulting project preserved, and even celebrated the Historic District’s sense of place while providing a meaningful improvement in traffic flow. The public input process included open invitations for anyone to join the neighborhood stakeholder advisory committee (SAC) meetings. A series of four public input meetings, four SAC meetings, interactive community web survey, and a two-day design charette were all conducted within a three month time frame to continually build on the energy and enthusiasm of everyone involved. This project development approach provided valuable lessons in public outreach, context sensitive design, traffic calming, and the importance of listening with sincerity and following-up with commitment.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Arterial highways
KW  - Bismarck (North Dakota)
KW  - Historic preservation
KW  - Historic sites
KW  - Planning and design
KW  - Public participation
KW  - Traffic congestion
KW  - Traffic flow
KW  - Transportation planning
UR  - https://trid.trb.org/view/899154
ER  - 

TY  - CONF
AN  - 01139039
AU  - Brown, Jailyn
AU  - Transportation Research Board
TI  - Local and State Coordinated Detour Routing for Major Freeway Incidents
PY  - 2008
SP  - 9p
AB  - The Thurston Regional Planning Council facilitated development of a coordinated system for detouring traffic around major blocking incidents on Interstate 5 and US Highway 101 in Thurston County, Washington. The plan, called the “Incident Management Handbook for the I-5 Thurston County Corridor,” includes routes in rural and urbanized areas. It involves working with a number of city, county and state roads, police, communications and fire departments to establish a coordinated action plan. The objective is to better manage traffic on both the freeway and local arterials when a major incident on the freeway occurs. Detoured traffic is routed onto local streets around incidents that block all lanes of the freeway in one direction with an expected duration of more than 2 hours. A workgroup of staff from all the affected agencies developed maps of detour routes, a sign plan, a traffic control plan, and a communication plan. Washington State Patrol, the lead field agency, calls for the detour, setting in motion a coordinated response from local and state public works/roads, police, emergency communications and public information officers. It also creates a mechanism for cost recovery for local jurisdictions. In the near future, the plan will be available real time on-line in emergency response vehicles through a secured network, Rapid Responder, which provides facilities information for first responders. State Patrol also developed a training video for all participating agencies. Developing this plan required multiple agencies to understand and appreciate each other’s goals and how each agency could contribute to meeting the goals of all – for improving mobility, safety, traveler information and overall system management. The Washington State Department of Transportation estimates for every minute an incident blocks the freeway, up to nine minutes of additional delay can occur, often with accidents happening in the backup. This plan helps manage the inevitable overflow of traffic onto city and county roads with an eye towards minimizing traveler frustration and improving safety.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Detours
KW  - Emergency vehicles
KW  - Freeway operations
KW  - Hazards and emergency operations
KW  - Incident detection
KW  - Incident management
KW  - Mobility
KW  - Rerouting
KW  - Thurston County (Washington)
KW  - Traffic congestion
KW  - Traffic incidents
KW  - Traveler information and communication systems
UR  - https://trid.trb.org/view/899079
ER  - 

TY  - CONF
AN  - 01139038
AU  - Parkhurst, Karen
AU  - Transportation Research Board
TI  - Rural and Tribal Transportation Services – A Coordinated Approach to Meeting Mobility Needs
PY  - 2008
SP  - 11p
AB  - Insufficient funds can destabilize essential mobility programs. They can also lead to resourceful alternatives. The creativity and determination of a diverse group of partners helped to fill the rural mobility gap that resulted when the Thurston region’s public transit agency had to reduce its service area.  Thurston Regional Planning Council (TRPC) re-convened a consortium of non-traditional transportation partners in 2002 to identify and address gaps in rural service created when Intercity Transit’s service boundaries were reduced, eliminating much of rural Thurston County. Working with social service providers, transportation agencies, tribal and local governments, and health care providers, TRPC helped develop and support several innovative transportation programs to not only backfill lost services but also grow and improve rural mobility. Rural Transportation for Seniors started as a partnership between TRPC, the Lewis-Thurston-Mason Area Agency on Aging, Senior Services for South Sound, the City of Tenino, and Intercity Transit to provide vehicles and volunteer drivers to serve seniors on priority trips. Rural & Tribal Transportation Program focuses on low-income riders and work-related transportation needs from the reservations and outlying areas of the community to urban employment centers in Lacey, Olympia, Tumwater, Centralia, and Chehalis. Tribal Transportation Programs serve residents of the Nisqually Indian Tribe and the Confederated Tribes of the Chehalis Reservation with on-demand and variable fixed-route transportation service to jobs and educational opportunities. Youth After-School Programs pay for transporting youth to after-school programs with the Boys and Girls Club, county parks and recreation, and Kid’s Place using Laidlaw School Transportation Services. Coordination of program times has enabled the various groups to share trips and reduce costs for everyone. While each of these services began as individual efforts, a further coordination effort was implemented in 2005 to combine the various programs into a single rural and tribal transportation program. A single contracted provider, centralized dispatch and other efficiency measures increased productivity, lowered costs, and increased service for all the programs. This presentation examines these programs in terms of the constraints and opportunities they presented to TRPC and its partners. It will highlight outcomes and measures of success, lessons learned between program concept and implementation, and considerations for successful program development in any community. It will also describe how these programs and the partnerships that created them provided the foundation for TRPC’s Regional Coordinated Public Transit and Human Services Transportation Plan.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Coordination
KW  - Indian reservations
KW  - Mobility
KW  - Public transit
KW  - Regional government
KW  - Rural areas
KW  - Thurston County (Washington)
KW  - Thurston Regional Planning Council (Washington)
KW  - Transportation planning
KW  - Tribal government
UR  - https://trid.trb.org/view/899166
ER  - 

TY  - CONF
AN  - 01139037
AU  - Seeger, Christopher J
AU  - Transportation Research Board
TI  - Online Tools for Mapping Safe Routes to Schools and Barrier Identification
PY  - 2008
SP  - 10p
AB  - According to the Safe Routes to School (SRTS) guide from the National Center for Safe Routes to School, one of the first steps in creating or updating a SRTS plan is to “obtain maps, collect information about where children live, the routes they take to school and the condition of the streets along the way.” Collecting this information can be a tedious and expensive task, especially if the information is collected through traditional paper survey methods on an annual basis. A solution to this problem is to utilize online mapping techniques. The implementation of a web-based mapping solution allows parents and their children to self report the routes they use (or would use) to get to school, the barriers preventing them from using existing routes and additional information necessary for administrators to efficiently evaluate the use and awareness of the existing plan. The online mapping tool can also be used to identify walking school bus routes or to redistribute resources on an annual basis. This paper will present the results of such a mapping system that was developed by Iowa State University Extension. The system is built using the Google Maps™ API and ArcGIS® Server geoprocessing tools. This presentation will be of interest to transportation and city officials as well as school administrators that are implementing or upgrading their Safe Routes to School Program.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Data collection
KW  - Geographic information systems
KW  - Google Maps
KW  - Information technology
KW  - Mapping
KW  - Mode choice
KW  - Real time information
KW  - Safe Routes to School (Program)
KW  - Travel surveys
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/899150
ER  - 

TY  - CONF
AN  - 01139033
AU  - Crawford, Jason A
AU  - Eisele, William L
AU  - Transportation Research Board
TI  - Practitioner Resources for Implementing Mobility Monitoring in Small to Medium-Sized Communities
PY  - 2008
SP  - 10p
AB  - Extensive technical resources are available for performing mobility monitoring in large urban areas; however, there are limited, like resources available for small to medium-sized communities (SMSCs). The process, performance measures, data collection techniques, and improvements are different in SMSCs in comparison to large urban areas. This paper describes the resources developed by the Texas Transportation Institute (TTI) through a Texas Department of Transportation (TxDOT)-sponsored research project. The project objective was to develop and implement a mobility monitoring framework for SMSCs. The framework was implemented and refined based upon applications in two communities—a small community (~35,000 population) and a medium-sized community (~160,000 population). This paper highlights and discusses the guidance materials developed through this research. The resources include: (1) Guidebook for Mobility Monitoring in Small to Medium-Sized Communities: A How-To Guide—a guidebook for technical audiences; (2) A Guide for Monitoring Mobility in Small to Medium-Sized Communities—a 12-page smaller guide for non-technical audiences based upon the ―How-To Guidebook; (3) Frustrated by Big City Congestion in Your Community?—a tri-fold brochure for citizens; (4) PowerPoint® presentations to a technical and non-technical audience highlighting the project and its resources; (5) and An interactive CD which allows the user to interactively work through a case study from the guidebook, includes all resources, and includes associated links and resources. The resources presented in this paper will be of use to practitioners from metropolitan planning organizations (MPOs), cities, counties, and state departments of transportation (DOTs) who are seeking guidance and resources for implementing new, or refining existing, mobility monitoring activities in SMSCs. The research community will also gain from the authors’ experiences.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Guidelines
KW  - Information dissemination
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - Mobility
KW  - Monitoring
KW  - Small cities
KW  - Small to medium-sized urban areas
KW  - State departments of transportation
KW  - Transportation planning
UR  - https://trid.trb.org/view/899055
ER  - 

TY  - CONF
AN  - 01139031
AU  - McMillan, Tracy E
AU  - Bennett, Jennifer
AU  - Transportation Research Board
TI  - Examining the Disjuncture between Local Government and School Facility Planning
PY  - 2008
SP  - 13p
AB  - Schools are an integral and influential part of communities. They play an important role as places of learning, civic engagement, social outlets, and recreation, helping to shape the young minds of a community. The placement of new schools, like other infrastructure, not only responds to residential growth, but also encourages it. Without coordination between school districts and local governments, cities may be left in the position of responding to growth rather than guiding it. Using both a web-based survey and case studies of Texas school district and local government cohorts, this project focuses on gaining an understanding of: 1) the current policies and practices that guide school facility planning at the state and local level; and 2) the relationships between school district facility planners and local planners in order to identify the barriers to and opportunities for coordinated efforts in school facility planning. A stratified random sample of 100 Texas school districts and their associated local governments (N=250; school districts and local governments are not a one-to-one match in Texas) was selected to participate in the web-based survey. Response rate from each group was approximately 30%. Presentation of results will focus on 1) influential factors at the state and local level that guide school district and local government planning and coordination related to school siting; and 2) the perceived level and frequency of coordination between the two entities. This information will provide insight into barriers to and opportunities for change in local government and school facility planning.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - City planning
KW  - Coordination
KW  - Land use planning
KW  - Local government agencies
KW  - Planning and design
KW  - Planning by facility or land use
KW  - Policy making
KW  - Regional development
KW  - Regional planning
KW  - Residential development
KW  - Schools
KW  - Texas
UR  - https://trid.trb.org/view/899151
ER  - 

TY  - CONF
AN  - 01139030
AU  - Concas, Sisinnio
AU  - Winters, Philip L
AU  - Transportation Research Board
TI  - Estimating Societal Benefits and Costs of Transportation Demand Management
PY  - 2008
SP  - 16p
AB  - The 2006 Congestion Mitigation and Air Quality Improvement (CMAQ) Program Interim Guidance provides explicit guidelines to program effectiveness assessment and benchmarking by calling for a quantification of benefits, as well as disbenefits, resulting from emission reduction strategies for project selection and evaluation of transportation demand management (TDM) initiatives. To address this issue, the Florida Department of Transportation (FDOT) commissioned a study with the objective of developing a model that permits program managers and funding agencies like FDOT to make informed decisions on where to spend finite transportation dollars based on a full range of benefits and costs. In this paper we summarize the design and development of a spreadsheet application called TRIMMS (Trip Reduction Impacts of Mobility Management Strategies), that combines academic and practitioner experiences within a theoretical framework that truly captures consumers’ price responsiveness to diverse transportation options by embracing the most relevant trade-offs faced under income, modal price and availability constraints. We show that TRIMMS, while retaining comparability and consistency with other benefit to cost analyses, allows TDM programs across the U.S. using local data or opt to use defaults from national research findings, select the benefits and costs of interest, and calculate the costs and benefits of a given program. A key strength of this model is its wide range of benefits and costs that can be selected for the analysis that go beyond currently available spreadsheet applications limited to air quality improvement assessment.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Air pollution
KW  - Air quality
KW  - Benefit cost analysis
KW  - Decision making
KW  - Florida Department of Transportation
KW  - Mode choice
KW  - Pollutants
KW  - Pricing
KW  - Spreadsheets
KW  - Transportation policy
KW  - Travel demand
UR  - https://trid.trb.org/view/899160
ER  - 

TY  - CONF
AN  - 01139029
AU  - Naser, Mohammad
AU  - Smadi, Ayman
AU  - Transportation Research Board
TI  - Enhancing Regional Travel Models’ Response To Dynamic Traffic Conditions
PY  - 2008
SP  - 9p
AB  - Traffic congestion continues to increase at an alarming rate, adding more strain on the transportation system and adversely impacting people’s quality of life. Transportation agencies addressing the traffic congestion problem are having to utilize operational and management strategies as opposed to traditional infrastructure expansions. Transportation planning agencies have traditionally held the role of forecasting future demand for transportation and estimating the associated system performance. They also are in charge of developing transportation improvement programs to address deficiencies in system performance. Regional Travel Models are at the heart of these transportation planning functions. These models use socio-economic input and transportation network performance to estimate demand and resulting traffic levels. The majority of transportation planning agencies in the U.S relies on conventional 4-step models originally developed in the 1960s. These models typically have a static structure which aggregates demand both spatially and temporarily. Conventional models lack the analytical basis to support and respond to the increasing emphasis on transportation system management and traffic operations. Microscopic simulation models have proven unpractical for real-world applications, especially for the small to medium size communities. Therefore, the focus of this study was to introduce an alternative approach for improving the conventional four-step transportation planning model in order to address traffic operations needs. Specifically, we used a mesoscopic simulation model, DYNASMART-P, in conjunction with a traditional 4-step travel model. The merit of this approach lies in enhancing traditional 4-step models’ ability to capture traffic dynamics and driver behavior under different traffic conditions on the network. A case study was developed using the Fargo-Moorhead Council of Government’s regional travel model, which represents a medium size network. This model is implemented in Citilabs’ Cube software, a popular transportation planning modeling system. An interface was developed to achieve an efficient and consistent exchange of data and output between Cube and DYNASMART-P. Using the Hybrid model developed in this study, we were able to improve the models’ ability to replicate real-world conditions and expand its ability to address operational level analyses. The hybrid model produced better results under normal conditions compared to the standard 4-step model. This comparison showed that the hybrid approach developed in this paper offered a feasible alternative for planning agencies that could be implemented with modest resources and using existing data sources.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Construction projects
KW  - DYNASMART-P (Computer program)
KW  - Infrastructure
KW  - Quality of life
KW  - Regional transportation
KW  - Traffic congestion
KW  - Traffic models
KW  - Traffic simulation
KW  - Transportation planning
KW  - Travel demand
UR  - https://trid.trb.org/view/899087
ER  - 

TY  - CONF
AN  - 01139027
AU  - Diamond, Andrea Grygo
AU  - Transportation Research Board
TI  - Demystifying Visualization: How to Use Visualization in Your Community
PY  - 2008
SP  - 11p
AB  - How can a small to medium-sized community incorporate visualization into the planning process? While the task of incorporating visualization techniques in small to medium-sized communities may seem daunting, it need not be. The Duluth-Superior Metropolitan Interstate Council (MIC) incorporated various levels of visualization techniques into the Endion Land Use and Transportation Plan, a local corridor study. The Endion neighborhood, encompassing London Road, is transitioning from a strip retail corridor to a destination corridor (medical centers, hotels, local specialty stores). Additionally, a mixed-use development and revitalization of the historic Armory is planned near Duluth’s popular Rose Garden and Leif Erickson Park. The MIC studied the corridor to identify solutions to improve safety, access, and traffic flow. The author started the Endion project with the use of visualization in mind, with the primary goal of demonstrating how a roadway 68 feet wide could potentially be reconfigured. The use of visualization also allowed us to better communicate among staff and to the project steering committee, technical and policy boards, and the public. Visualization techniques ranged from beginner to intermediate and utilized software from various price ranges including freeware. The author utilized image editing software, incorporated 3-D objects, and geographically referenced 3-D data for use in geographic information system (GIS) and Google Earth. Software was chosen based on cost, ease of use, and integration with GIS software. All visualization was performed in-house by MIC staff. There was a time commitment up-front to learn new software; however, the experience gained from these visualization applications will transfer well to future projects. Before-and-after scenarios, new road configurations, pedestrian amenities, and streetscaping were presented to the public to vote on concepts they found favorable. Comments were taken on scenarios presented, providing an overall future vision of the corridor by local community members. Public comments were synthesized into final visioning components of the plan. Visualization techniques range from very simple to highly complex; both are effective for communicating conceptual scenarios. Incorporating visualization into the planning process can be done on a budget with limited staff.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Before and after studies
KW  - Duluth (Minnesota)
KW  - Geographic information systems
KW  - Google Earth
KW  - Land use planning
KW  - Medium sized cities
KW  - Planning and design
KW  - Public participation
KW  - Small cities
KW  - Software
KW  - Transportation planning
KW  - Visualization
UR  - https://trid.trb.org/view/899153
ER  - 

TY  - CONF
AN  - 01139026
AU  - Dong, Jonathan
AU  - Transportation Research Board
TI  - Transportation Demand Management Strategies in Small and Medium-Sized Communities: Case Study: Snohomish County
PY  - 2008
SP  - 13p
AB  - Transportation Demand Management (TDM) is the application of strategies and policies to influence traveler behavior with the aim of reducing automobile travel demand and vehicle miles traveled. As gasoline prices have increased, an increasing number of commuters and residents are seeking alternative transportation options, including transit, vanpools, carpools bicycling and walking. In response to this growing demand, communities are undertaking efforts to develop TDM plans that address the need to provide alternatives for driving alone in order to save energy, improve air quality, and reduce congestion. In addition to these goals, TDM has become a part of a larger effort to reduce greenhouse gas emissions from urban transportation. This paper provides guidance to small and medium-sized cities on how to prepare effective TDM plans. Using Snohomish County jurisdictions as a case example, steps for creating a TDM plan are discussed and outlined.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Air quality management
KW  - Carpools
KW  - Commuters
KW  - Greenhouse gases
KW  - Medium sized cities
KW  - Nonmotorized transportation
KW  - Small cities
KW  - Snohomish County (Washington)
KW  - Transportation
KW  - Transportation planning
KW  - Travel behavior
KW  - Travel demand management
KW  - Vehicle miles of travel
UR  - https://trid.trb.org/view/899161
ER  - 

TY  - CONF
AN  - 01139025
AU  - Goodwill, Jay A
AU  - Staes, Lisa
AU  - Transportation Research Board
TI  - Florida Heartland Rural Mobility Planning Effort
PY  - 2008
SP  - 7p
AB  - In 2003, the Center for Urban Transportation Research (CUTR) at the University of South Florida began a planning effort to identify and address the mobility challenges within a rural area in south central Florida designated as a “Rural Area of Critical Economic Concern.” The study was completed in August 2005 and included 17 recommendations within five core service areas including: low income/employee needs; mobility options for seniors; mobility planning; marketing services; and land use and development. Through a newly developed partnership with Enterprise Florida, Inc. and the Florida Heartland Rural Economic Development Initiative, Inc. (FHREDI), a summit was held on December 7, 2005. The summit included FHREDI board members; local government officials; members of the economic development community, including major employers and developers; advocacy groups; and state agency representatives. FHREDI and the Florida Department of Transportation (FDOT) agreed to the mutual implementation of the recommendations contained in the original plan, including the development of a Heartland Rural Mobility Plan by CUTR. The Heartland Rural Mobility Plan effort is a comprehensive multi-jurisdictional planning effort that: (1) Includes very significant public participation plan; (2) Outlines a strategic approach to meeting the mobility needs of the area, including employment transportation;(3) Provides a sound business foundation for the resulting mobility program; (4) Includes a finance and implementation plan; (5) Meets the mobility needs of the Heartland area, especially within the economic development and land use framework; and (6) Recommends a governing structure that could include a regional mobility entity. A project team has been put together that includes a diverse advisory committee, representatives from the Community Transportation Association of America (CTAA), FDOT, FHREDI and CUTR. The coordination and cooperation of regional economic development interests and significant public involvement in the development of mobility options for a rural area is an anomaly and will be noteworthy for other rural regions across the country.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Economic development
KW  - Financial analysis
KW  - Florida
KW  - Implementation
KW  - Land use planning
KW  - Mobility
KW  - Regional development
KW  - Rural areas
KW  - Transportation planning
UR  - https://trid.trb.org/view/899168
ER  - 

TY  - CONF
AN  - 01139024
AU  - Loudon, William R
AU  - Parker, Terry
AU  - Transportation Research Board
TI  - Modeling the Travel Impacts of Smart-Growth Strategies
PY  - 2008
SP  - 11p
AB  - As interest in smart-growth strategies has grown among the city and county decision-makers responsible for making local land-use and transportation decisions, the need for better methods to reflect the benefits of these strategies in travel forecasting, traffic analysis, and transportation infrastructure planning has also increased. Smart-growth strategies include concentrating new development in existing urban areas, creating a mix of complementary land uses that reduces the need for longer trips, concentration of new development near transit services and site design to facilitate pedestrian, bicycle and transit travel. The California Department of Transportation (Caltrans) sponsored a research project to review current practice by cities and counties to model travel impacts of new development and their ability to reflect smart-growth benefits. This paper provides the results of that research and includes: an assessment of the limitations in smart-growth sensitivity of the standard four-step models used by most jurisdictions, a review of how improvements in travel models can improve their sensitivity, and a review of new supplemental tools for reflecting the desired sensitivity. The research has led to recommendations for practice by cities and counties in California as well as recommendations for how additional research could improve the tools available.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - City planning
KW  - Forecasting
KW  - Land use planning
KW  - Mixed use development
KW  - Smart growth
KW  - Sustainable development
KW  - Traffic forecasting
KW  - Transit oriented development
KW  - Transportation planning
KW  - Travel surveys
UR  - https://trid.trb.org/view/899173
ER  - 

TY  - CONF
AN  - 01139021
AU  - Clark, Chris
AU  - Transportation Research Board
TI  - Intersection Improvement List: A Funding Alternative with Positive Public Perception
PY  - 2008
SP  - 11p
AB  - More than a billion dollars in roadway improvements have been programmed this decade in the Grand Strand Area Transportation Study (GSATS) area in Myrtle Beach, South Carolina. A vast majority of these projects are constructed using local sales and hospitality taxes, the State‘s Infrastructure Bank, and Federal Earmarks. Yet, individual widening projects have taken multiple years‘ Metropolitan Planning Organization (MPO) funding to complete. For this reason, the MPO has focused more recently on smaller budget projects with a broader impact like corridor studies, signal coordination, white toping, bus shelters, and intersection improvements.  One of these alternative project types was developed in 2005. The “Intersection Improvement list” was designed to provide a pool of safety funding that would affect a broad geographic area and relieve the overall network‘s level of congestion. The process was viewed very favorably by citizens, elected officials, and transportation planning staff alike. It also generated many positive reports in the media, which increased the MPO‘s creditability when seeking input for other studies and plans. The 21 projects that made the list were recommendations from every local government in the study area and the State Department of Transportation. Each project was ranked based on a weighted formula that includes safety, congestion, cost, financial participation, support by published Plans or other agencies, multimodalism, and cost benefit analysis. The top 15 projects were programmed with $6,337,000 that was made available over three years. Several projects are complete and all are currently underway. The following paper and presentation is designed to help other MPOs to use this technique in programming federal roadway funds as an alternative to large-budget widening and new route projects. It discusses the early rationale for the list, strategies for selecting locations, ranking criteria, intersection scoping, common sense evaluation, and public perception in general.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Benefit cost analysis
KW  - Improvements
KW  - Intersections
KW  - Metropolitan planning organizations
KW  - Myrtle Beach (South Carolina)
KW  - Revenues
KW  - Strategic planning
KW  - Whitetopping
UR  - https://trid.trb.org/view/899085
ER  - 

TY  - CONF
AN  - 01139019
AU  - Yang, Yizhao
AU  - Johnson, Bethany
AU  - Parker, Bob
AU  - Schlossberg, Marc A
AU  - Transportation Research Board
TI  - Where to Live and How to Get to School: Connecting Residential Location Choice and School Travel
PY  - 2008
SP  - 12p
AB  - Existing school travel research has generally focused on environmental factors that have potential to increase the probability of children walking or biking to school. This paper develops a conceptual framework that integrates school travel and families choice of residential location by recognizing school travel as a rational social behavior affected by both motivational (e.g., preference, intention) and non-motivational (e.g., environment conditions) factors. Using survey data collected from approximately 1200 households with young children attending elementary schools, the authors examine the degree to which parents’ preference for active school travel affects their choice of residential location and school travel behavior. The findings suggest parents’ decision about allowing their children walk or bike to school is not simply a reaction to environment conditions, but a more conscious pursuit in accordance to their preference. Choosing residential location is an important process that parents have used to help them obtain the kind of environment congruent with their children‘s school travel preference. But the distribution of housing opportunities surrounding schools could place a limit on the extent to which residential location choice follows school travel preference. This study finds three factors; (1) perceived closeness between home and school, (2) parents’ preference for active school travel, and (3)their intention to use active school travel to be the strongest predictors for a child walking or biking to school as the primary transportation means. The research outcome highlights the need for coordination among school planning and siting, community land use planning, and housing development. This study also reminds us that improvement in parents’ attitude toward active school travel is needed to bring substantial changes in school travel behavior.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bicycle travel
KW  - Data collection
KW  - Elementary school students
KW  - Household travel surveys
KW  - Housing development
KW  - Land use planning
KW  - Mode choice
KW  - Residential location
KW  - School children
KW  - Travel behavior
KW  - Travel surveys
KW  - Walking
UR  - https://trid.trb.org/view/899149
ER  - 

TY  - CONF
AN  - 01139018
AU  - Bredt, Victoria
AU  - Rosenberger, Tim
AU  - Transportation Research Board
TI  - No Lawnmowers on the Bus: Regulating Transit Passenger Behavior in Smaller and Medium Sized Communities
PY  - 2008
SP  - 12p
AB  - Inappropriate passenger behavior causes disorder on buses or trains. This can result in driver irritability, damage to equipment and resources, and perhaps most importantly, can traumatize and cause injury to passengers and drivers. In smaller and medium-sized transit systems, in particular, disruptive or criminal activity on buses and in passenger facilities can negatively influence community perception of the transit system and the service it provides, reducing ridership and eroding political and funding support. Transit agencies have responded by creating rules, tips, and etiquette guides regulating passenger behavior, sometimes backed up with enforcement by drivers or security personnel. These rules range from the common-sensical and pragmatic to the excessive to the unnervingly specific—such as the prohibition on lawn mowers referenced in the title. The authors surveyed a number of smaller and medium-sized transit agencies to illustrate the passenger behavior issues that face those communities, which often lack the funding for the security and legal personnel necessary to enforce the rules. The paper describes the rules and regulations that have been adopted in many areas and how they have affected passenger behavior on these transit systems. To conclude, we will discuss programs developed by several transit agencies aimed at modifying the behavior of youth, who have been identified as problematic initiators of inappropriate behavior. Using these creative programs as examples, the authors will recommend that transit agencies continue to enforce proper behavior while using innovative methods to inform and educate young people, the future passengers, on safety and appropriate behavior while riding public transit
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Behavior
KW  - Behavior disorders
KW  - Bus transit
KW  - Bus transportation
KW  - Injury causes
KW  - Passenger comfort
KW  - Passenger transportation
KW  - Public transit
KW  - Regulations
KW  - Travel behavior
UR  - https://trid.trb.org/view/899094
ER  - 

TY  - CONF
AN  - 01139017
AU  - Murphy, Lisa Crooks
AU  - Transportation Research Board
TI  - Impact Assessment and Outreach Techniques for the Town of Clayton Strategic Growth Plan
PY  - 2008
SP  - 12p
AB  - The presentation and paper will focus on methods used to assess impacts to various public services, including transportation, and gather public input in small communities that are undergoing rapid population changes. The paper follows the preparation of the Strategic Growth Plan for the rural town of Clayton, North Carolina (pop. 12,000) as an example of many such methods, including on-line survey instruments, language translation, community gatherings, and working with computer-generated buildout analysis. The paper and presentation will include a detailed description of the technology used for the buildout analysis (CommunityViz extension for ESRI ArcGIS). Additional outreach techniques and methods will also be presented, along with their situational costs, outputs, and limitations. These techniques will cumulatively present a set of tools that can be applied to assess community impacts during project scoping or the creation of a public involvement plan. The author would like to initiate a discussion of how an online collaboration tool (http://communityimpactassessmentoutreach.pbwiki.com) could be used to develop, enhance and maintain a resource for planners to get ideas for how to apply impact and outreach tools to their community’s needs.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Clayton (North Carolina)
KW  - Geographic information systems
KW  - Land use planning
KW  - Planning and design
KW  - Population growth
KW  - Public participation
KW  - Public transit
KW  - Rural development
KW  - Smart growth
KW  - Strategic planning
KW  - Transportation
KW  - Websites (Information retrieval)
UR  - https://trid.trb.org/view/899165
ER  - 

TY  - CONF
AN  - 01139014
AU  - Brewster, Paul B
AU  - Transportation Research Board
TI  - The Thurston Regional Trails Plan: An Interdisciplinary and Coordinated Approach to Planning Shared-Use Trails for Transportation and Recreation
PY  - 2008
SP  - 11p
AB  - In Thurston County, Washington (238,000 population), the Thurston Regional Planning Council (TRPC) who serves as the region’s Metropolitan Planning Organization, believes that planning for paved shared-use trails in the face of growth pressure and rising fuel costs is not only practical, but a fundamental component of regional transportation planning. Historically TRPC has effectively asserted its leadership role in regional trails planning through both the financing of significant trail infrastructure and its role as a convener in regional bicycle transportation planning and most recently with the development of the Thurston Regional Trails Plan (adopted December 2007). The region’s policy makers recognize trails as public rights-of-way that serve both transportation and recreation needs while touting the intrinsic benefits that trail use can provide: reduced transportation energy demands, promotion of individual and community health, and the creation or restoration of greenways in suburban environments. As such, TRPC embarked on a multi-stakeholder and multi-disciplinary regional trail planning process that engaged community members, staff, and policy makers alike. Local governments invariably face challenges with financing, designing, and constructing shared-use trail projects. Sound engineering practices combined with proper landscape architecture and sufficient funds can deliver a nice asphalt path, but the path’s function is greatly enhanced if it effectively connects people with neighborhoods, parks, schools, retail centers, and if it integrates and transitions safely and seamlessly with sidewalks, bicycle lanes, transit, and the road network. Gaining and maintaining public support is critical for the visioning process in the development of a regional or community trail plan. The visioning process could be hampered if municipalities relegate the tasks of planning, financing, and constructing shared-use trails to parks and recreation departments with limited staff or expertise. Conversely, a public works department often does not consider trail amenities and may not fully appreciate the social and recreational value that people expect from parks and recreational trails. A multi-disciplinary approach to shared-use trail planning should attempt to include staff from such fields as transportation, parks and recreation, landscape architecture, public health, public safety, natural resources, and business and industry. This collection of disciplines can provide the much needed committee of subject matter experts to readily identify and resolve issues related to trail planning. This paper highlights the region’s role in planning for non-motorized transportation with a focus on the Thurston Regional Trails Plan. This paper summarizes both the challenges and opportunities that staff encountered while working with fifteen government organizations from local, state, and tribal governments that participated in the planning process. This paper presents the diverse interests and concerns of staff from a variety of departments. Most importantly, readers will learn how the Thurston Region’s Transportation Policy Board and a Regional Citizens Trails Advisory Committee were instrumental in shaping the plan’s vision, goals and policies, recommendations, and the proposed trail routes that comprise a potential trail network with 29 trail segments totaling 145 miles.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Bikeways
KW  - Coordination
KW  - Metropolitan planning organizations
KW  - National parks
KW  - Outdoor recreation
KW  - Recreational facilities
KW  - Regional planning
KW  - Shared use development
KW  - Thurston County (Washington)
KW  - Thurston Regional Planning Council (Washington)
KW  - Trails
KW  - Transportation planning
UR  - https://trid.trb.org/view/899163
ER  - 

TY  - CONF
AN  - 01139012
AU  - Wheeler, Phil
AU  - Transportation Research Board
TI  - Factors Influencing Neighborhood Commercial Use Locations
PY  - 2008
SP  - 10p
AB  - The Rochester-Olmsted Council of Governments (ROCOG), located in Rochester, Minnesota, has conducted an analysis of the land use factors that influence the concentration of “neighborhood” commercial uses (NCUs) in traffic analysis zones (TAZs). The reason for this analysis is the desire to determine the feasibility of promoting NCUs as part of strategies to promote walkable communities, traditional neighborhood design, and smart growth, given the reality in our community of widespread low density residential development lacking mixed-use development. NCUs might be part of such a strategy as a means of providing worthwhile places to walk to. The analysis began by defining NCUs as including uses similar to the following: drug stores; grocery-type stores that sell food staples; bakeries; restaurants of all types; liquor stores; taverns; pawn shops; movie theaters; video rental stores; and fitness centers. By this definition, a convenience store that sells food staples (fruits, milk, and bread, for example) is a neighborhood commercial use, regardless of its location or the presence or absence of pedestrian access. To standardize measurement, structures with more than one qualifying business were counted as more than one NCU only if they had more than one entrance. The result makes possible a measure of the number and density per acre of NCUs per block or TAZ. The author first calculated the area of each TAZ. With the density of NCUs per TAZ as the dependent variable, TAZ residential and non-residential attributes were summarized to determine which combination of independent TAZ variables most influenced the density of NCUs. Out of a number of candidate variables, the variables that bore a statistically significant relationship to NCU density were traffic measures, residential density (the total of residential units divided by the area of residential land), and a non-residential floor area density measure. As a practical matter, it appears that walkable neighborhood commercial uses must be located in areas with relatively high vehicular traffic and high levels of non-residential activity. The key will be to provide for convenient access from residences while meeting the location needs of such uses.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Commercial strips
KW  - Land use planning
KW  - Mixed use development
KW  - Neighborhoods
KW  - Planning and design
KW  - Planning by facility or land use
KW  - Population density
KW  - Residential areas
KW  - Smart growth
KW  - Traffic analysis zones
KW  - Walkable communities
UR  - https://trid.trb.org/view/899148
ER  - 

TY  - CONF
AN  - 01139010
AU  - Huntsinger, Leta F
AU  - Thomas, Daniel Lee
AU  - Transportation Research Board
TI  - Other Approaches and Some Guidance on Travel Estimation and Forecasting
PY  - 2008
SP  - 11p
AB  - The North Carolina Department of Transportation (NCDOT) develops analysis tools for use in the evaluation of transportation plans, the calculation of project-level travel forecasts, and for use in air quality analysis. At the 10th National Conference on Transportation Planning for Small and Medium Sized Communities a paper was presented that outlined steps being taken by NCDOT to develop a menu of planning analysis tools for communities across North Carolina. That presentation and companion paper primarily focused on planning analysis tools for small urban communities across North Carolina, where small is defined as communities with population below approximately 20,000. NCDOT has continued to advance the practice of planning analysis in North Carolina through a partnership with PB in the development of travel modeling guidelines and procedures for large non-metropolitan planning organization (MPO) communities and small MPO communities. This paper is a companion effort to the work presented at the 2006 Tools of the Trade Conference and presents recommended model development techniques for the next tier of communities. The paper highlights the adopted best practice modeling guidelines and procedures for NCDOT covering recommended sub-models, data sources, analysis approach, and related performance measures and reasonableness checks. This paper will be useful to other State Departments of Transportation, regional planning agencies, large non-MPO communities, and small MPOs desiring to develop travel modeling standards that will lead to more consistent, reliable, and defensible modeling tools.
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - City planning
KW  - Environmental impacts
KW  - Guidelines
KW  - Medium sized cities
KW  - Metropolitan planning organizations
KW  - North Carolina
KW  - Planning and design
KW  - Project management
KW  - Small cities
KW  - Traffic forecasting
KW  - Transportation planning
UR  - https://trid.trb.org/view/899156
ER  - 

TY  - CONF
AN  - 01139005
AU  - Gresha, Teresa
AU  - Transportation Research Board
TI  - Public-Public Partnerships: Cooperation between State and Local Governments
PY  - 2008
SP  - 12p
AB  - As construction costs increase and available funding decreases, local agencies are dealing with the reality of state Departments of Transportation being able to pay for fewer projects each year. As a result, municipalities are more frequently offering to pay for part of projects themselves. This is one solution to ensuring their priority projects are implemented while still utilizing available state and federal funds. One medium-sized community in North Carolina has taken a cooperative approach to partnering with the state in order to make the most of this funding situation. The City of Greenville in North Carolina (population 72,000) is currently studying a proposed project to connect east and west Greenville with a 1.2-mile road on new and existing location. Due to funding constraints in the North Carolina Department of Transportation (NCDOT), the City has partnered with Pitt County Memorial Hospital and East Carolina University to pay for the planning and design of the road. NCDOT has contributed a nominal amount toward the planning process, and has agreed to pay for construction of the project. The City and the DOT have signed a Memorandum of Agreement to lay a foundation for this innovative project approach. In addition to defining each player’s role on the project, this agreement also identifies channels of communication, funding responsibilities, and desired outcomes for the project. This paper will show small and medium-sized communities examples of how the City of Greenville remained committed to improvements while dealing with the confines of limited public funding. The author will discuss the challenges of creating a partnership between state government, local government, and private organizations to achieve a large-scale transportation project. The role and responsibility of each partner, how consensus was built on design issues, and how a public involvement plan was developed that conformed to both state and local requirements are some of the topics covered in this paper. This paper will also discuss public-public partnerships undertaken by several other North Carolina communities to plan and construct large-scale transportation infrastructure projects
U1  - 11th National Conference on Transportation Planning for Small and Medium-Sized CommunitiesTransportation Research BoardFederal Highway AdministrationPortland,OR,United States StartDate:20080917 EndDate:20080919 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Capital costs
KW  - Construction projects
KW  - Cooperation
KW  - Costs
KW  - Financing
KW  - Greenville (North Carolina)
KW  - Local government
KW  - Public private partnerships
KW  - State government
KW  - Transportation planning
UR  - https://trid.trb.org/view/899082
ER  -