AASHTO Guide Specifications for Design of Pedestrian Bridges, past successful experiences, and state-of-the-art research and knowledge. The specifications shall clearly identify the limits of applicability of the proposed provisions and shall reference appropriate articles of the AASHTO LRFD Bridge Design Specifications and the AASHTO LRFD Bridge Construction Specifications as appropriate to avoid duplication.
KW - AASHTO LRFD Bridge Design Specifications
KW - Bridge construction
KW - Bridge design
KW - Footbridges
KW - Load factor
KW - Load transfer
KW - Specifications
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2200
UR - https://trid.trb.org/view/1232920
ER -
TY - RPRT
AN - 01095689
AU - O'Connor, Jerome S
AU - Mesa, Lucero
AU - Nykamp, Monique A
AU - Multidisciplinary Center for Earthquake Engineering Research
AU - Federal Highway Administration
TI - Damage to the Highway System from the Pisco, Peru Earthquake of August 15, 2007
PY - 2007/12/10/Technical Report
SP - 92p
AB - This damage assessment report is the product of a field investigation undertaken in September 2007 after the Mw 8.0 August 15, 2007 Pisco, Perú earthquake. It provides a brief description of the event and the consequential damage to the highway system. It relies on government reports issued immediately after the event that include investigations from leaders in Perú’s academia, and the authors’ field observations. The purpose of the report is to document the performance of structures designed according to AASHTO specifications and to help assess the adequacy of the standards used at the time of construction. Another important benefit of the task is the exchange of information for the mutual benefit of engineers and policy makers here in the U.S. and in Perú.
KW - Earthquake resistant design
KW - Earthquake resistant structures
KW - Earthquake shaking
KW - Environment
KW - Field tests
KW - Highways
KW - Infrastructure
KW - Loss and damage
KW - Pavement distress
KW - Peru
UR - http://mceer.buffalo.edu/publications/Reconnaissance/07-0021/07-0021web.pdf
UR - https://trid.trb.org/view/855830
ER -
TY - ABST
AN - 01459888
TI - Baseline Evaluation and Annual Assessment of Intelligent Transportation System (ITS) Implemented by the WVDOH
AB - The West Virginia Depart of Highways (WVDOH) is responsible for the design, maintenance, and construction over the majority of the state's highway system which includes 37,370 miles of roadways and 6,343 bridges. The demand for highway travel through West Virginia continues to grow. To create a balanced, stable traffic flow throughout our roadway system and to make traveling more safe and efficient to the motoring public, the WVDOH is proposing to implement an Intelligent Transportation System (ITS) which employs the use of advanced sensors, computers, electronics, communication technologies and management strategies in an integrated manner to improve safety and efficiency of the state's highway systems. Some of these technologies include Dynamic Message Signs, Video Image Detection Systems, and Closed Circuit Television Cameras.
KW - Closed circuit television
KW - Intelligent transportation systems
KW - Research projects
KW - Sensors
KW - Traffic flow
KW - Traffic safety
KW - Variable message signs
KW - Video imaging detectors
KW - West Virginia
UR - https://trid.trb.org/view/1228103
ER -
TY - RPRT
AN - 01095691
AU - Lam, Ignatius Po
AU - Law, Hubert K
AU - Martin, Geoffrey R
AU - Multidisciplinary Center for Earthquake Engineering Research
AU - University of Southern California, Los Angeles
AU - Earth Mechanics Incorporated
AU - Federal Highway Administration
TI - Bridge Foundations: Modeling Large Pile Groups and Caissons for Seismic Design
PY - 2007/12/01/Technical Report
SP - 132p
AB - The report synthesizes and summarizes current Federal Highway Administration (FHWA) sponsored bridge research and related technical reports ion the seismic design of large pile groups and caissons into one design-oriented guideline report on seismic design, suitable for applications to the retrofit of existing long span bridges, or a new design. The characterization of ground motions for seismic soil-foundation-structure interaction analyses is an important component of the foundation modeling process and is discussed in detail. Discussion includes methods for generating spectrum compatible time histories, spatial variations of ground motion and effects of local soil conditions on site response. Modeling approaches for large pile groups focus on the use of substructuring approach, the use of p-y curves and associated pile group effects to develop linearized Winkler springs and the assembly of pile group stiffness matrices. The analysis approach is illustrated with several case history examples, including the San Francisco-Oakland Bay Bridge East Span project. The complexity of kinematic soil-pile interaction as related to modification of input ground motions is also described. Modeling approaches for large caisson foundations often employed as piers for large over-water bridges are discussed in detail, with an emphasis on the use of linear stiffness matrices, and nonlinear lumped spring and nonlinear distributed spring approaches. The influence of kinematic interaction on input ground motions is also described. Two case history examples are used to illustrate the modeling approaches, including one used for the new Tacoma Narrows Bridge.
KW - Bridge foundations
KW - Caissons
KW - Earthquake resistant design
KW - Foundations
KW - Long span bridges
KW - Piles (Supports)
KW - Seismic prospecting
KW - Seismicity
KW - Tacoma (Washington)
UR - https://trid.trb.org/view/855831
ER -
TY - RPRT
AN - 01531733
AU - Sturtevant, Jeffrey R
AU - University of Wisconsin, Madison
AU - University of New Hampshire, Durham
AU - Federal Highway Administration
TI - Performance of Rigid Pavements Containing Recycled Concrete Aggregates
PY - 2007/12//Final Report
SP - 156p
AB - With the rising cost and dwindling supply of conventional concrete aggregates, recycled concrete aggregate (RCA) is becoming a viable alternative. A performance study of RCA pavements was done in 1994 on nine different RCA pavement sections with ages ranging from six to fourteen years old. A second study was performed in 2006. In addition to the nine sections studied in 1994, two new RCA pavement sections were analyzed. The purpose of the 2006 study was to reevaluate the performance of these aging and highly traveled RCA pavements. Such factors as Alkali Silicate Reaction (ASR), maximum aggregate size, RCA mortar content and load transfer dowels affected pavement performance. Additionally, multiple pavements were rehabilitated since the 1994 study with diamond grinding and retrofitting of dowel bars for load transfer, which had a positive effect on performance. Overall, seven different states built acceptable recycled concrete pavements that performed similar to conventional pavements.
KW - Aggregate gradation
KW - Alkali silica reactions
KW - Concrete aggregates
KW - Dowels (Fasteners)
KW - Load transfer
KW - Pavement performance
KW - Recycled materials
KW - Rigid pavements
UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/Final-Report-PERFORMANCE-OF-RIGID-PAVEMENTS-CONTAINING-RCA.pdf
UR - https://trid.trb.org/view/1316333
ER -
TY - RPRT
AN - 01473191
AU - Utah Department of Transportation
AU - Federal Highway Administration
TI - UDOT Research Division Annual Work Program: Fiscal Year 2008
PY - 2007/12
SP - 82p
AB - The Utah Department of Transportation (UDOT) Research Division is charged with promoting, executing, and implementing research activities within the Utah Department of Transportation, to further the mission of the Department and increase the Department's use of new products and techniques. Aided by the Federal Highway Administration, the Research Division manages a program funded by federal and state money toward these goals. This Annual Work Program document outlines the goals, objectives, structure and programs of the Research Division, presents the budget for FY2008, lists the projects which will be undertaken during the year, and provides a summary of progress on on-going efforts. This information satisfies the Federal requirement for reporting the allocation and use of Federal funds in a state transportation research program. A certification of compliance with Federal regulation is included in this report. The budget allocated for UDOT research activities during Fiscal Year 2008 includes $2.718 million from federal funds, including the required state matching amounts. Some of these federal funds are being rolled over from previous years for on-going projects. The budget also includes $0.682 million from state funds. State funds include those funds required to match the federal contribution. The overall multi-year research program currently consists of research projects totaling $5.607 million.
KW - Budgeting
KW - Federal aid
KW - Financing
KW - Research
KW - Research projects
KW - State aid
KW - Utah Department of Transportation
UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=10290
UR - https://trid.trb.org/view/1243740
ER -
TY - RPRT
AN - 01385492
AU - Gross, F
AU - Jagannathan, R
AU - Persaud, B
AU - Lyon, C
AU - Eccles, K
AU - Lefler, N
AU - Amjadi, R
AU - United States. Federal Highway Administration (FHWA). Turner-Fairbank Highway Research Center
TI - Safety evaluation of STOP AHEAD pavement markings
PY - 2007/12
IS - FHWA-HRT-08-043
SP - 45p
AB - The Federal Highway Administration (FHWA) organized a Pooled Fund Study of 26 States to evaluate low-cost safety strategies as part of its strategic highway safety effort. One of the strategies chosen to be evaluated for this study was STOP AHEAD pavement markings. This strategy is intended to reduce the frequency of crashes related to driver unawareness of stop-control at unsignalized intersections. Geometric, traffic, and crash data were obtained at unsignalized intersections for 8 sites in Arkansas, 9 sites in Maryland, and 158 sites in Minnesota. To account for potential selection bias and regression-to-the-mean, an empirical Bayes before-after analysis was conducted to determine the safety effectiveness of installing STOP AHEAD pavement markings. Results of the aggregate analysis indicate a statistically significant reduction in total crashes for Arkansas, Maryland, and the two States combined. The combined aggregate analysis indicates that at least a 15-percent reduction in total crashes can be expected conservatively. Based on the estimated safety effectiveness of STOP AHEAD pavement markings, the necessary crash reduction to obtain a 2:1 benefit-cost ratio is easily achieved. Therefore, this strategy has the potential to reduce crashes cost-effectively at unsignalized intersections, particularly at three-legged and AWSC intersection.
KW - Accident analysis
KW - Before and after studies
KW - Before and after study
KW - Crash analysis
KW - Highway safety
KW - Highway traffic control
KW - Pavement marking
KW - Road markings
KW - Road safety
KW - Road safety (engineering and vehicles)
KW - Stop sign
KW - Stop signs
KW - Traffic management
KW - Unsignalized intersection
KW - Unsignalized intersections
KW - Usa
KW - Warning
KW - Warning signals
UR - http://www.fhwa.dot.gov/publications/research/safety/08043/index.cfm
UR - https://trid.trb.org/view/1153251
ER -
TY - RPRT
AN - 01385309
AU - Srinivasan, R
AU - Carter, D
AU - Eccles, K
AU - Persaud, B
AU - Lefler, N
AU - Lyon, C
AU - Amjadi, R
AU - United States. Federal Highway Administration (FHWA). Turner-Fairbank Highway Research Center
TI - Safety evaluation of flashing beacons at stop-controlled intersections
PY - 2007/12
IS - FHWA-HRT-08-044
SP - 31p
AB - Three types of flashing beacons—intersection control beacons, beacons mounted on STOP signs, and actuated beacons—were considered collectively at stop-controlled intersections. This strategy is intended to reduce the frequency of crashes related to driver unawareness of stop control at unsignalized intersections. Geometric, traffic, and crash data were obtained at stop-controlled intersections for 64 sites in North Carolina and 42 sites in South Carolina. Empirical Bayes methods were incorporated in a before-after analysis to determine the safety effectiveness of installing flashing beacons, while accounting for potential selection bias and regression-to-the-mean effects. Overall, installation of flashing beacons in North Carolina resulted in statistically significant reductions in total, angle, and injury plus fatal crashes. The intersections in South Carolina experienced very little change following the introduction of flashing beacons. The combined results from both the States supports the conclusion that an angle crash reduction of a 13 percent and an injury and fatal crash reduction of 10 percent can be expected. The economic analysis based on the combined results for angle and non-angle accidents from both States indicates that standard flashing beacons and some of the actuated ones (i.e., the less expensive beacons) are economically justified, but that a benefit cost ratio of 2:1 may not be achievable for the more expensive actuated beacon types.
KW - Accident analysis
KW - Accident countermeasure
KW - Before and after studies
KW - Before and after study
KW - Controlled intersection
KW - Crash analysis
KW - Flashing light
KW - Flashing traffic signals
KW - Highway safety
KW - Highway traffic control
KW - Intersections
KW - Road safety
KW - Road safety (engineering and vehicles)
KW - Stop sign
KW - Stop signs
KW - Traffic management
KW - Traffic safety
KW - Usa
UR - http://www.fhwa.dot.gov/publications/research/safety/08044/index.cfm
UR - https://trid.trb.org/view/1153068
ER -
TY - RPRT
AN - 01354155
AU - Cross, Stephen A
AU - Jakatimath, Yatish
AU - KC, Sumesh
AU - Oklahoma State University
AU - Oklahoma Department of Transportation
AU - Federal Highway Administration
TI - Determination of Dynamic Modulus Master Curves for Oklahoma HMA Mixtures
PY - 2007/12//Final Report
SP - 141p
AB - The Mechanistic-Empirical Pavement Design Guide (M-EPDG) uses a hierarchical approach with three levels of material characterization for asphalt materials. The first level provides the highest design reliability and each succeeding level is a drop in design reliability. Dynamic modulus is one of the required material characteristics. The first or highest level of reliability entails measured dynamic modulus. The second and third levels of reliability entail the use of predictive equations. The objective of this research was to gather the data necessary to develop a procedure where ODOT could approach a high level of reliability for HMA dynamic modulus master curves without performing detailed dynamic modulus testing for each mix in a pavement system. ODOT HMA mixtures were evaluated to determine which material and mix characteristics affect dynamic modulus and the resulting master curve. Based on the results of the analysis, the need for typical master curves based on asphalt binder grade, aggregate type and/or nominal aggregate size were determined. Twenty-one mixes were sampled for testing. Mixtures were sampled to represent the different mixes and aggregates used in Oklahoma. Each mix was prepared with PG 64-22, PG 70-28 and PG 76-28 at optimum asphalt content and tested for dynamic modulus in accordance with AASHTO TP 62-03. The use of RAP and PG binder grade had a significant effect on measured dynamic modulus. ODOT mix designation (nominal aggregate size), aggregate type, and region placed did not have a significant effect on measured dynamic modulus. Recommendations of typical dynamic modulus values for Oklahoma HMA mixtures are made.
KW - Asphalt mixtures
KW - Bituminous binders
KW - Dynamic modulus of elasticity
KW - Hot mix asphalt
KW - Master curves
KW - Mechanistic-Empirical Pavement Design Guide
KW - Oklahoma
UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0705.pdf
UR - http://ntl.bts.gov/lib/42000/42200/42268/fhwa-ok0705.pdf
UR - https://trid.trb.org/view/1117352
ER -
TY - RPRT
AN - 01354122
AU - Cross, Stephen A
AU - Jakatimath, Yatish
AU - Oklahoma State University, Stillwater
AU - Oklahoma Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Cold In-Place Recycling for Rehabilitation of Transverse Cracking on US 412
PY - 2007/12//Final Report
SP - 87p
AB - Successful rehabilitation of transverse cracked hot mix asphalt (HMA) pavements has been a challenge for state DOTs. Conventional thin HMA overlays allow the rapid return of the existing transverse cracks and thicker HMA overlays are cost prohibitive. Cold In-Place Recycling (CIR) has been shown to be a cost-effective procedure for rehabilitation of transverse cracked HMA pavements. The use of fly ash Portland cement slurry to pretreat large transverse cracks has made CIR applicable to HMA pavements with severe (wide) transverse cracks. The new Mechanistic-Empirical Pavement Design Guide (MEPDG) uses dynamic modulus as a material characterization parameter for asphalt mixtures. In order to ensure CIR’s place in pavement maintenance and rehabilitation activities, guidelines on dynamic modulus (E*) parameters need to be developed. The objectives of this study were to evaluate the effectiveness of CIR with slurry crack injection to rehabilitate transverse cracked HMA pavements on two rehabilitation projects on US 412 in Beaver and Harper counties, to investigate the dynamic modulus properties of CIR mixtures, and to evaluate the appropriateness of the M-EPDG predictive equation for dynamic modulus for CIR mixtures. The CIR treatments have reduced the occurrence of transverse cracking but longitudinal wheel path cracking is occurring in the CIR test sections. The longitudinal cracking might be attributed to the thin, stiff HMA layer placed over the softer CIR layer. AASHTO TP 62 can be used to determine dynamic modulus of CIR mixtures with slight modification. The predictive dynamic modulus equations give good agreement with measured values at the three higher test temperatures if the aggregate properties are based on the RAP gradation and binder properties on the base binder in the asphalt emulsion.
KW - Asphalt pavements
KW - Cold in-place recycling
KW - Crack injection
KW - Dynamic modulus of elasticity
KW - Hot mix asphalt
KW - Mechanistic-Empirical Pavement Design Guide
KW - Pavement maintenance
KW - Rehabilitation (Maintenance)
KW - Slurry
KW - Transverse cracking
UR - http://ntl.bts.gov/lib/42000/42200/42266/fhwa-ok0704.pdf
UR - https://trid.trb.org/view/1117068
ER -
TY - RPRT
AN - 01354075
AU - Tyagi, Avdhesh K
AU - KC, Moti
AU - Oklahoma State University, Stillwater
AU - Oklahoma Department of Transportation
AU - Federal Highway Administration
TI - Channel-Bed Degradation in Major Oklahoma Streams, Volume II of V: Cimarron River
PY - 2007/12//Final Report
SP - 90p
AB - The purpose of this research is to analyze the flowline data and relate it to the degradation of the river bed at bridge locations in the river. This information may then be used to replace or rehabilitate those bridges that experienced severe degradation. Natural alluvial rivers are seldom in a state of equilibrium. Streams are not inherently unstable but they are often out of equilibrium due to imposed conditions. When the sediment transport is interrupted by a dam, the flow may become sediment-starved and prone to erode the channel bed and banks, producing channel incision, and coarsening of bed material. A determination of magnitude and rate of channel-bed degradation is important to understand the geomorphic response of the channel to the alterations imposed by reservoirs and other possible implications. The river stations 10 (Bridge key b14518) and 11 (Bridge Key b14517) at I-35 have experienced 10.99 feet and 15.31 feet of channel-bed degradation, respectively in 46 years. When these bridges are reconstructed in the replacement cycle, it is recommended that a detailed hydraulic and geotechnical analysis should be performed. It is recommended that degradation of tributaries is evaluated to determine the structures where flowline is severely degrading in Cimarron River basin.
KW - Channel flow
KW - Channels (Waterways)
KW - Cimarron River
KW - Degradation (Hydrology)
KW - Geotechnical engineering
KW - Hydraulics
KW - Oklahoma
KW - Streambeds
UR - https://trid.trb.org/view/1117292
ER -
TY - RPRT
AN - 01342267
AU - Tyagi, Avdhesh K
AU - Poudyal, Pratima
AU - Oklahoma State University, Stillwater
AU - Oklahoma Department of Transportation
AU - Federal Highway Administration
TI - Channel-Bed Degradation in Major Oklahoma Streams, Volume III of V: North Canadian River
PY - 2007/12//Final Report
SP - 167p
AB - The purpose of this research is to analyze the flowline data and relate it to the degradation of the river bed at bridge locations in the river. This information may then be used to replace or rehabilitate those bridges that experienced severe degradation. This report evaluates channel degradation in 463.85-mile reach of North Canadian River in Oklahoma. In this study, the 463.85 mile river length is divided into three Reaches: Reach 1- river station (RS) 1 (Bridge Key 16523) to Canton Dam, Reach 2- Canton Dam to Overholser Dam, and Reach 3- Overholser Dam to river station (RS) 40 (Bridge Key b15585). The flowlines of North Canadian River in Oklahoma were observed over a long period. RS 2 in reach 1 shows the maximum degradation of 4.63 feet from 1965 to 2000. In reach 2, RS 9 shows the maximum degradation of 5.83 feet in 58 years. Similarly, in reach 3, RS 33 shows the maximum degradation of 17.67 feet in 38 years. The maximum aggradation of 9.75 in 20 years is observed at RS 21. The North Canadian River in Oklahoma has experienced degradation over 10 feet at three river stations which have been serving more then 10 years. River station (RS 23) at S.H. 270, RS 33 at I-40, and RS 39 at S.H. 84 have experienced degradation of 15.6 feet in 11 years, 17.67 feet in 38 years, and 15.0 feet in 47 years, respectively. These bridges are defined as critical and recommended for rehabilitation or replacement in the replacement cycle. A detailed hydraulic and geotechnical analysis should be performed before reconstruction. It is recommended that degradation of tributaries is evaluated to determine the structures where flowline is severely degrading in North Canadian River basin.
KW - Channel flow
KW - Channels (Waterways)
KW - Dams
KW - Degradation (Hydrology)
KW - North Canadian River
KW - Oklahoma
KW - Streams
UR - https://trid.trb.org/view/1103959
ER -
TY - RPRT
AN - 01342239
AU - Tyagi, Avdhesh K
AU - KC, Moti
AU - Oklahoma State University, Stillwater
AU - Oklahoma Department of Transportation
AU - Federal Highway Administration
TI - Channel-Bed Degradation in Major Oklahoma Streams, Volume V of V: Washita River
PY - 2007/12//Final Report
SP - 152p
AB - The purpose of this research is to analyze the flowline data and relate it to the degradation of the river bed at bridge locations in the river. This information may then be used to replace or rehabilitate those bridges that experienced severe degradation. This report evaluates about channel degradation in 404-mile reach of Washita River in Oklahoma. In this study, the 409.76 mile river length is divided into two Reaches: Reach 1- river station (RS1) to Foss Dam, and Reach 2- Foss Dam to RS 39. The flowlines of Washita River in Oklahoma were observed for a long period. In Reach 1, RS 3 shows the maximum degradation of 6.08 feet in 74 years. Similarly, RS 31 shows the maximum degradation of 9.61 in feet 34 years. On the other hand, channel aggradation of 22.24 feet is observed at RS 39 in Reach 2. None of the bridges in Washita River has experienced channel bed degradation above 10 feet. Maximum degradation of 9.61 feet in 34 years in observed in river station 31 (Bridge Key b17956) on S.H. 17A. If this bridge is selected for reconstruction, it is recommended that a detailed hydraulic and geotechnical analysis should be performed. It is recommended that degradation of tributaries is evaluated to determine the structures where flowline is severely degrading in Washita River basin.
KW - Channel flow
KW - Channels (Waterways)
KW - Dams
KW - Degradation (Hydrology)
KW - Oklahoma
KW - Streams
KW - Washita River
UR - https://trid.trb.org/view/1103957
ER -
TY - RPRT
AN - 01342234
AU - Tyagi, Avdhesh K
AU - KC, Moti
AU - Oklahoma State University, Stillwater
AU - Oklahoma Department of Transportation
AU - Federal Highway Administration
TI - Channel-Bed Degradation in Major Oklahoma Streams, Volume I of V: Arkansas River
PY - 2007/12//Final Report
SP - 90p
AB - The purpose of this research is to analyze the flowline data and relate it to the degradation of the river bed at bridge locations in the river. This information may then be used to replace or rehabilitate those bridges that experienced severe degradation. This report evaluates channel degradation in 252-mile reach of Arkansas River in Oklahoma. In this study, the 252 mile river length is divided into two Reaches: Reach 1- Kaw Lake to Keystone Dam, and Reach 2- Keystone Dam to Webbers Falls Dam. The flowlines of Arkansas River in Oklahoma were observed for a long-term period. In Reach-1, river station (RS) 3 shows the maximum degradation of 3 feet in 30 years from 1963 to 1993. Similarly, in Reach-2, RS 16, located 7 miles downstream of Webbers Falls Dam shows the maximum degradation of 12 feet in 28 years. On the other hand, channel aggradation of 3.50 feet is observed at RS 1 in Reach-1. The study of river-bed elevation change elucidates that the Arkansas River is not stable for 80.5 miles below Keystone Dam. The I-40 bridge located at RS 16 (Bridge Key b17051) has experienced a degradation degradation of 12.2 feet in 32 years. When this bridge is replaced in replacement cycle, it is recommended that a detailed hydraulic and geotechnical analysis be performed before reconstruction. It is recommended that degradation of tributaries is evaluated to determine the structures where flowline is severely degrading in Arkansas River basin.
KW - Arkansas River
KW - Channel flow
KW - Channels (Waterways)
KW - Dams
KW - Degradation (Hydrology)
KW - Oklahoma
KW - Streams
UR - https://trid.trb.org/view/1103956
ER -
TY - RPRT
AN - 01334233
AU - Hansen, Michael A
AU - Mahoney, Joe P.
AU - Jackson, Newton C
AU - Hunter, Carol
AU - Pierce, Linda M
AU - Turkiyyah, George
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Assessment of the I-5 Portland Cement Concrete Pavements in King County
PY - 2007/12//Research Report
SP - 425p
AB - The Interstate 5 (I-5) portland cement concrete pavement (PCCP) in King County has been in service for over 40 years, twice its planned design life. As such, I-5 is in need of a rehabilitation/reconstruction effort. This study provides the Washington State Department of Transportation (WSDOT) information that will aid decision making about the timing, locations, and type of rehabilitation or reconstruction. Extensive pavement conditions/distress data provided by WSDOT were summarized, analyzed, and used to develop visual tools to communicate the condition of the I-5 PCCP. The performances of the non-rehabilitated, diamond ground, and the dowel bar retrofit and diamond ground PCCP were summarized and compared. Use of such information shows that about 66 percent of I-5 in King County is in need of rehabilitation or reconstruction. To further illustrate these conditions, Arc GIS was used to map the various distresses/conditions, and the results suggest which sections of I-5 should be addressed early in the rehabilitation/reconstruction process. A field study assessing the I-5 PCCP was conducted at the same location as a 1986 study, providing a unique opportunity to compare the PCCP conditions over a span of 20 years. The field study showed that the number of cracks had more than doubled, spalling dimensions had increased, and faulting displacements had increased by more than 43 percent. The report concludes with a broad assessment of expected I-5 conditions and necessary WSDOT actions for five-year increments (0 to 5 years, 5 to 10 years and greater than 10 years).
KW - ArcGIS
KW - Concrete pavements
KW - Condition surveys
KW - Decision making
KW - Diamond grinding
KW - Dowel bar retrofit
KW - Faulting (Pavements)
KW - Interstate 5
KW - King County (Washington)
KW - Pavement cracking
KW - Pavement distress
KW - Reconstruction
KW - Rehabilitation (Maintenance)
KW - Spalling
UR - http://www.wsdot.wa.gov/research/reports/fullreports/682.1.pdf
UR - https://trid.trb.org/view/1097564
ER -
TY - RPRT
AN - 01167107
AU - Collura, John
AU - DiPasquale, Michael
AU - Hersey, John
AU - Ohene, Michael
AU - University of Massachusetts, Amherst
AU - Executive Office of Transportation and Public Works
AU - Federal Highway Administration
TI - Integrated Fare Card System Synthesis Report
PY - 2007/12//Final Report
SP - 57p
AB - The Massachusetts Bay Transportation Authority has developed a contactless fare card system to automate the collection of fares along its rail and bus route services. At the same time, there are indications that other regional transit authorities as well as other transportation providers in the Commonwealth are considering new technologies to streamline their payment collection and processing activities. A major question being raised is: "Are there merits to the development of an integrated system so that multiple fare payments could be collected in a coordinated manner by two or more regional transit authorities with a single card or other medium?" An objective of this research project is to address this question by identifying the benefits and challenges associated with the development and deployment of such an integrated fare card and payment system. The anticipated benefits of an integrated fare card system include user convenience; equity and fairness; improved data collection; cost sharing; and reductions in operating costs and increases in revenue. Challenges identified include personal identification security; administrative issues; technology concerns;service coordination issues; and system affordability. Based on the results and conclusions of this synthesis, recommendations have been developed and proposed to serve as a set of guidelines in assisting integrated fare card stakeholders as they move forward with consideration of an integrated fare card system.
KW - Electronic payment
KW - Fares
KW - Intelligent transportation systems
KW - Massachusetts Bay Transportation Authority
KW - Payment
KW - Public transit
KW - Smart cards
UR - https://trid.trb.org/view/926152
ER -
TY - RPRT
AN - 01167101
AU - Ratner, Keith A
AU - Salem State College
AU - Executive Office of Transportation and Public Works
AU - Federal Highway Administration
TI - Investigation of Orthophoto Imagery with Integrated Elevation Values Final Report
PY - 2007/12//Final Report
SP - 90p
AB - This project investigates the use of Geographic Information System (GIS) technology that incorporates vertical roadway fluctuations to calculate accurate roadway lengths. Massachusetts currently uses twenty-year old odometer based measurements for these values and is interested in changing its methods especially considering the availability of new data and technologies. This project surveyed departments of transportation nationally and internationally to ascertain an understanding of practices used elsewhere. Upon conclusion of the surveys, it was found that the use of GIS technology for roadway length calculations is significantly increasing with nearly fifty percent of those surveyed now using it. However, it was also found that incorporating roadway elevation fluctuations into length calculations is only infrequently done, and only done in states with proactive GPS data collection programs. In the report's conclusion, it is suggested that Massachusetts begin using GIS technology to determine non-funded road lengths, and also continue evaluating the option of using it for their state roads as well.
KW - Elevation
KW - Geographic information systems
KW - Length
KW - Measurement
KW - Orthophotographs
KW - Roads
UR - https://trid.trb.org/view/926227
ER -
TY - RPRT
AN - 01167090
AU - Opiela, Ken
AU - Kan, Steve
AU - Marzougui, Dhafer
AU - National Crash Analysis Center
AU - Federal Highway Administration
TI - NCAC Vehicle Model Development Update
PY - 2007/12//Technical Summary
SP - 4p
AB - In March 2007, NCAC took delivery of a 2007 Chevy Silverado Quad-Cab pick-up truck. This vehicle is being reverse engineered by the NCAC staff to meet future research and evaluation needs of both NHTSA and FHWA. NHTSA is very interested in studying the different Secondary Energy Absorbing Systems (SEAS) and will use the resultant model in continued vehicle-to-vehicle compatibility analysis. The FHWA’s interest stems from the fact that this vehicle conforms to the large vehicle for the proposed update to the NCHRP 350 roadside hardware crashworthiness criteria. The new Chevy Silverado model meet the requirements for the proposed AASHTO MASH 08 criteria, although it differs somewhat from the specifications cited in the NCHRP 22-14(2) report which was the basis for MASH 08. For the first time, the Chevy Silverado was sent for inertial testing at a commercial lab prior to teardown to provide a new set of data for use in validating and calibrating the FE model that will result from the reverse engineering. NCAC also conducted non-destructive testing of the Chevy Silverado for use in the validation of the model. Similar tests were conducted using a Geo Metro to allow comparisons for small and large vehicles. The NCAC recently completed the validation of a 2001 Ford Taurus. Since there are suggestions that some crashworthiness testing involve a mid-sized vehicle, it is useful to consider the characteristics of those currently on the market.
KW - Compact automobiles
KW - Crashworthiness
KW - Development
KW - Highway safety
KW - Midsize automobiles
KW - Model validation
KW - Pickup trucks
KW - Roadside safety hardware
KW - Test vehicles
UR - http://www.ncac.gwu.edu/research/reports.html
UR - https://trid.trb.org/view/926092
ER -
TY - RPRT
AN - 01164861
AU - Jafari, Mohsen
AU - Bodnar, Lisa
AU - Amini, Ardavan
AU - Dayhim, Muhammad
AU - Fischer, John
AU - Golmohammadi, Davood
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - Transportation Management System Data Validation and Data Quality Assessment
PY - 2007/12//Final Report
SP - 56p
AB - This report details an independent and quantitative assessment of traffic data by the Center for Advanced Infrastructure and Transportation (CAIT), with a focus on data validity, quality and integrity for the New Jersey Department of Transportation’s (NJDOT's) traffic monitoring management system (TMS). The Bureau of Transportation Data Development (BTDD) is a bureau within the Division of Traffic Engineering and Safety of the NJDOT. This study is being conducted for the purpose of evaluating the quality assurance/quality control aspects of data collection by the BTDD to benefit the ongoing transportation integration initiative.
KW - Data collection
KW - Data quality
KW - New Jersey
KW - New Jersey Department of Transportation
KW - Quality assurance
KW - Quality control
KW - Traffic data
KW - Traffic surveillance
UR - http://cait.rutgers.edu/files/176-RU6598_0.pdf
UR - http://ntl.bts.gov/lib/33000/33500/33574/176-RU6598_0.pdf
UR - https://trid.trb.org/view/925769
ER -
TY - RPRT
AN - 01164858
AU - Bennert, Thomas
AU - Center for Advanced Infrastructure and Transportation
AU - Port Authority of New York and New Jersey
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - Laboratory Evaluation of Vestoplast Modified Hot Mix Asphalt (HMA)
PY - 2007/12//Final Report
SP - 18p
AB - The scope of the work encompassed evaluating the effect of Vestoplast on the performance of hot mix asphalt. The Vestoplast was added to a Port Authority of New York and New Jersey (PANYNJ) FAA #3 asphalt mixture with a PG64-22 asphalt binder. Two baseline mixes were also evaluated for comparisons: 1) FAA #3 with a PG64-22 and 2) FAA #3 with a PG76-22. The FAA #3 with a PG64-22 was the base mix used prior to the addition of the Vestoplast. This allows for a comparison of the increase or decrease in performance simply due to the addition of the Vestoplast additive. The FAA #3 with PG76-22 would be the performance the researcher was striving to achieve with the Vestoplast modification. Three different characterization tests were used to evaluate the performance of the mixtures: 1) dynamic modulus (AASHTO TP62-07); 2) flexural beam fatigue (AASHTO T321); and repeated load (NCHRP report 465).
KW - Asphalt additives
KW - Asphalt mixtures
KW - Bituminous binders
KW - Dynamic modulus of elasticity
KW - Fatigue (Mechanics)
KW - Flexural strength
KW - Hot mix asphalt
KW - Laboratory tests
KW - Repeated loads
KW - Rutting
UR - http://cait.rutgers.edu/files/PANYNJ-RU9247_1.pdf
UR - http://ntl.bts.gov/lib/33000/33500/33575/PANYNJ-RU9247_1.pdf
UR - https://trid.trb.org/view/925775
ER -
TY - RPRT
AN - 01164849
AU - Jafari, Mohsen
AU - Center for Advanced Infrastructure and Transportation
AU - Port Authority of New York and New Jersey
AU - Federal Highway Administration
AU - Research and Innovative Technology Administration
TI - Strategic Distribution Business Promotion Plan (SDBPP) of the Port Authority of New York and New Jersey
PY - 2007/12//Final Report
SP - 13p
AB - The Port Authority of New York and New Jersey, recognizing the increasingly important role played by retail importers and their supply chain strategies on port container traffic and growth, have embarked on the development of a “Strategic Distribution Business Promotion Plan” (SDBPP). This report presents the results of the first phase of this effort which was led by the Rutgers University team. The report presents the findings and observations from interviews conducted with 22 of the top 100 retail importers, delineating their objectives and criteria for the design of their distribution strategies, including the location of international distribution centers. The implications of these findings for the further development of the SDBPP, including the evaluation of potential investments and development, have been identified and described. The report also classified and evaluated potential site developments in the Port of New York and New Jersey (PONYNJ) region. Site selection considerations and competitive assessment criteria were developed and applied. Finally, the report describes a detailed model that utilizes the findings of the previously described tasks to address the competitiveness of the PONYNJ in the retail supply chain network. The model incorporates both operational and financial costs incurred by the importer through alternative ports in supplying their demand. The model demonstrates the sensitivity of port market share to key components of the distribution system and is a tool that can be used to evaluate candidate infrastructure projects intended to improve PONYNJ’s market share in the import segment.
KW - Business administration
KW - Container traffic
KW - Distribution centers
KW - Importers
KW - Infrastructure
KW - Interviewing
KW - Location
KW - Market share
KW - Physical distribution
KW - Port Authority of New York and New Jersey
KW - Ports
KW - Strategic planning
KW - Supply chain management
KW - Warehousing
UR - http://cait.rutgers.edu/files/PORT-RU6879.pdf
UR - http://ntl.bts.gov/lib/33000/33500/33577/PORT-RU6879.pdf
UR - https://trid.trb.org/view/925779
ER -
TY - RPRT
AN - 01160010
AU - McGarrah, Eric J
AU - University of Washington, Seattle
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Evaluation Of Current Practices Of Reclaimed Asphalt Pavement/Virgin Aggregate As Base Course Material
PY - 2007/12//Final Report
SP - 41p
AB - Every year Hot Mix Asphalt (HMA) roadways are rehabilitated by milling the existing roadway and replacing the milled portion with new HMA. As a result of this practice, a tremendous amount of reclaimed asphalt pavement (RAP) is created. The Federal Highway Administration estimates that 100 million tons of HMA is milled each year (MAPA, 2007). The Washington State Department of Transportation (WSDOT) currently allows RAP to be recycled into new HMA, but only 20% of the RAP may be used in the new material. Thus, a large portion of the milled asphalt ends up at contractors’ pits or landfills. Due to the possible reduction in product and construction cost by using RAP as base course in addition with increasing requests by contractors to do so, WSDOT is investigating the possibility of blending RAP with virgin material for use as a base course material. This report analyzes existing studies that have examined the properties and performances of 100% RAP mixtures as well as RAP/virgin aggregate blends. In addition, this report includes a survey of 12 state DOT’s detailing current practices regarding the use of RAP as base course and any corresponding specifications and testing procedures.
KW - Aggregates
KW - Base course (Pavements)
KW - Pavement maintenance
KW - Reclaimed asphalt pavements
KW - Rehabilitation (Maintenance)
UR - http://www.wsdot.wa.gov/research/reports/fullreports/713.1.pdf
UR - http://ntl.bts.gov/lib/56000/56100/56167/WA-713.1.PDF
UR - https://trid.trb.org/view/920532
ER -
TY - RPRT
AN - 01155876
AU - Robinson, Brent
AU - Vidot, Aidcer
AU - Park, Young Jin
AU - Possiel, Ben
AU - Suarez, Vinicio
AU - Kowalsky, Mervyn J
AU - Gabr, Mohammed
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Design Criteria for Post and Beam Bents with Drilled Shafts
PY - 2007/12//Final Report
SP - 230p
AB - The research work presented in the report addresses the potential areas of conservatism in the current practice related to bridge bents supported by drilled shafts and piles. The research encompasses modeling efforts and an experimental program. Modeling includes analysis of existing bridge case studies with drilled shaft foundations to characterize the impact of the current assumptions on sizing the various components of a bridge bent. An experimental program is performed to evaluate the connection stiffness, and to determine if a given connection has sufficient capacity to develop such stiffness and transfer moment. The experimental program includes testing bearing pads in compression and shear to define their index properties. The bearing pads are then tested in a prototype bridge set up to measure their performance under simulated loading. An improved set of design guidelines and recommendations regarding the superstructure-substructure connection’s rotational stiffness, shaft/pile top boundary conditions, and resistance factors are proposed along with characterizing the impact of the current practice and various design assumptions on sizing components of bridge bents. Resistance factors are developed for drilled shafts, based on load test data from the state’s geologic regions, for compatibility with Load and Resistance Factor Design (LRFD) implementation. Work in the report serves to provide a better understanding of the performance of bents supported by drilled shafts under AASHTO loading conditions. Such understanding serves as a tool that provides North Carolina Department of Transportation engineers with the flexibility of specifying the level of conservatism to be built into a specific bridge bent design.
KW - Bents
KW - Bridge bearing pads
KW - Design
KW - Drilled shafts
KW - Guidelines
KW - Load and resistance factor design
KW - Stiffness
KW - Structural connection
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-15FinalReport.pdf
UR - https://trid.trb.org/view/916544
ER -
TY - RPRT
AN - 01140458
AU - Wang, Jyh-Hone
AU - Collyer, Charles E
AU - Clark, Aaron T
AU - University of Rhode Island, Kingston
AU - University of Rhode Island, Kingston
AU - Rhode Island Department of Transportation
AU - Federal Highway Administration
TI - Assisting Elder Drivers' Comprehension of Dynamic Message Sign Messages
PY - 2007/12//Final Report
SP - 199p
AB - A human factors study was conducted to seek ways to assist elder drivers’ understanding of dynamic message sign (DMS) messages. The study employed a computer based questionnaire survey and a driving simulation experiment to measure drivers’ preferences and responses to various DMS displays and formats, the results of which are included in this paper. While the age of the subjects studied ranged between 20 and 94, results for drivers over 60 were of special concern. The survey assessed drivers’ preferences toward different types of graphics, use of graphics in place of text, color of the message, color of the graphic, message flashing, animation, text alignment, abbreviations, shadowing, and wording sequence. Sixty subjects from Rhode Island participated in the survey. Survey results indicated that drivers preferred text only messages compared with messages displaying graphics in place of text, and preferred animated graphics over stationary ones. Subjects differed on their preferences toward color, however. The same sixty subjects also participated in the video based driving simulation experiment to measure their responses to DMS displays in different colors and graphical formats. Results from the driving simulation experiment demonstrate that drivers responded faster to amber messages and messages that use graphics in place of text. Older drivers responded slower and less accurately than younger drivers, but their response time and accuracy improved with the use of graphics in the DMS messages. Correlations and discrepancies between the results of the survey and simulation are also discussed.
KW - Abbreviations
KW - Aged drivers
KW - Color
KW - Comprehension
KW - Computer animation
KW - Driving simulators
KW - Flashing signs
KW - Graphics
KW - Human factors
KW - Questionnaires
KW - Reaction time
KW - Textual information display
KW - Variable message signs
UR - http://www.uritc.org/media/finalreportspdf/0001026.pdf
UR - https://trid.trb.org/view/900824
ER -
TY - RPRT
AN - 01140454
AU - Wang, Jyh-Hone
AU - Collyer, Charles E
AU - Maier-Speredelozzi, Valerie
AU - Thomas, Natacha Elisabeth
AU - Severson, Jeffry C
AU - University of Rhode Island, Kingston
AU - University of Rhode Island, Kingston
AU - Rhode Island Department of Transportation
AU - Federal Highway Administration
TI - Enhancing the Preparedness and Response of the Rhode Island Transportation System in Case of Natural and Human-Caused Disasters
PY - 2007/12//Final Report
SP - 192p
AB - The rapid advance of technology has presented authorities with many new tools to monitor and control our roadways for safe, efficient, and convenient use by motorists, working toward an intelligent transportation system that adapts to dynamic situations to best serve motorists. Recent natural and human-caused disasters have demonstrated that there are significant challenges yet to be overcome by the advancing technology of transportation systems. A significant problem is a lack of clear, efficient communication during emergencies. The public requires timely information and guidance during and after a catastrophic event. This research investigates the feasibility of enhancing transportation system preparedness by creating messages to aid motorists during natural or human-caused disasters, supplementing the existing message display libraries for variable and dynamic message signs (VMS and DMS). This human factors investigation considers the current transportation emergency communication environment and attempts to enhance communication and preparedness by improving the design and display of VMS/DMS messages. The study examined 223 Rhode Island drivers via paper-based public opinion questionnaire, 465 via computer survey, and 157 via driving simulation to research important factors in the design and deployment of message displays. Results demonstrate the viability of supplementing communication through VMS/DMS systems, and list design factors that can help develop new and improve existing messages through further testing and implementation.
KW - Communication
KW - Computerized surveys
KW - Disaster preparedness
KW - Disasters and emergency operations
KW - Driving simulators
KW - Messages (Communications)
KW - Public opinion
KW - Questionnaires
KW - Rhode Island
KW - Variable message signs
UR - http://www.uritc.org/media/finalreportspdf/0001031.pdf
UR - https://trid.trb.org/view/900826
ER -
TY - RPRT
AN - 01135378
AU - Federal Highway Administration
TI - Monthly Motor Fuel Report by States, August 2007
PY - 2007/12
SP - 15p
AB - Based on reports of 31 Entities, gasoline consumption for January - August 2007 changed by 0.5 percent compared to the same period in 2006. The gasoline volume shown in this report is a cumulative tabulation of gross volume reported by wholesale distributors to State motor fuel tax agencies. It includes highway use, nonhighway use and losses. There is a lag of up to 6 weeks between the wholesale transactions reported and retail sales to consumers. Travel trends are reported monthly in Traffic Volume Trends based on actual traffic counts at permanent traffic recorders operated by the State highway agencies and reflect highway use of fuel. The vehicle-miles reported include all vehicles, regardless of fuel type. While data in both reports reflect changes in trends, large monthly changes can be caused by exceptional weather conditions, variations in timing of holidays, or processing delays.
KW - Energy conservation
KW - Energy consumption
KW - Fuel taxes
KW - Gasoline
KW - Motor fuels
KW - Traffic delays
KW - Traffic distribution
KW - Traffic volume
KW - Weather conditions
KW - Wholesale trade
UR - https://trid.trb.org/view/894300
ER -
TY - RPRT
AN - 01128973
AU - Kostarelos, Konstantinos
AU - Khan, Eakalak
AU - Polytechnic Institute of New York University, Brooklyn
AU - New York State Department of Transportation
AU - Federal Highway Administration
TI - Stormwater Management Practices (Closed Drainage) Study: Laboratory Simulation and Field Studies
PY - 2007/12//Final Report
SP - 275p
AB - A Catch Basin Insert (CBI) is a device for reducing stormwater pollution from runoff without requiring any land. The New York State Department of Transportation (NYSDOT) has funded this project to evaluate the performance and effectiveness of six commercially-available CBIs: 1) Atlantic Construction Fabric’s Siltsack®, 2) Hydro Compliance Management’s Hydro-Kleen™, 3) KriStar’s FloGard® +PLUS, 4) AbTech’s Ultra-Urban® Filter, 5) Stream Guard™ Catch Basin Insert for Oil & Grease, and 6) Stream Guard™ Passive Skimmer. This document reports the results of both the laboratory and the field studies.
KW - Catch basin inserts
KW - Catch basins
KW - Field studies
KW - Laboratory studies
KW - Runoff
KW - Water pollution
KW - Water quality management
UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-01-74%20Stormwater%20Management%20Practices%20(Closed%20Drainage.pdf
UR - https://trid.trb.org/view/889228
ER -
TY - RPRT
AN - 01124566
AU - Xu, Bugao
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Summary of Implementation of an Artificial Lighting System for Automated Visual Distress Rating System
PY - 2007/12//Technical report
SP - 9p
AB - The artificial lighting system called a light bar is a specially designed lighting device for the automated pavement distress measurement system (VCrack) developed in a previous Texas Department of Transportation project. The basic function of this device is to provide intense, uniform, and linear illumination for the VCrack’s line-scan camera in order to provide high quality pavement images under any exterior lighting conditions. It consists of three major units: one 6-ft-long central unit and two 1-ft-long wing units. Each unit utilizes three rows of red light emitting diodes (LEDs), a cylindrical lens and two mirrors, forming a 1-in.-wide beam at a distance 16 in. The energy consumption of the light bar is <250 watts, eliminating the need for a special generator. Along with a matching band pass filter, the light bar enables the camera to avoid the variations of the ambient light. The lighting intensity is sufficient enough for nighttime surveys. The light bar has been merged with the existing rut bar that is installed on the front bumper, and its wing assemblies break away should they collide with a foreign object. The light bar is eye-safe, durable, and easy to maintain.
KW - Automated crack detection systems
KW - Condition surveys
KW - Energy consumption
KW - Inspection equipment
KW - Light emitting diodes
KW - Lighting
KW - Pavement distress
UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4958_01_1.pdf
UR - https://trid.trb.org/view/885844
ER -
TY - RPRT
AN - 01122967
AU - Khattak, Mohammad Jamal
AU - Baladi, Gilbert Y
AU - Sun, Xiaoduan
AU - Veazey, Jared
AU - Landry, Corey
AU - University of Louisiana, Lafayette
AU - Louisiana Transportation Research Center
AU - Federal Highway Administration
TI - Development of Uniform Sections for PMS Inventory and Application
PY - 2007/12//Interim Report
SP - 203p
AB - This report summarizes the findings of the first phase of Louisiana Transportation Research Center (LTRC) research project 04-2P, which is sponsored by the Louisiana Department of Transportation and Development (LADOTD). The project is assessing the current status and the state-of-the-practice of the LADOTD pavement management system (PMS). Results of the assessment would help LADOTD accomplish its overall objective in developing a cost-effective pavement preservation strategy to improve the pavement condition, as stated in the “Louisiana-Vision 2020”. During the course of the study, various components of the PMS were evaluated. A detailed survey of all district engineers was conducted to establish the needs of each district. Based on the survey results and assessment of the current PMS practices, the research team collaborated with LADOTD’s PMS engineers to make various conclusions and recommendations. The key efforts of the research team during the first phase of the study included the following: (1) A review of the-state-of-the-practice of LADOTD’s PMS. The review included, but was not limited to, the current highway classification system, the reference location systems, the distress data collection and storage practices, other data available in the department, deduct points, distress indices and remaining service life calculations, and project- and network-level reports. (2) A survey of all district engineers to address the needs of the districts. The survey addressed various issues including the types of reports and their accessibility, the utility of the PMS outputs, the existing location reference systems, the various pavement preservation actions, and the degrees to which the PMS users fully understand the benefits and the potential cost savings that can be precipitated by using the PMS data. The investigators believe that the results of this study will enhance the PMS capabilities in managing pavements and facilitate better communication among various PMS data users and decision makers.
KW - Data users
KW - Districts and authorities
KW - Evaluation and assessment
KW - Louisiana
KW - Pavement management systems
KW - Recommendations
KW - State of the practice
KW - Surveys
KW - User surveys
UR - http://www.ltrc.lsu.edu/pdf/2008/fr_430_web.pdf
UR - https://trid.trb.org/view/884597
ER -
TY - RPRT
AN - 01118726
AU - Corbett, Esther
AU - Mickelson, Robert
AU - Inter Tribal Council of Arizona, Incroporated
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Building Tribal Traffic Safety Capacity
PY - 2007/12//Final Report
SP - 128p
AB - Nationally, the annual motor vehicle crash (MVC) mortality rates for American Indians per 100,000 persons have been three to four times greater than the general public. This trend has also been consistently evident in Arizona. The annual MVC mortality rates for American Indians in Arizona per 100,000 persons have been three times higher than the statewide population. The project purpose was to identify methods for assisting tribes to develop capacity in five areas: (1) Decision Making; (2) Data Collection, Storage, Maintenance, and Integration with Other Programs; (3) Equipment and Software; (4) Project Prioritization; and (5) Project Development, Implementation, and Evaluation. The approach used to conduct the research was described in the Tribal Highway Safety Improvement Program Model and Guidelines. The four-task model and nine policy and technical guidelines were developed in 2004 by the research team from the Inter Tribal Council of Arizona, Inc. (ITCA) as a planning resource for tribes and the Federal Highway Administration (FHWA) to consider when establishing a Tribal Highway Safety Improvement Program (THSIP) or eliminating roadway hazards on tribal lands.
KW - Data collection
KW - Decision making
KW - Fatalities
KW - Native Americans
KW - Safety management
KW - Traffic crash victims
KW - Traffic crashes
KW - Tribal government
KW - Tribal lands
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ592.pdf
UR - https://trid.trb.org/view/878576
ER -
TY - RPRT
AN - 01118104
AU - Crum, Nicole
AU - Fitch, Jennifer
AU - Vermont Agency of Transportation
AU - Federal Highway Administration
TI - Evaluation of ATM 400 Permanent Durable Tape
PY - 2007/12//Initial Report
SP - 18p
AB - In an effort to evaluate the service life of Durable tape, the Vermont Agency of Transportation applied an experimental pavement marking material, known as ATM 400, to a preexisting roadway on the Essex signal project, STPGSGNL (17) located at the intersection of VT Route 15 and VT 128 at MM 5.34 in the town of Essex in August of 2007. The following report outlines the initial observations with regards to the application of two experimental permanent marking tapes, known as ATM 300 and ATM 400, with respect to letters, stop bars and crosswalks. In addition the report contains information pertaining to field data collection to assess the durability and luminance of the markings over time. Overall, there are some concerns related to the ease of application, associated driver delays, recommended application temperatures and required unison between the pavement contractor and line striping company. However, preliminary retroreflectivity results are encouraging, well above national standards. In addition, as this product is inlaid, it may be less vulnerable to winter maintenance practices resulting in greater durability over time.
KW - Durability
KW - Evaluation
KW - Luminance
KW - Road marking tapes
KW - Road markings
KW - Service life
KW - Vermont
UR - https://trid.trb.org/view/875383
ER -
TY - RPRT
AN - 01118036
AU - Crum, Nicole
AU - Fitch, Jennifer
AU - Vermont Agency of Transportation
AU - Federal Highway Administration
TI - Evaluation of ATM 300 Permanent Durable Tape
PY - 2007/12//Initial Report
SP - 18p
AB - In an effort to evaluate the service life of Durable tape, the Vermont Agency of Transportation applied an experimental pavement marking material, known as ATM 300, to a preexisting roadway on the Montgomery-Berkshire repaving project, STP 2125(1) S, located located on VT 118 between mile marker (MM) 5.565 in Montgomery and MM 1.565 in Berkshire in September of 2007. Following the placement of the markings, data collection, including retroreflectivity and wear readings, was conducted using uniform methods. All of the Marking Tape was found to be in compliance with ASTM D 6359, “Minimum Retroreflectance of Newly Applied Pavement Marking Using Portable Hand-Operated Instruments” which requires a minimum retroreflectivity of 250 mcdl for white marking and 175 mcdl for yellow markings within 14 days of application.
KW - Evaluation
KW - Retroreflectivity
KW - Road marking tapes
KW - Road markings
KW - Service life
KW - Vermont
KW - Wear
UR - https://trid.trb.org/view/875381
ER -
TY - RPRT
AN - 01113489
AU - Brown, Jeffrey
AU - Vermont Agency of Transportation
AU - Federal Highway Administration
TI - Non-Nuclear Compaction Gauge Comparison Study
PY - 2007/12//Final Report
SP - 16p
AB - The following report summarizes the Certification and Independent Assurance Unit’s efforts in conducting a comparison study of performance and usability between a nuclear compaction gauge and two non-nuclear compaction gauge alternatives. During the course of the 2007 construction season, in cooperation with Program Development’s Construction Section and Operations’ Maintenance Section, various materials were tested for in-place moisture and density. The various materials tested were used in both roadway subbases and structural backfills. The Certification and Independent Assurance Unit's interest in the non-nuclear compaction gauge alternatives is two-fold. First, they are capable of being transported and used anywhere without the concerns and regulations associated with nuclear safety, and second, they do not accrue the substantial financial costs associated with the ownership of nuclear compaction gauges. These costs include training and certifications for technicians, semi-annual leak tests, yearly verifications, and bi-annual calibrations; along with licensing, storage, special handling, and shipping of a hazardous material.
KW - Alternatives analysis
KW - Backfill soils
KW - Non-nuclear density gages
KW - Nuclear density gages
KW - Soil compaction
KW - Subbase (Pavements)
UR - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT-Non-NuclearCompactionGaugeComparisonStudy-FinalReport.pdf
UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT-Non-NuclearCompactionGaugeComparisonStudy-FinalReport.pdf
UR - https://trid.trb.org/view/873135
ER -
TY - RPRT
AN - 01110145
AU - Linzell, Daniel G
AU - Rado, Zoltan
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Portable Sign Crash Test
PY - 2007/12//Final Report
SP - 103p
AB - Portable sign post structures currently in use by the Pennsylvania Department of Transportation (PennDOT), supporting signs less than 36 sq in. at heights of 7 ft off the ground, are assembled using varying techniques and materials and do not meet crash testing standards established in National Cooperative Highway Research Program (NCHRP) Report 350. This project was performed to review available crash-tested portable sign post structures and, based on this review, design and crash test a new model to meet the NCHRP Report 350 criteria and establish a standard PennDOT support design protocol. The objectives of the project were to: (1) search available literature to establish the state of the art for portable sign post structures in the United States for further study; (2) perform numerical modeling of selected sign post designs to present optimal designs for crash testing according to NCHRP Report 350; (3) develop a crash testing plan for sign posts recommended by PennDOT and have the plan approved by relevant PennDOT personnel; and (4) perform crash tests of selected sign post designs, report on the findings of the crash tests and develop standard drawings.
KW - Design standards
KW - Impact tests
KW - Literature reviews
KW - Mathematical models
KW - NCHRP Report 350
KW - Portable traffic signs
KW - Posts
KW - Sign supports
KW - State of the art
UR - https://trid.trb.org/view/869688
ER -
TY - SER
AN - 01108668
JO - Civil Engineering Studies, Illinois Center for Transportation Series
PB - University of Illinois, Urbana-Champaign
AU - Buttlar, William Glen
AU - Manik, Anshu
AU - University of Illinois, Urbana-Champaign
AU - Illinois Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Risk in End-Result Specifications for Asphalt Pavement Construction
PY - 2007/12
IS - 07-013
SP - 171p
AB - End-Result Specifications (ERS) for asphalt pavement construction offer potential benefits over method-related specifications. They can be used in conjunction with or replacement of traditional QC/QA specifications as a means to enhance contractor innovation, reduce agency testing burden, and enhance overall pavement quality. Unlike other manufacturing sectors, the measure of pavement quality is not as simple as detecting and quantifying defective items. The quality of pavements is assessed with imperfect measuring tools operated by humans, who may inadvertently or intentionally introduce measurement variability or bias. As a result, the ability to measure quality and assign appropriate payment bonuses and penalties is an imperfect system. This report details the development of a simulation tool which can be used to analyze specification risk and to develop ERS systems with user-managed risk levels. The program, called Simulated Risk Analysis (SRA), computes the risk of overpayment (agency risk) or underpayment (contractor risk) as a function of many factors, including: number of tests, production and measurement variability, bias, pay formula and pay caps, and specification limits. It also considers the quality assurance and third-party testing scheme used. In general, SRA can be used to develop a better understanding of how changes in individual ERS specification parameters can affect the payment risk for the contractor and agency. This knowledge can be used to explore the possibility of developing desirable changes in an existing ERS, such as reducing sample size, reducing risk, optimizing tolerance limits, changing pay factor equations, and the pros and cons of pay factor equations with payment caps.
KW - Asphalt pavements
KW - Contractors
KW - End result specifications
KW - Pavement performance
KW - Quality assurance
KW - Quality control
KW - Risk analysis
KW - Road construction
KW - Simulation
KW - Specifications
UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-013.pdf
UR - https://trid.trb.org/view/866132
ER -
TY - SER
AN - 01108659
JO - Civil Engineering Studies, Illinois Center for Transportation Series
PB - University of Illinois, Urbana-Champaign
AU - Carpenter, Samuel H
AU - University of Illinois, Urbana-Champaign
AU - Federal Highway Administration
TI - Dynamic Modulus Performance of IDOT Mixtures
PY - 2007/12//Project Report
IS - 07-008
SP - 97p
AB - The dynamic modulus (E*) of hot mix asphalt (HMA) is the currently preferred structural characterization test for use in structural design. This value has been selected for inclusion in the Mechanistic Empirical Pavement Design Guide (MEPDG). With the introduction of Superpave mix designs, the structural properties of mixtures have changed in recent years, and an examination of current stiffness values is required as the Extended Life Hot Mix Asphalt Pavement (ELHMAP) design concepts require stiffness for several different HMA layers in the structure. The use of pre-Superpave modulus values could be inappropriate. Twenty mixtures representing surface and binder mixtures were sampled from the field. These mixtures were selected to cover the spectrum of mixtures and binders and mix designs being used throughout the state. Gyratory samples were compacted to 7 and 4 percent air voids and then prepared for E* testing. Three replicate samples were prepared for each mixture. Testing was conducted at three temperatures (-4 o, 10 o, and 20o C) and frequencies from 0.01 to 10 Hz. Five additional mixtures were added to the testing program. These mixtures were used to construct the ELHMAP sections to be used for response and fatigue testing under full scale loading. The E* data shows that current Illinois Department of Transportation (IDOT) mixtures have excellent modulus values which may be higher than the previously used values.
KW - Asphalt mixtures
KW - Dynamic modulus of elasticity
KW - Hot mix asphalt
KW - Illinois
KW - Mechanistic-Empirical Pavement Design Guide
KW - Mix design
KW - Pavement design
KW - Service life
KW - Stiffness
KW - Superpave
UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-008.pdf
UR - https://trid.trb.org/view/866072
ER -
TY - RPRT
AN - 01108439
AU - Tikalsky, Paul J
AU - Schaefer, Vernon Ray
AU - Wang, Kejin
AU - Scheetz, Barry E
AU - Rupnow, Tyson D
AU - St Clair, Alison
AU - Siddiqi, Mohamad
AU - Marquez, Stephanie
AU - Iowa State University, Ames
AU - Federal Highway Administration
TI - Development of Performance Properties of Ternary Mixtures: Phase I Final Report
PY - 2007/12//Phase I Final Report
SP - 144p
AB - This report summarizes the findings of Phase I of the research project. The project is a comprehensive study of how supplementary cementitious materials (SCMs), can be used to improve the performance of concrete mixtures. The initial stages of this project consider several sources of each type of supplementary cementitious material (fly ash, slag, and silica fume) so that the material variability issues can also be addressed. Several different sources of portland cement (PC) and blended cement are also used in the experimental program. The experimental matrix includes 110–115 different mixtures; hence, the project is being conducted in three different phases. This report contains a brief literature study to summarize the state of the practice in ternary mixtures. The literature study includes the efforts by state departments of transportation (DOTs) that have utilized ternary mixtures in field work (for example, Ohio DOT, New York State DOT, Pennsylvania DOT, Iowa DOT) to discuss practical concerns about field applications. The initial phase covered in this report is a study with a large scope to identify materials combinations that will likely perform adequately in Phases II and III. Phase I of the study consisted of a 24-month laboratory program that studied the influence of multiple combination and proportions of cement, slag, silica fume, and fly ash on specific performance properties of mortar specimens. Test results are presented in this report. Chemical admixtures (water reducers, air-entraining agents, and accelerators) were included in this phase of the study to compare the effects of ternary mixtures on setting time, water demand, and air content. Phase I results have created the architecture for predicting the performance of ternary systems based on the material properties of the total cementitious system.
KW - Admixtures
KW - Cement
KW - Concrete
KW - Fly ash
KW - Laboratory tests
KW - Literature reviews
KW - Portland cement
KW - Silica fume
KW - Slag
KW - Ternary mixtures
UR - http://www.ctre.iastate.edu/reports/ternary_mixes_phase1.pdf
UR - http://ntl.bts.gov/lib/56000/56100/56103/TERNARY_MIXES_PHASE1.PDF
UR - https://trid.trb.org/view/868391
ER -
TY - RPRT
AN - 01106153
AU - Katz, Allen
AU - College of New Jersey
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - A Comparison and Analysis of KA-Band Radar vs. X-Band Radar
PY - 2007/12//Final Report
SP - 38p
AB - This project focuses on the New Jersey State Police commitment to highway safety by enforcing posted speed limits. Effective enforcement of speeding statutes requires measured speed to be accurate and state of the art. This requirement is necessary in order to successfully prosecute by using both moving and stationary radar. The New Jersey State Police currently utilizes MPH Industries K55 X-band radar units. The New Jersey courts have taken judicial notice as to the scientific reliability of the K55 radar. The advent of new Ka-band radar technology now allows smaller and safer radar units to be employed. To successfully utilize these new Ka-band radar units their speed measurement accuracy must be established in a scientific manner that will be accepted by the New Jersey courts. This research project 1) established a program for testing the performance of the new Ka-band radar units relative to the present K55 radar, 2) monitored the implementation of this testing program, 3) reviewed the test results, 4) provided conclusions on performance and 5) documented these conclusions in a way that will facilitate the employment of Ka-band radar by the New Jersey Sate Police. The relative characteristic and performance of available laser speed detection units will also be investigated and documented. More than 1,000 measurements proved 1) Ka-band radar speed measurements correlate very closely with the X-band measurements, 2) Weather had minimal affect on the Ka-band performance, and 3) Indicated speeds are well within National Highway Traffic Safety Administration (NHTSA) standards.
KW - Accuracy
KW - Highway safety
KW - New Jersey
KW - Police operations
KW - Prosecution
KW - Radar
KW - Speed limits
KW - Traffic law enforcement
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-022.pdf
UR - https://trid.trb.org/view/865824
ER -
TY - RPRT
AN - 01106151
AU - Gabler, H Clay
AU - Gabauer, Douglas John
AU - Riddell, William T
AU - Rowan University
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Breakaway Utility Poles: Feasibility of Energy Absorbing Utility Pole Installations in New Jersey
PY - 2007/12//Final Report
SP - 121p
AB - Vehicle impacts with utility poles are one of the most unforgiving types of crashes to which motorists are exposed. In New Jersey, nearly 200 vehicle occupants died on state highways after crashes into utility poles between the years 2000 to 2003. This report describes the findings of a research program to reduce the fatalities and injuries that result from traffic crashes with utility poles in New Jersey. The specific objective is to develop recommended procedures which will enable a designer to select the countermeasures which are most appropriate for reducing the frequency or severity of vehicle impacts with utility poles at a specific site.
KW - Breakaway supports
KW - Countermeasures
KW - Crash injuries
KW - Crashes
KW - Energy absorption
KW - Fatalities
KW - New Jersey
KW - Utility poles
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-018.pdf
UR - https://trid.trb.org/view/865823
ER -
TY - RPRT
AN - 01106149
AU - Nassif, Hani
AU - Aktas, Kagan
AU - Najm, Husam
AU - Suksawang, Nakin
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Concrete Shrinkage Analysis of Bridge Deck Concrete
PY - 2007/12//Final Report
SP - 115p
AB - Infrastructure facilities constitute a major part of the national investment. According to the National Bridge Inventory (NBI) (Federal Highway Administration, 2004) there are more than 594,470 bridges and about 150,981 (25.4%) of them are structurally deficient or obsolete. Major decisions are needed to allocate the limited funds available for repair, rehabilitation, and replacement. Over the last decade, the use of High Performance Concrete (HPC) has emerged as an important alternative to deal with deteriorating infrastructure. The concept of HPC in the USA was developed under the Strategic Highway Research Program (SHRP) contract C205. At the end of the SHRP program, a major thrust was made for implementation of results. The Federal Highway Administration (FHWA) has initiated programs for the design and construction of HPC bridges and pavements with the aim of reducing both initial construction costs and long-term maintenance costs. A test has been developed by AASHTO (PP 34-99, The Passive or Restrained Ring Test) that compares the relative cracking potentials of concrete mixtures. This cracking tendency was performed on 16 concrete mixes used for bridge decks by the New Jersey Department of Transportation to identify those that would exhibit high potential for cracking. Although cracking of bridge decks can be attributed to various causes, this study provided a comparative classification of the cracking potential of each mix. A correlation of cracking potential with various parameters is also established. Results show that mixes with high Coarse Aggregate (CA) to Fine Aggregate (FA) ratio (i.e., CA/FA >1.48) and a CA minimum weight of 1800 lb/cu yd have lower potential for cracking. It is also shown that rate of free shrinkage correlates directly with the rate of restrained shrinkage, and a limit of 450 micro strain for free shrinkage at 56 days is recommended to reduce the cracking potential of concrete mixes.
KW - Bridge decks
KW - Coarse aggregates
KW - Cracking
KW - Fine aggregates
KW - High performance concrete
KW - Ring tests
KW - Shrinkage
KW - Test procedures
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-007.pdf
UR - https://trid.trb.org/view/865818
ER -
TY - RPRT
AN - 01106147
AU - Guo, Qizhong
AU - Stencel, Joseph R
AU - Nowicki, Paul
AU - Rajagopal, Ramesh
AU - Ulrich, Robert
AU - Skupien, Joseph J
AU - Maguire, Dan
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Stormwater Management Rule Implementation Process
PY - 2007/12//Final Report
SP - 54p
AB - The New Jersey Department of Environmental Protection’s (NJDEP's) Stormwater Management Rules (N.J.A.C. 7:8), adopted on February 2, 2004, has created more stringent storm water management standards for land developments in the state, including roadway and other transportation projects. These Rules include requirements for groundwater recharge and both stormwater quality and quantity control. A Stormwater Best Management Practices (BMP) Manual was developed by the NJDEP to assist regulated agencies such as the New Jersey Department of Transportation (NJDOT) with Rule compliance. However, the BMP Manual lacks sufficient guidance to properly lead engineers to identify applicable regulations and select appropriate storm water management measures for transportation projects. As a result, NJDOT planners, designers, and maintenance personnel need a simplified process to navigate the Stormwater Management Rules and facilitate the selection of appropriate stormwater management measures. This report documents the development of an electronic decision-making program in Microsoft Excel that provides such a process. This program also assists NJDOT personnel in determining during early project stages whether all of the requirements of the Rules can be met for a specific project or whether hardship waivers will be necessary.
KW - Best practices
KW - Decision making
KW - Decision support systems
KW - Groundwater recharge
KW - Implementation
KW - Manuals
KW - New Jersey
KW - Regulations
KW - Runoff
KW - Storm water management
KW - Stormwater quality
KW - Transportation projects
KW - Water quality
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-023.pdf
UR - https://trid.trb.org/view/865825
ER -
TY - RPRT
AN - 01105644
AU - Stanard, Christina
AU - Candaele, Remi
AU - Charbeneau, Randall J
AU - Barrett, Michael E
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - State of the Practice Permeable Friction Courses
PY - 2007/12//Technical Report
SP - 60p
AB - Permeable Friction Courses (PFCs) are open-graded bituminous mixtures placed over an impervious base. The interconnected air voids allow rainwater to drain into the pavement thus providing a safer driving surface in wet weather and a filter for highway runoff. This report summarizes the current state of the practice related to the hydraulic properties, water quality benefits, and maintenance of PFCs based on literature from around the world. Porous pavements reduce pollutant concentrations in the highway runoff during the functional service life of the pavement, which ultimately results in the clogging of the pavement. This material accumulating in the pores was found to have high concentrations of pollutants, such as heavy metals. Pavement cleaning machines used in Europe to remove accumulated pollutants are described and usually found to maintain the function of the pavements. Existing research also includes measurements of hydraulic conductivity over time and from different pavements. In winter conditions, more maintenance is required for PFCs than for conventional pavements since the air voids change with ambient air temperature causing the PFC to freeze faster than conventional pavement. Other beneficial properties of PFCs, such as the friction coefficient and noise reduction ability, are also described. This report also presents the results of a nationwide survey of state departments of transportation (DOTs) conducted to document PFC use and maintenance in the United States. The survey revealed minimal hydraulic testing, hydraulic design guidelines, and pavement maintenance by the DOTs. The cleaner stormwater runoff observed from PFC in several European studies has not been investigated by state DOTs other than the Texas DOT.
KW - Air voids
KW - Clogging
KW - Coefficient of friction
KW - Filtration
KW - Friction course
KW - Heavy metals
KW - Hydraulic properties
KW - Literature reviews
KW - Noise control
KW - Open graded aggregates
KW - Pavement maintenance
KW - Permeability
KW - Porous pavements
KW - Runoff
KW - State departments of transportation
KW - State of the practice
KW - Street cleaning
KW - Surveys
KW - Sweepers
KW - Water quality
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5220_1.pdf
UR - https://trid.trb.org/view/865196
ER -
TY - RPRT
AN - 01105068
AU - Federal Highway Administration
TI - Toll Facilities in the United States: Bridges - Roads - Tunnels - Ferries. December 2007
PY - 2007/12
SP - 102p
AB - The first section of this report presents a discussion of the history and current policy regarding toll roads in the United States. The second section contains selected information on toll facilities in the United States that has been provided to FHWA by the States and/or various toll authorities. The information is based on a survey of facilities in operation, financed, or under construction as of January 1, 2007. Tables T-1 and T-2 include, where known: The direction of toll collection; The type of electronic toll collection system, if available; Whether the facility is part of the National Highway System (NHS); Various financial and fee information. Table T-1 contains information such as the name, financing or operating authority, location and termini, feature crossed, length, and road system for toll roads, bridges, tunnels, and ferries that connect highways. Parts 1 and 3 include the Interstate System route numbers for toll facilities located on the Dwight D. Eisenhower National System of Interstate and Defense Highways; Parts 2 and 4 include a functional system identification code for non-Interstate System toll bridges, roads, and tunnels; Part 5 includes vehicular toll ferries. Table T-2 contains a list of those projects under serious consideration as toll facilities, awaiting completion of financing arrangements, or proposed as new toll facilities that are being studied for financial and operational feasibility.
KW - Automated toll collection
KW - Ferries
KW - History
KW - Policy
KW - Toll bridges
KW - Toll facilities
KW - Toll operating authorities
KW - Toll roads
KW - Toll tunnels
KW - United States
UR - http://ntl.bts.gov/lib/26000/26900/26973/toll2007.pdf
UR - https://trid.trb.org/view/863922
ER -
TY - RPRT
AN - 01104977
AU - Federal Highway Administration
TI - Toll Facilities in the United States: Bridges – Roads – Tunnels – Ferries. December 2007
PY - 2007/12
SP - 102p
AB - The first section of this report presents a discussion of the history and current policy regarding toll roads in the United States. The second section contains selected information on toll facilities in the United States. The information is based on a survey of facilities in operation, financed, or under construction as of January 1, 2007. Tables T-1 and T-2 include, where known: the direction of toll collection; the type of electronic toll collection system, if available; whether the facility is part of the National Highway System (NHS); and various financial and fee information. Table T-1 contains information such as the name, financing or operating authority, location and termini, feature crossed, length, and road system for toll roads, bridges, tunnels, and ferries that connect highways. Table T-1 consists of 5 parts. Parts 1 and 3 include the Interstate System route numbers for toll facilities located on the Dwight D. Eisenhower National System of Interstate and Defense Highways. Parts 2 and 4 include a functional system identification code for non-Interstate System toll bridges, roads, and tunnels. Part 5 includes vehicular toll ferries. Table T-2 contains a list of those projects under serious consideration as toll facilities, awaiting completion of financing arrangements, or proposed as new toll facilities that are being studied for financial and operational feasibility. Also included are links to tables containing data on receipts and disbursements of toll facilities. These tables are published in the annual "Highway Statistics." A section containing available names, addresses, and phone numbers of toll authorities is also provided; please note that not all toll authorities are included. This report is not intended to be a complete reference on toll facilities nor is it intended to duplicate data published by other organizations. Nearly all of the publicly owned toll authorities publish reports that contain information such as width and clearance on bridges, types of structure, road limits, year built or put in service, traffic volumes, cost, toll rates, etc. Information on ferries such as seasonal or hourly operating schedules has been included when available. Complete information on schedules and on the number and capacity of boats in operation may be obtained directly from the operating authority.
KW - Automated toll collection
KW - Ferries
KW - History
KW - Policy
KW - Tables (Data)
KW - Toll bridges
KW - Toll facilities
KW - Toll operating authorities
KW - Toll roads
KW - Toll tunnels
KW - United States
UR - http://www.fhwa.dot.gov/ohim/tollpage.htm
UR - http://www.fhwa.dot.gov/policyinformation/tollpage/
UR - https://trid.trb.org/view/864731
ER -
TY - RPRT
AN - 01104922
AU - Wood, Scott M
AU - Akinci, Necip Onder
AU - Liu, Judy
AU - Bowman, Mark D
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Long-Term Effects of Super Heavy-Weight Vehicles on Bridges
PY - 2007/12//Final Report
SP - 480p
AB - A permit truck which exceeds the predefined limit of 108 kips is defined as a superload in Indiana. This study was conducted to examine the long-term effects of superload trucks on the performance of typical slab-on-girder bridges and to assess the likelihood of causing immediate damage. Typical steel and prestressed concrete slab-on-girder type bridges were analyzed using both beam line analysis and detailed finite element models. Furthermore, one prestressed concrete bridge and one steel bridge were instrumented using more than 50 sensors each. Strains and deflections were measured during a live load test, and each bridge was monitored for more than six months. Capacities of the investigated bridges were calculated and compared with the demands generated by various groupings of typical superload trucks. Analysis of the steel and prestressed concrete bridges demonstrated that typical superload trucks up to a gross vehicle weight of 500 kips are not expected to cause any damage or impair the long term performance of the investigated bridges. Serviceability limit states of the prestressed concrete bridges controlled the rating, and the bridges had adequate strength to accommodate all superloads included in the database. However, strength limit states controlled the rating of steel bridges. Long term monitoring of a continuous and a simple span bridge indicated that strains comparable to those of a 366-kip superload truck can be generated by regular truck traffic. The field measurements also demonstrated that the in-service behavior was different than the design assumptions. Fixity due to integral abutments, effectiveness of the continuity joint in continuous prestressed concrete bridges and contribution of the secondary members lead to notable differences between the expected and the anticipated behavior. Furthermore, the AASHTO girder distribution factor equation was found to be conservative for the investigated bridges. Use of a more accurate method such as FEA or the spring analogy method is recommended for the evaluation of bridges traversed by very heavy superload trucks.
KW - Concrete bridges
KW - Fatigue strength
KW - Girder bridges
KW - Indiana
KW - Load factor
KW - Overweight loads
KW - Prestressed concrete
KW - Prestressed concrete bridges
KW - Service life
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1703&context=jtrp
UR - https://trid.trb.org/view/864551
ER -
TY - RPRT
AN - 01104040
AU - Persaud, Bhagwant
AU - Lyon, Craig
AU - Eccles, Kimberly A
AU - Lefler, Nancy X
AU - Carter, Daniel L
AU - Amjadi, Roya
AU - Vanasse Hangen Brustlin, Incorporated
AU - Persaud and Lyon, Incorporated
AU - Federal Highway Administration
TI - Safety Evaluation of Installing Center Two-Way Left-Turn Lanes on Two-Lane Roads
PY - 2007/12
SP - 52p
AB - The Federal Highway Administration organized a Pooled Fund Study of 26 States to evaluate low-cost safety strategies as part of its strategic highway safety effort. One of the strategies chosen to be evaluated for this study was the installation of center two-way left-turn lanes (TWLTLs) on two-lane roads. This strategy is intended to reduce the frequency of crashes involving a turning vehicle, which could be classified as head on or rear end. Geometric, traffic, and crash data were obtained for 78 sites (34.9 km (21.3 mi)) in North Carolina, 10 sites (9.7 km (6.0 mi)) in Illinois, 31 sites (10.95 km (6.8 mi)) in California, and 25 sites (21.25 km (13.2 mi)) in Arkansas. Empirical Bayes methods were incorporated in a before-after analysis to determine the safety effectiveness of installing the TWLTLs. There was a statistically significant reduction in total and rear-end crashes in each of four States whose installations were evaluated. Rural installations were found to be more effective in reducing crashes than urban ones in each of the four States. Lower cost installations of TWLTLs can be a cost-effective treatment for two-lane rural locations, especially those with a high frequency of rear-end collisions involving a lead vehicle desiring to make a turn.
KW - Arkansas
KW - Before and after studies
KW - California
KW - Cost effectiveness
KW - Empirical Bayes method
KW - Frontal crashes
KW - Illinois
KW - North Carolina
KW - Rear end crashes
KW - Rural areas
KW - Two lane highways
KW - Two way left turn lanes
KW - Urban areas
UR - http://www.fhwa.dot.gov/publications/research/safety/08042/index.cfm
UR - http://ntl.bts.gov/lib/31000/31000/31089/FHWA-HRT-08-042.pdf
UR - https://trid.trb.org/view/864034
ER -
TY - RPRT
AN - 01103980
AU - Bischoff, Debra L
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Strata® Reflective Crack Relief System
PY - 2007/12//Final Report
SP - 39p
AB - In 2001, the Wisconsin Department of Transportation (WisDOT) initiated this Federal Experimental Project to evaluate the effectiveness of Strata® Reflective Crack Relief System, an interlayer designed to delay cracks from reflecting through hot mix asphalt (HMA) overlays placed on concrete pavements. Test sections were constructed in Racine County in 2001 and in St. Croix County in 2002. After the existing HMA pavements were milled off, the existing underlying concrete pavement was repaired. A tack coat was applied prior to paving a one-inch thick Strata® interlayer. The interlayer was then overlaid with HMA. Crack surveys were conducted annually for several years. The results from the Racine County project showed that the Strata® interlayer delayed reflective cracking in an HMA overlay, over a concrete pavement with doweled full-depth patches, for two years. However, there was no conclusive evidence that Strata® would reduce reflective cracking longer than two years. The results from the St. Croix project showed that the lanes/sections with Strata® performed very well and typically better than the lanes/sections without Strata® for the first two years. Test sections that had Strata® in only one lane consistently performed well in the lane with the Strata®, but very poorly in the adjacent lane without Strata®. Although the test section that had Strata® in both lanes performed fairly well after three years and had an average percentage of reflective cracking in both lanes of 47.5 percent, Control Section 1, which didn't have an interlayer, performed the best with an average percentage of reflective cracking in both lanes of 40 percent. The Strata® Reflective Crack Relief System was able to delay reflective cracking for two years. By the third year, the test sections with a Strata® interlayer performed comparably to those without an interlayer. Since WisDOT typically performs crack maintenance beginning in year three, the ability of Strata® to reduce reflective cracking for only two years does not result in any cost savings to WisDOT. Thus, the Strata® Reflective Crack Relief System is not a cost effective solution to reduce reflective cracking of an HMA overlay placed over a concrete pavement.
KW - Bituminous overlays
KW - Concrete pavements
KW - Cost effectiveness
KW - Pavement interlayers
KW - Reflection cracking
KW - Test sections
KW - Wisconsin
UR - http://wisdotresearch.wi.gov/wp-content/uploads/fep-01-07strata.pdf
UR - https://trid.trb.org/view/863655
ER -
TY - RPRT
AN - 01102164
AU - Federal Highway Administration
TI - Knik Arm Crossing : environmental impact statement
PY - 2007/12//Volumes held: Draft, Final(2v), Final Appendix(2v)
KW - Alaska
KW - Environmental impact statements
UR - https://trid.trb.org/view/862125
ER -
TY - RPRT
AN - 01102159
AU - Federal Highway Administration
TI - Spaulding Turnpike improvements NHS-027-1(37), 11238, Newington to Dover, Strafford and Rockingham counties : environmental impact statement
PY - 2007/12//Volumes held: Draft(3v)(v.2 folio), Final(4v)(v.2 fol),Fsum
KW - Environmental impact statements
KW - New Hampshire
UR - https://trid.trb.org/view/862120
ER -
TY - RPRT
AN - 01102061
AU - Federal Highway Administration
TI - Southeast Issaquah bypass : environmental impact statement
PY - 2007/12//Volumes held: Draft, Dsup, Final(2v)
KW - Environmental impact statements
UR - https://trid.trb.org/view/862022
ER -
TY - RPRT
AN - 01099740
AU - Ullman, Brooke R
AU - Trout, Nada D
AU - Ballard, Andrew J
AU - Texas Transportation Institute
AU - Southwest Region University Transportation Center
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Guidelines for Hurricane Evacuation Signing and Markings
PY - 2007/12
SP - 22p
AB - Based on focus group input and surveys of motorists who have recent hurricane evacuation experience, researchers developed guidelines for various hurricane evacuation signs and markings, including route signs, contraflow signs, emergency shoulder lane signs and pavement markings, etc.
KW - Emergency management
KW - Evacuation
KW - Guidelines
KW - Hurricanes
KW - Road markings
KW - Route signs
KW - Signs
UR - http://swutc.tamu.edu/publications/technicalreports/0-4962-1.pdf
UR - http://ntl.bts.gov/lib/27000/27000/27011/0-4962-1.pdf
UR - https://trid.trb.org/view/857469
ER -
TY - RPRT
AN - 01099023
AU - Jayawickrama, Priyantha Warnasuriya
AU - Tinkey, Yajai
AU - Gong, Jie
AU - Turner, John
AU - Texas Tech University, Lubbock
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Non-Destructive Evaluation of Installed Soil Nails
PY - 2007/12//Technical Report
SP - 262p
AB - Recent forensic studies that investigated the failure of several Texas Department of Transportation (TxDOT) soil nailed retaining walls revealed that incomplete grouting of soil nails was a very common problem. This finding has raised serious questions about the adequacy of QC/QA procedures currently used by TxDOT for verifying the integrity of installed soil nails. The research study described in this report attempted to address these concerns by: (a) developing of a nondestructive test method to check the integrity of soil nails, and (b) identifying the construction variables that have the most dominant influence on grout integrity and developing guidelines to control them. The Sonic Echo method was selected, further refined and “customized” for nondestructive evaluation of soil nail grout columns. The optimum test parameter combination to be used with Sonic Echo testing was determined through several cycles of nondestructive testing that were conducted at an experimental soil wall that was specially built for this research. Among the various construction variables examined, grout rheology (or flowability) and tremie insertion length were found to be the most important parameters that influence the integrity of soil nail grout columns. A new grout consistency requirement is proposed based on the findings from this research.
KW - Construction management
KW - Failure analysis
KW - Grout
KW - Grouting
KW - Nondestructive tests
KW - Quality assurance
KW - Quality control
KW - Retaining walls
KW - Rheology
KW - Soil nailing
KW - Sonic echo tests
KW - Structural integrity
UR - http://library.ctr.utexas.edu/hostedPDFs/TechMRT_0-4484-1.pdf
UR - https://trid.trb.org/view/859398
ER -
TY - RPRT
AN - 01091891
AU - Kihl, Mary
AU - Herring, Donald
AU - Wolf, Peter
AU - Finn, Mike
AU - Yang, Peng
AU - Arizona State University, Tempe
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Snowplow Simulator Training Evaluation: Potential Fuel and Drivetrain Maintenance Cost Reduction
PY - 2007/12//Final Report
SP - 64p
AB - The Arizona Department of Transportation (ADOT) introduced simulator-based training in 2004, when maintenance crews in five rural districts received a third-party snowplow safety topics course on the L-3 TransSim VS III simulator. In 2005, a simulator was deployed in the Globe District, initiating a training program for the 60-plus snowplow operators there. Local volunteer trainers, all experienced plow operators, went through a "Train the Trainer" course from L-3 staff. On that basis, in early 2006, all of the district's drivers took a Fuel Management Driving Techniques (FMDT) course on proper shifting techniques for better fuel economy. The goal of this study was to identify the benefits of simulator-based training in fuel economy and driveline repair costs for ADOT's heavy vehicle fleet. It focused on the Globe District, to assess: (1) potential improvements to fuel economy, recorded in the simulator training session, (2) driver performance in the real-world environment, in terms of fuel economy, (3) changes in fuel economy and repair costs related to proper driving/shifting skills. The project attempted to measure fuel performance in a real-world driving environment by establishing a 168-mile round-trip test route between two maintenance yards, on a winding route with many steep grades. Test runs were done with five newly-hired drivers, both before and after the fuel training, in both automatic and manual-shift plow trucks. For the manual transmission fuel runs, on average, a 4.5% improvement was seen. Three years of district fuel and repair histories were reviewed for periods before and after the 2006 training. Five significant "high-mileage" work activity areas were studied. Results were mixed due to many variables, but the critical "snow and ice activity" category did show some improved fuel economy for early 2007. However, the records showed no clear reduction in driveline repairs for January-March '07, but noted that an additional cost of repairs is the time that trucks needing extensive work are out of service. This study used Kirkpatrick's four-level evaluation model to assess if the training improved fuel economy in the Globe District. At the "reaction" level, results are positive; crews say the training did increase awareness and change driving behaviors with regard to fuel efficiency. At the "learning" level, results show some drivers improved but others did worse in post-testing. At the "performance" level, the results are promising: drivers of manual-shift trucks achieved improvement in fuel economy. At the "results" level, aggregate fuel economy figures also show a discernable difference in pre-training and post-training fuel efficiency for key winter maintenance tasks. This study confirmed that operational training can best be measured in quantitative terms, but with challenges. Future ADOT efforts to evaluate simulator training results must first strive to better integrate field data. Training must focus on improved manual gear shifting, and on "best practices" for automatics. The most benefit may come from fully integrating simulators into ADOT's field training program, which requires strong agency support. Key future requirements are (1) a state-level champion who can enhance simulator training, (2) a new fuel vs. work effort reporting system, (3) formal recognition and incentives for the volunteer local training teams.
KW - Arizona Department of Transportation
KW - Drivers
KW - Driving
KW - Evaluation and assessment
KW - Fuel consumption
KW - Gear shifting
KW - Ice
KW - Power trains
KW - Snow
KW - Snowplows
KW - Training simulators
KW - Transmissions
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ635.pdf
UR - https://trid.trb.org/view/851832
ER -
TY - RPRT
AN - 01090229
AU - Villa, Juan Carlos
AU - Middleton, Dan
AU - Warner, Jeffery E
AU - Prozzi, Jolanda P
AU - Prozzi, Jorge A
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Integration and Consolidation of Border Freight Transportation Data for Planning Applications and Characterization of NAFTA Truck Loads for Aiding in Transportation Infrastructure Management: First Year
PY - 2007/12//Technical Report
SP - 96p
AB - The quantity of truck transportation handled in Texas increased dramatically in the 1990s especially after the full implementation of the North American Free Trade Agreement (NAFTA). Accurate information on truck volumes and truck characteristics is critical to the transportation planning and transportation operation activities performed by the Texas Department of Transportation (TxDOT) and other agencies responsible for the freeway and roadway system in the state of Texas. Information for freight transportation planning, in particular truck-related data, is expensive and difficult to collect, but various agencies located at the Texas-Mexico border already gather information that is used for operation or statistical purposes. This report covering first-year activities identifies planning information needs, determines data that are being collected by various federal, state, and local agencies, and proposes an integrated truck-related information system that could be used for planning purposes. Second-year activities will involve collecting and analyzing loading characteristics of heavy vehicles associated with cross border trade required for determining infrastructure impacts.
KW - Commodity density
KW - Freight security
KW - Freight traffic
KW - Freight transportation
KW - Heavy vehicles
KW - Infrastructure
KW - International borders
KW - Mexico
KW - North American Free Trade Agreement
KW - Texas
KW - Texas-Mexico Border region
KW - Truck traffic
KW - Trucking
UR - http://tti.tamu.edu/documents/0-5339-1.pdf
UR - https://trid.trb.org/view/850172
ER -
TY - RPRT
AN - 01090228
AU - Eisele, William L
AU - Crawford, Jason A
AU - Stensrud, Rachael L
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Measures, Methods, and Application of a Mobility Monitoring Process for Small to Medium-Sized Communities
PY - 2007/12//Technical Report
SP - 340p
AB - Many Texas Department of Transportation (TxDOT) districts struggle with congestion issues in growing small to medium-sized communities (SMSCs). Congestion in these communities is often highest along state highways that also serve major local travel functions. The objective of this one-year research project was to develop and test a framework for congestion monitoring in MSCs, including economical (low-cost) monitoring techniques and the normal range of improvements for SMSCs. This report summarizes the activities and results for this one-year project. Researchers developed a six-step framework for performing on-going mobility monitoring in SMSCs. The framework was applied in two pilot study locations—one in a small-sized community (less than 50,000 population with no metropolitan planning organization [MPO] presence), and another in a medium-sized community (greater than 00,000 population with a PO presence). Researchers collected travel time data using test vehicles instrumented with global positioning system (GPS) equipment, pneumatic tube traffic volume data, and performed videologs of the 14 (total) corridors. Researchers performed a stopped delay study at one location. Researchers developed methods to effectively communicate mobility monitoring results to both technical and non-technical audiences. A survey of SMSCs was performed to obtain a better understanding of congestion definitions, monitoring activities, and when, where, and why congestion occurs in SMSCs. Researchers developed numerous outreach materials including a guidebook entitled Guidebook for Mobility Monitoring in Small to Medium-Sized Communities: A How-To Guide for technical audiences, a companion (smaller) document for non-technical audiences, tri-fold brochure for the general public, one-page overview of the framework, interactive CD with PowerPoint® presentations to technical and non-technical audiences and an interactive case study, and preliminary workshop lesson plans. The results documented in this research report, and the associated outreach materials will be useful for TxDOT staff in small to medium-sized communities as well as TxDOT’s partnering agencies, including MPOs, municipalities, and counties.
KW - Global Positioning System
KW - Guidelines
KW - Medium sized cities
KW - Metropolitan planning organizations
KW - Mobility
KW - Satellite navigation systems
KW - Traffic congestion
KW - Traffic surveillance
KW - Traffic volume
UR - http://tti.tamu.edu/documents/0-5571-1.pdf
UR - https://trid.trb.org/view/850131
ER -
TY - RPRT
AN - 01090220
AU - Walker, Roger S
AU - Fernando, Emmanuel G
AU - University of Texas, Arlington
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Pilot Implementation of Bump Detection Profiler
PY - 2007/12//Technical Report
SP - 24p
AB - During Texas Department of Transportation (TxDOT) Project 0-4385, a sliding profiler device was developed that has the capability to be attached to a concrete paver for determining the location of bumps on fresh concrete. This device has the potential to provide TxDOT and contractors an early identification of defects in newly poured concrete. Contractors could then fix the defects while the concrete is still fresh. During Project 5-4385-01, this device was implemented on several construction projects. This report describes the implementation of this device.
KW - Bumps
KW - Concrete pavements
KW - Continuously reinforced concrete pavements
KW - Implementation
KW - Pavers
KW - Pilot studies
KW - Profilers
KW - Sliding forms
KW - Texas
UR - http://ranger.uta.edu/~walker/Reports/FINAL%20PDF%205-4385-01-1.pdf
UR - https://trid.trb.org/view/850183
ER -
TY - RPRT
AN - 01090216
AU - Quiroga, Cesar
AU - Ford, David
AU - Taylor, Timothy
AU - Kranc, Stanley C
AU - Kraus, Edgar
AU - Park, Eun Sug
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Specification Framework for Communication Utilities and Estimation of Utility Adjustment Costs
PY - 2007/12//Technical Report
SP - 208p
AB - Report 0-4998-1, “A Unit Cost and Construction Specification Framework for Utility Installations,” described a prototype framework of construction specifications and corresponding unit cost work items for utility installations at Texas Department of Transportation (TxDOT) and recommendations on how to implement that framework in Texas. That report focused on water and sanitary sewer installations. Report 0-4998-2, “Construction Specification Requirements for Water and Sanitary Sewer Installations,” provided a detailed description of the corresponding specification requirements for water and sanitary sewer utility installations that could be used to prepare the construction specifications. This report is a follow up to the 0-4998-1 and 0-4998-2 reports. It describes a prototype framework of specification requirements and corresponding unit cost work items for communication utilities. The requirements for each specification include a summary table outlining the main characteristics of the proposed specification and provide a listing of bid items, subsidiary items, and units of measurement, followed by a list of specification requirements. This report also summarizes a methodology to develop utility adjustment cost estimates during the early stages of the project development process and a procedure for estimating the uncertainty and likelihood of exceedance of those estimates. The need for that methodology became apparent after realizing the limitations of traditional approaches that simply estimate utility adjustment costs as percentages of the highway construction costs without providing a measure of uncertainty for those estimates.
KW - Communication systems
KW - Cost estimating
KW - Manholes
KW - Relocation (Facilities)
KW - Specifications
KW - Transportation, hydraulic and utility facilities
KW - Unit costs
KW - Utility theory
UR - http://tti.tamu.edu/documents/0-4998-3.pdf
UR - https://trid.trb.org/view/850182
ER -
TY - RPRT
AN - 01090208
AU - Rister, Brad W
AU - Graves, R Clark
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Rideability Issues for Asphalt and Concrete Specification Modifications
PY - 2007/12//KTC-07/30/SPR304-05-1F
SP - 33p
AB - Concerns have been raised regarding the differences between the incentive/disincentive determination procedures as well as the pay adjustments for rideability between asphalt and concrete projects. This report will attempt to do the following: (1) Address the differences between concrete and asphalt rideability specifications by looking at Kentucky’s historical rideability specifications and the specifications of peer states. (2) Review the necessity to revise current specifications based on historical rideability data, peer states rideability specifications, technological advancements in placement of roadway materials, and technological advancements in measuring rideability after construction. (3) Evaluate the monetary impact of a revised rideability specification on the latest year’s data. Through this analysis some of the concerns regarding the differences between concrete and asphalt rideability will be addressed. In addition, the necessity to revise current specification changes will be evaluated based on the research results and recommendations offered as appropriate.
KW - Asphalt concrete
KW - Asphalt pavements
KW - Concrete
KW - Disincentives
KW - Incentives
KW - Kentucky
KW - Payment
KW - Ride quality
KW - Specifications
UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_30_SPR_304_05_1F.pdf
UR - https://trid.trb.org/view/850325
ER -
TY - RPRT
AN - 01090197
AU - Prapaitrakul, Nikornpon
AU - Freeman, Thomas John
AU - Glover, Charles J
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Assessing the Ability of Fog Seals to Seal Pavements, to Rejuvenate in Situ Binder, and to Retard Binder Oxidation
PY - 2007/12//Technical Report
SP - 362p
AB - This work was conducted for the purpose of assessing the effectiveness of fog seal treatments as an aid to highway maintenance managers in making sound decisions for fog seal treatments. Replicate cores of both treated and untreated highway and general aviation pavement sections were analyzed. Whole cores were assessed by water permeability and by susceptibility to permanent deformation. Replicate cores were sawed into one-quarter inch slices which were individually analyzed for total air voids, accessible air voids, binder content, oxidative aging and rheology, and for the presence of fog seal material. The fog seal materials used in this project were emulsions of asphalt materials and coal tar type materials. Results showed that if the fog seal is penetrating into the pavement, it is not doing so to a detectable level, the permeability of the pavement is not significantly reduced, and APA tests did not show any softening of the pavements by the treatments. Additionally, 1) differences between untreated and treated pavement slices generally seem more likely due to original binder variability with depth than to the fog seal treatments, although coal-tar treatments appear to harden the top layer; 2) effects of the fog seal treatments on oxidative aging were not observed; and 3) previous work, that the aging rates of asphalt binders are decreased by very low accessible air voids is supported. In summary, the effects of fog seals on pavement durability appear to be minimal, with respect to binder rejuvenation or sealing. Cosmetic effects or protecting against shelling or raveling remain as possible benefits, although they were not assessed by this project. In response to this work, engineers should reassess the cost-benefit balance of fog seal treatments.
KW - Air voids
KW - Asphalt emulsions
KW - Asphalt pavements
KW - Binders
KW - Bituminous binders
KW - Fog seals
KW - Highway maintenance
KW - Oxidation
KW - Pavement rejuvenators
KW - Permeability
UR - http://tti.tamu.edu/documents/0-5091-3.pdf
UR - https://trid.trb.org/view/850165
ER -
TY - RPRT
AN - 01090181
AU - Walker, Roger S
AU - Fernando, Emmanuel G
AU - University of Texas, Arlington
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Improving Ride Quality of Portland Cement Concrete Pavement: Final Report
PY - 2007/12//Technical Report
SP - 114p
AB - The construction of smooth and durable pavements is a major objective in construction projects. The administration at the Texas Department of Transportation (TxDOT) has asked that ride quality be stressed on all construction projects. TxDOT has focused on ride quality specifications and has revised them several times in the recent past. These specifications call for remedial action well after the concrete has hardened and it becomes necessary to grind the concrete, which leaves a permanent scar for the life of the pavement. If poor ride quality could be detected before the concrete reaches its initial set, a better product at less cost could potentially be achieved. The objective of this research is to determine if early detection of inadequate ride or smoothness in PCC pavements can be determined and if so, identify the appropriate correction procedures needed before the concrete has hardened.
KW - Pavement design
KW - Pavement performance
KW - Portland cement concrete
KW - Ride quality
KW - Road construction
KW - Service life
KW - Smoothness
KW - Specifications
KW - Texas
UR - http://ranger.uta.edu/~walker/Reports/FINAL%200-4385-1.pdf
UR - https://trid.trb.org/view/850170
ER -
TY - RPRT
AN - 01090178
AU - Scullion, Tom
AU - Harris, J Patrick
AU - Sebesta, Stephen
AU - Nazarian, Soheil
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Heavy-Duty Flexible Bases: Field Performance and Draft Specifications
PY - 2007/12//Technical Report
SP - 126p
AB - Traditional Texas flexible bases specified under Item 247 perform well as long as they are kept dry. However, rapid and sudden failures can occur if water enters these bases. The source of the moisture susceptibility problems is the fine clay in these bases. One base in this study contained over 2 percent Smectite, a highly expansive clay mineral. The concept of heavy-duty bases resolves around (a) controlling the type and amount of fine material and (b) requiring a high-strength rock. In Project 4358 laboratory and field studies were conducted. The use of heavy-duty bases with fines contents between 5 and 10 percent requires modifications to laboratory testing, design, and field construction procedures. Three Texas Department of Transportation (TxDOT) projects containing bases which met the proposed heavy-duty base specifications were monitored in this study. The long-term benefits of these low-fines bases could not be demonstrated in this short study, as all the applicable sections are new and performing well. However, the oldest section on FM-1810 in the Fort Worth District has higher long-term modulus than the control Item 247 base section. This report includes a draft construction specification (Item 245) for consideration on future heavy-duty base projects. This specification is based on recommendations from Texas district laboratory engineers. Heavy-duty bases will cost more than traditional bases, and they are not required in many areas of west Texas where rainfall is low. However, these bases will be economically viable in many areas of Northeast Texas, especially with the escalating prices of traditional road building materials.
KW - Base course (Pavements)
KW - Falling weight deflectometers
KW - Flexible pavements
KW - Granular bases
KW - Ground penetrating radar
KW - Pavement layers
KW - Rigid pavements
KW - Specifications
KW - Subbase (Pavements)
KW - Texas
UR - http://tti.tamu.edu/documents/0-4358-4.pdf
UR - https://trid.trb.org/view/850714
ER -
TY - RPRT
AN - 01090173
AU - Sebesta, Stephen
AU - Scullion, Tom
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Field Evaluations and Guidelines for Rubblization in Texas
PY - 2007/12//Technical Report
SP - 98p
AB - Rubblization is a unique means of rehabilitating concrete pavements by in-place conversion of the old concrete pavement into a useable base. Rubblization employs machinery that will break apart the concrete in place and leave pieces small enough that reflective cracking problems are significantly reduced or ideally eliminated. This report builds upon the previously published report 4687-1. This report presents a summary of several field investigations performed to evaluate projects’ suitability for rubblization followed by construction and performance evaluations of two recently completed rubblization projects. Based on these experiences, this report presents a non-invasive field test procedure to evaluate projects, recommended thickness design procedures for rubblization projects, and a construction specification for conducting rubblization in Texas.
KW - Asphalt rubber
KW - Cast in place concrete
KW - Comminution
KW - Concrete pavements
KW - Field tests
KW - Pavement design
KW - Reflective cracking
KW - Rehabilitation (Maintenance)
KW - Resonant breakers
KW - Texas
KW - Thickness
UR - http://tti.tamu.edu/documents/0-4687-2.pdf
UR - https://trid.trb.org/view/850169
ER -
TY - RPRT
AN - 01090165
AU - Fernando, Emmanuel G
AU - Harrison, Gerry
AU - Hilbrich, Stacy L
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Truck Instrumentation for Dynamic Load Measurement
PY - 2007/12//Technical Report
SP - 80p
AB - The Texas Department of Transportation (TxDOT) is implementing a ride specification that uses profile data collected with inertial profilers for acceptance testing of the finished surface. This specification is based primarily on ride quality criteria. The objective of the present project is to establish whether gaps exist in the current specification that permit frequency components of surface profile to pass that are potentially detrimental to pavement life based on the induced dynamic loading. To carry out this objective, the work plan includes tests to measure surface profiles and vehicle dynamic loads on inservice pavement sections. This interim report documents the research efforts conducted to provide an instrumented tractor-semitrailer combination for measurement of dynamic loads and a high-speed inertial profiler for measurement of surface profiles. These test vehicles were used in this project to collect data for evaluating TxDOT’s Item 585 ride specification.
KW - Dynamic loads
KW - Pavement design
KW - Pavement performance
KW - Profilers
KW - Ride quality
KW - Roughness
KW - Strain gages
KW - Texas
KW - Truck tractors
KW - Truck traffic
UR - http://tti.tamu.edu/documents/0-4863-1.pdf
UR - https://trid.trb.org/view/850176
ER -
TY - RPRT
AN - 01090126
AU - Harris, J Patrick
AU - Chowdhury, Arif
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Tests to Identify Poor Quality Coarse Limestone Aggregates and Acceptable Limits for Such Aggregates in Bituminous Mixes
PY - 2007/12//Technical Report
SP - 118p
AB - Over the last few years the Texas Department of Transportation has expressed concern about mineralogical segregation (variation) of coarse aggregates used in bituminous mixes; problems are associated with variation in the quality of aggregates taken from a quarry/gravel pit. The primary objective of this project was to examine the effects of poor quality coarse limestone aggregate on hotmix asphalt performance and to determine how much of the poor quality limestone can be used before adversely affecting performance. A Type C aggregate composed of a high quality limestone from one quarry was blended with soft and absorptive limestone aggregates from two other quarries in different proportions using a PG 64-22 asphalt binder. The individual aggregates were run through Los Angles abrasion, Micro-Deval, magnesium sulfate soundness, specific gravity, and absorption tests. Molded bituminous samples were tested with the Hamburg wheel tracker, dynamic modulus, and the overlay tester. In order to obtain less than 10 percent marginal Texas coarse limestone aggregate, the Micro-Deval loss should not exceed 20 percent, and the magnesium sulfate soundness percent loss should not exceed 15. The introduction of marginal coarse limestone aggregate will lower the reflection cracking life of the bituminous mix, so a maximum of 10 percent marginal (soft and absorptive) coarse limestone aggregate is recommended.
KW - Bituminous materials
KW - Bituminous mixtures
KW - Coarse aggregates
KW - Crushed limestone
KW - Gravel pits
KW - Quality control
KW - Quarries
KW - Specific gravity
KW - Stockpiling
UR - http://tti.tamu.edu/documents/0-4523-2.pdf
UR - https://trid.trb.org/view/850167
ER -
TY - RPRT
AN - 01090084
AU - Fitzpatrick, Kay
AU - Brewer, Marcus A
AU - Ullman, Brooke R
AU - Ullman, Gerald L
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Checklist for Accommodating Pedestrians in Temporary Traffic Control Areas
PY - 2007/12//Technical Report
SP - 114p
AB - The need to provide improved consistency and quality of pedestrian traffic control devices has become more important with the implementation of the Americans with Disabilities Act of 1990 (ADA), which was passed to eliminate barriers to employment, transportation, public accommodations, public services, and telecommunications. The ADA requires that pedestrians with physical and/or mental disabilities be accommodated not only in completed facilities, but also during times of construction. The Texas Department of Transportation sponsored a project to investigate methods for accommodating pedestrians in work zones that meet the evolving requirements being developed as a result of the ADA. This checklist document was developed to assist in considering pedestrians within the public right-of-way. Advice on pedestrians is contained in several locations – this document groups the advice to reflect the different stages of a project. The four stages used within the checklist are: Stage 1. Feasibility; Stage 2. Project Assessment; Stage 3. Temporary Traffic Control Plan Development; and Stage 4. Construction In-Field Review. The checklist provides topics and issues to be considered within each stage. It also provides examples or discussion for these topics. After the user gains familiarity with the checklists, the examples and discussions are not needed. Therefore, the Appendix provides a summary of the key topics to consider when using the checklist.
KW - Americans with Disabilities Act
KW - Checklists
KW - Pedestrian movement
KW - Pedestrian traffic
KW - Pedestrians
KW - Work zone traffic control
KW - Work zones
UR - https://trid.trb.org/view/850395
ER -
TY - RPRT
AN - 01089660
AU - Petrella, Margaret
AU - Biernbaum, Lee
AU - Lappin, Jane E
AU - Volpe National Transportation Systems Center
AU - Federal Highway Administration
AU - Federal Highway Administration
TI - Exploring a New Congestion Pricing Concept: Focus Group Findings from Northern Virginia and Philadelphia
PY - 2007/12
SP - 67p
AB - This study explored attitudes about congestion pricing. Focus groups were convened in Northern Virginia and Philadelphia among the general public, business owners and managers, and owners and managers of shipping and transportation logistics firms. The purpose of these focus groups was to obtain feedback on a specific congestion pricing scenario and to better understand the public's concerns regarding congestion pricing. A secondary purpose was to learn more about how to communicate with the public on the topic of congestion pricing. Overall there was a mix of opinion regarding the proposed congestion pricing system. Briefly, concerns were raised about the following: diversion to arterials, administrative costs, distrust of government, high personal (business) cost, equity issues, enforcement difficulties, that it won't solve the problem, restraint of choice, and privacy. Despite their concerns, respondents were also able to articulate the potential benefits of the new concept, including reduced congestion, time savings and reduced emissions. In particular, respondents reacted very positively toward E-ZPass, and the general public was generally favorable towards telecommuting and flextime, with some respondents indicating that they would take advantage of such options (though others pointed out that telecommuting or flextime were not feasible in their business). While some mentioned that the new system would provide an incentive to carpool, most did not seem willing to carpool themselves. Some respondents, however, did indicate they would switch to public transit if service were expanded to their area. In Philadelphia respondents felt that for transit to become a viable option, there would need to be significant improvements in reliability, safety and cleanliness. Overall, respondents wanted more information about the mechanics of the new system and evidence that it would in fact reduce congestion. Many were hopeful that congestion pricing might help solve the problem of traffic congestion, and a number thought that the new system was worth a try. People's willingness to consider a congestion pricing system seems to be due, in part, to their sense that traffic congestion has only gotten worse over time and that "something has to be done."
KW - Attitudes
KW - Benefits
KW - Carpools
KW - Congestion pricing
KW - Costs
KW - E-ZPass
KW - Equity (Justice)
KW - Flexible hours
KW - Focus groups
KW - Law enforcement
KW - Northern Virginia
KW - Philadelphia (Pennsylvania)
KW - Privacy
KW - Public transit
KW - Telecommuting
KW - Traffic congestion
KW - Traffic mitigation
UR - http://ntl.bts.gov/lib/35000/35500/35541/congestion_focus_grp.pdf
UR - https://trid.trb.org/view/850111
ER -
TY - RPRT
AN - 01088313
AU - Liang, Robert Y
AU - University of Akron
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Landslide Hazard Rating Matrix and Database. Volume 1 of 2
PY - 2007/12//Final Report
SP - 130p
AB - The Office of Geotechnical Engineering (OGE) of the Ohio Department of Transportation (ODOT) recognizes the need to develop a strategy to provide timely preventive maintenance to avoid on-set of large or catastrophic slope failures. Furthermore, with limited financial resources, the OGE is forced to make rational decisions on the priority of various landslide (slope failure) maintenance and remediation needs. To address these issues, this research project was undertaken with the following objectives: (a) Develop a field validated landslide geological hazard rating matrix, (b) Develop field reconnaissance forms in paper format and electronic format (window plus ArcPad), (c) Develop and deploy a web enabled, GIS based landslide database, and (d) Develop a user's manual and training materials for the landslide geological hazard database. Based on synthesis of literature review of existing practices, ODOT in-house expert opinions, and knowledge of prevalent Ohio geological formations in landslide prone areas, the principal investigator developed the ODOT specific landslide hazard rating system, together with the field site reconnaissance form. A pilot database containing 39 landslide sites was compiled and statistically analyzed to ascertain the reasonableness of the hazard rating outcome. A web accessible landslide database in a GIS platform was developed, pilot tested, and deployed. In addition, a user's manual was developed to assist training of the future users of the system. The benefits from full implementation of the landslide database and landslide hazard rating matrix include: (a) elimination of excessive paper work, (b) near real-time monitoring and data management, (c) centralized information, (d) uniform data collection and reporting, and (e) enhanced data sharing. Furthermore, the ODOT can reap the benefits of cost saving due to early stage detection of landslide and taking pro-active remediation measures. This volume, Volume 1 of 2, contains the final report for this research project.
KW - Computer program documentation
KW - Data collection
KW - Data sharing
KW - Databases
KW - Decision making
KW - Forms (Documents)
KW - Geographic information systems
KW - Geotechnical engineering
KW - Hazard rating
KW - Landslides
KW - Preventive maintenance
KW - Slope failure
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A192047771
UR - https://trid.trb.org/view/849589
ER -
TY - RPRT
AN - 01088308
AU - Liang, Robert Y
AU - University of Akron
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Landslide Hazard Rating Matrix and Database. Volume 2 of 2: A Manual for Landslide Inventory
PY - 2007/12//Final Report
SP - 258p
AB - The Office of Geotechnical Engineering (OGE) of the Ohio Department of Transportation (ODOT) recognizes the need to develop a strategy to provide timely preventive maintenance to avoid on-set of large or catastrophic slope failures. Furthermore, with limited financial resources, the OGE is forced to make rational decisions on the priority of various landslide (slope failure) maintenance and remediation needs. To address these issues, this research project was undertaken with the following objectives: (a) Develop a field validated landslide geological hazard rating matrix, (b) Develop field reconnaissance forms in paper format and electronic format (window plus ArcPad), (c) Develop and deploy a web enabled, GIS based landslide database, and (d) Develop a user's manual and training materials for the landslide geological hazard database. Based on synthesis of literature review of existing practices, ODOT in-house expert opinions, and knowledge of prevalent Ohio geological formations in landslide prone areas, the principal investigator developed the ODOT specific landslide hazard rating system, together with the field site reconnaissance form. A pilot database containing 39 landslide sites was compiled and statistically analyzed to ascertain the reasonableness of the hazard rating outcome. A web accessible landslide database in a GIS platform was developed, pilot tested, and deployed. In addition, a user's manual was developed to assist training of the future users of the system. The benefits from full implementation of the landslide database and landslide hazard rating matrix include: (a) elimination of excessive paper work, (b) near real-time monitoring and data management, (c) centralized information, (d) uniform data collection and reporting, and (e) enhanced data sharing. Furthermore, the ODOT can reap the benefits of cost saving due to early stage detection of landslide and taking pro-active remediation measures. This volume, Volume 2 of 2, contains the user's manual that was developed to (1) provide definitions of terms used in the Landslide Field Reconnaissance Form, (2) provide guidance on the use of the ODOT landslide hazard rating procedure, and (3) provide an explanation and guidance on how to use the ODOT landslide database website.
KW - Computer program documentation
KW - Data collection
KW - Data sharing
KW - Databases
KW - Decision making
KW - Forms (Documents)
KW - Geographic information systems
KW - Geotechnical engineering
KW - Hazard rating
KW - Landslides
KW - Preventive maintenance
KW - Slope failure
UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A192047771
UR - https://trid.trb.org/view/849591
ER -
TY - RPRT
AN - 01088297
AU - Bischoff, Debra L
AU - Battaglia, Irene
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - ET-2000 – End Treatment for Guardrail
PY - 2007/12//Final Report
SP - 17p
AB - The Trinity Industries, Inc., ET-2000 is a guardrail end treatment designed to absorb the kinetic energy of a vehicle upon impact. Forty-three ET-2000 systems were installed at sites along I-94 and I-894 in Milwaukee County, Wisconsin. Performance of the systems was evaluated after five years in service. Vehicle impacts with the ET-2000 systems were generally not severe. Only minor injuries were reported in several cases, and no fatalities occurred. No impact resulted in vehicle vaulting or spearing, problems that were noted with traditional guardrail designs. After an impact, repair to an ET-2000 system was relatively simple and did not require a high number of labor-hours. Maintenance crews did note a deficiency in the temporary reinstallation of extruder head terminals; however, it appears from current detail drawings that this problem has been resolved. The initial installation cost of the ET-2000 system is higher than traditional guardrail systems, but that cost is offset by improvements in safety offered by the ET-2000. In addition, the ET-2000 can be installed without embankment widening and other right of way constraints that are required with traditional systems. The ET-2000 has performed well in Wisconsin, and many of these models have been installed since the start of this research project. Continued use is recommended for the ET-2000 and subsequent Trinity Industries, Inc., models that conform to NCHRP Report 350.
KW - Crashes
KW - Design
KW - Guardrail end treatments
KW - Guardrail terminals
KW - Guardrails
KW - Installation
KW - Milwaukee County (Wisconsin)
KW - NCHRP Report 350
KW - Performance
KW - Repairing
UR - http://wisdotresearch.wi.gov/wp-content/uploads/wifep-03-07guardrailendtreatment.pdf
UR - https://trid.trb.org/view/849616
ER -
TY - RPRT
AN - 01088267
AU - Powers, Christi
AU - Sacco, Maggie
AU - Midwest Regional University Transportation Center
AU - CTC & Associates LLC
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Transportation Library Connectivity Pooled Fund Study - Interim Report 2005-2007
PY - 2007/12//Interim Report
SP - 54p
AB - This report is a record of the formation, major activities and accomplishments of the Transportation Library Connectivity pooled fund study, TPF-5(105), from its launch in October 2004 through its third annual meeting in September 2007. In addition to this report, the authors have also prepared a companion report, "Transportation Librarian’s Toolkit," as a practical resource for current and future transportation librarians, especially those working in state departments of transportation (DOTs). Some 50 state DOTs, 600 transit agencies and nearly 400 metropolitan planning organizations generate a staggering amount of valuable research, yet the transportation sector lacks a systematic approach to effectively manage this information. This challenge has been well documented in reports such as the Federal Highway Administration’s "Value of Information and Information Services," the National Cooperative Highway Research Program’s "Scoping Study for a National Strategic Plan for Transportation Information Management," and TRB Special Report 284, "Transportation Knowledge Networks: A Management Strategy for the 21st Century." The Transportation Library Connectivity pooled fund study was formed against the backdrop of these challenges and developments. Members felt that by working together more closely and more formally as transportation agency libraries, they could improve services to their customers and also enhance their readiness to embrace the planned policy changes recommended by SR 284 for inclusion in reauthorization of the transportation act in 2009.
KW - Customer service
KW - Information management
KW - Information services
KW - Knowledge
KW - Knowledge management
KW - Transportation libraries
UR - http://www.oregon.gov/ODOT/CS/BSS/docs/Final_interim_report_.pdf
UR - https://trid.trb.org/view/849420
ER -
TY - RPRT
AN - 01088253
AU - Sacco, Maggie
AU - Powers, Christi
AU - Midwest Regional University Transportation Center
AU - CTC & Associates LLC
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Transportation Librarian's Toolkit
PY - 2007/12
SP - 60p
AB - The "Transportation Librarian’s Toolkit" is a product of the Transportation Library Connectivity pooled fund study, TPF-5(105), a collaborative, grass-roots effort by transportation libraries to enhance information accessibility and professional expertise to serve the transportation community. At the time of publication study members included state department of transportation (DOT) libraries in Washington, Oregon, Montana, Kansas, Minnesota, Ohio, Pennsylvania, Tennessee and Louisiana; and the University Transportation Center at the University of Wisconsin-Madison. In addition to the Toolkit, the study has also published an Interim Report of the formation, major activities and accomplishments of the study from its launch in October 2004 through its third annual meeting in September 2007. The Technical Advisory Committee members of the pooled fund study were instrumental in creating this toolkit, which is a product of the collective work of the study. The purposes of this toolkit are to ease the learning curve of those new to librarianship and/or transportation; to pull together the collective wisdom of pooled fund members on topics that the pooled fund has addressed through its work of connecting and networking transportation libraries; to serve as a living document, updated frequently in print and online; to capture some of the institutional memory that is leaving the DOTs as waves of retirements loom; and to give transportation librarians of varying experience levels and work situations some tools to inspire, enhance and streamline librarians’ work as well as library operations to make the transportation library an indispensable resource within the parent organization.
KW - Customer service
KW - Information management
KW - Information services
KW - Knowledge
KW - Knowledge management
KW - Toolkits
KW - Transportation libraries
UR - http://libraryconnectivity.org/files/Toolkit_final.pdf
UR - https://trid.trb.org/view/849429
ER -
TY - RPRT
AN - 01088127
AU - Carmody, John
AU - Singh, Virajita
AU - University of Minnesota, Twin Cities
AU - University of Minnesota, Minneapolis
AU - American Institute of Architects
AU - Federal Highway Administration
TI - Enhancing Environment and Health in Transportation Project Design
PY - 2007/12//Final Report
SP - 56p
AB - Good transportation design that enhances communities results in positive impacts on the natural environment—the air, water, soil, and biodiversity that are the life support systems for human society on earth. Design of outdoor and indoor environments can also positively influence human health. The issues related to environment and health fall under the concept of sustainability. This research includes a review of environmental assessment methods, rating systems and guidelines that are currently being used to transform sustainable building practices in the United States. In addition, there is an examination of case studies of exemplary transportation projects demonstrating the benefits of sustainable design approaches. The research includes case studies at three scales—large-scale development, buildings, and infrastructure—and identifies the lessons learned from these projects. While environmental sustainability issues are not new in transportation projects, there is a new and growing recognition that problems are more extensive and more urgent than previously recognized and that there must be a deeper understanding of the connection between planning, design, and construction decisions, as well as their resulting impacts. Transportation design can and should address regional and community scale ecological issues. Effective practices include applying an integrated design approach, making environmental outcomes explicit in the design process, and measuring performance outcomes during the life of the project. An emerging set of sustainable guidelines and standards can be effective tools for setting goals and organizing the design process for well-designed transportation projects.
KW - Case studies
KW - Ecology
KW - Environment
KW - Environmental design
KW - Environmental impact analysis
KW - Health
KW - Integrated design
KW - Lessons learned
KW - Sustainable development
KW - Transportation projects
KW - United States
UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=840
UR - https://trid.trb.org/view/849002
ER -
TY - RPRT
AN - 01088125
AU - Adams, John S
AU - VanDrasek, Barbara J
AU - University of Minnesota, Twin Cities
AU - University of Minnesota, Minneapolis
AU - American Institute of Architects
AU - Federal Highway Administration
TI - Transportation as Catalyst for Community Economic Development
PY - 2007/12//Final Report
SP - 168p
AB - This study presents frameworks and methods for assessing economic development impacts of well-designed transportation projects. A literature review and on-site inspections of U.S. case studies provided lessons learned, best practices, and metrics for assessing outcomes. Project site matters, whether greenfield locations or redevelopments, and whether projects are in fast-growing metro areas, stable ones, or areas losing population and resources. Prevailing land prices and regulatory environments set limits on what can be accomplished. Economic development differs from real estate development. Economic development brings resources into fuller production of valued goods and services such that overall benefits exceed overall project costs over time. It is often accompanied by real estate development; sometimes real estate development provides a catalyst for economic development. Projects can be implemented at locations from downtown to the outer suburbs; distance from the core can affect conditions for project success. A project can be implemented in elite, upper-middle class, middle class, working class, or poor areas–with choice of sector influencing prospects for success. A well-designed project improves the community’s balance sheet–enhancing assets, diminishing liabilities, and increasing net benefits to the community over time. It is important to distinguish absolute change from change relative to metropolitan-wide measures.
KW - Best practices
KW - Case studies
KW - Communities
KW - Economic development
KW - Lessons learned
KW - Literature reviews
KW - Metrics (Quantitative assessment)
KW - Real estate development
KW - Transit oriented development
KW - Transportation projects
KW - United States
UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=838
UR - https://trid.trb.org/view/849003
ER -
TY - RPRT
AN - 01084156
AU - Ferraro, Deborah
AU - Powers, Carrie
AU - Felsburg Holt & Ullevig
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Greening Government Research and Implementation Project - Phase 1
PY - 2007/12//Final Report
SP - 214p
AB - The Greening Government Research Project is Phase 1 of a two-phased research approach to identify how the Colorado Department of Transportation (CDOT) can achieve the goals and objectives mandated in Governor Ritter’s recently signed executive orders on greening state government. The term “greening” means reducing negative environmental impacts through conservation of energy, water, waste, and other natural resources using a variety of measures. This report recommends preliminary actions CDOT can implement to begin greening the government in support of recent requirements and previously enacted state agency requirements. This report also identifies additional research to be performed as Phase 2 of the Greening Government Research and Implementation Project. To begin implementing this greening government research, CDOT should form a CDOT Greening Government Steering Committee consisting of members from a variety of CDOT divisions. The committee should review the results of this research, specifically the tables that recommend green actions to be implemented. The committee can then determine which recommended green actions have the greatest benefit and will be implemented based on the following: budget, resources, regulatory requirements, degree of control, and environmental and economic benefits received.
KW - Colorado Department of Transportation
KW - Energy conservation
KW - Environmental impacts
KW - Implementation
KW - Natural resources
KW - Policy
KW - Waste management
KW - Water conservation
UR - http://www.dot.state.co.us/Publications/PDFFiles/GreeningGovernment.pdf
UR - https://trid.trb.org/view/842991
ER -
TY - RPRT
AN - 01457306
AU - Zimmerman, Kathryn A
AU - Applied Pavement Technology, Incorporated
AU - South Dakota Department of Transportation
AU - Federal Highway Administration
TI - Review of SDDOT’s Pavement Management System
PY - 2007/11/30/Final Report
SP - 83p
AB - The South Dakota Department of Transportation (SDDOT) has been using pavement management practices for nearly 30 years, when the agency established its Rural Planning Inventory System to assess needs based on a Pavement Serviceability Rating. A Pavement Management Task Force was established and new pavement management software was implemented as a result of SDDOT Research Project SD1993-14, Enhancement of South Dakota’s Pavement Management System. Since then, a number of internal and external factors have impacted the effectiveness of the Department’s pavement management process. For example, funding levels are expected to decrease dramatically in coming years. Coupled with significant increases in material costs, the Department does not expect to be able to pave as many miles of pavement as in the past. In response to this situation, the Department has initiated a pavement preservation program targeted at slowing the rate of pavement deterioration and keeping good roads in good condition for a longer period of time. While the implementation of the pavement preservation program is an important step, other enhancements to the pavement management process were sought to further improve the effectiveness of the SDDOT’s decision process. To identify further improvements to the pavement management process, the SDDOT initiated this research study. The study recommends a strategic direction for pavement management within the SDDOT and provides specific recommendations to the pavement management process to achieve this vision. The recommendations are based on a series of workshops conducted during calendar years 2006 and 2007, involving individuals from the Executive Team, Regions, and Central Office.
KW - Pavement management systems
KW - Preventive maintenance
KW - Recommendations
KW - South Dakota Department of Transportation
KW - Strategic planning
KW - Workshops
UR - http://www.sddot.com/business/research/projects/docs/SD2006-05_Final_Report.pdf
UR - https://trid.trb.org/view/1225390
ER -
TY - ABST
AN - 01464626
TI - Research for AASHTO Standing Committee on Highways. Task 240. Update of AASHTO Roadside Design Guide
AB - This study will update the information contained in the American Association of Transportation Officials (AASHTO) Roadside Design Guide based on research conducted over the past 4-6 years. The project panel has been formed and contractor solicitation is underway.
KW - Contractors
KW - Handbooks
KW - Highway design
KW - Roadside improvement
KW - Roadside structures
KW - Updates
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1564
UR - https://trid.trb.org/view/1232858
ER -
TY - RPRT
AN - 01099555
AU - Eller, Craig M
AU - Polivka, Karla A
AU - Faller, Ronald K
AU - Sicking, Dean L
AU - Rohde, John R
AU - Reid, John D
AU - Bielenberg, Robert Wayne
AU - Allison, Erin M
AU - University of Nebraska, Lincoln
AU - Federal Highway Administration
AU - Nebraska Department of Roads
TI - Development of the Midwest Guardrail System (MGS) W-Beam to Thrie-Beam Transition Element
PY - 2007/11/26/Final Report
SP - 276p
AB - For longitudinal barriers, it is common practice to use a standard W-beam guardrail along the required highway segments and to use a stiffened thrie-beam guardrail in a transition region near the end of a bridge. As a result of the differences in rail geometries, a W-beam-to-thrie-beam transition element is typically used to connect and provide continuity between the two rail sections. However, the W-beam-to-thrie-beam transition element has not been evaluated according to current impact safety standards. Therefore, an approach guardrail transition system, including a W-beam-to-thrie-beam transition element, was constructed and crash tested. The transition system was attached to Missouri's thrie-beam and channel bridge railing system.
KW - Acceptance tests
KW - Barriers (Roads)
KW - Beams
KW - Guardrail transition sections
KW - Guardrails
KW - Highway appurtenances
KW - Highway safety
KW - Impact tests
KW - Thrie beams
UR - https://trid.trb.org/view/855897
ER -
TY - RPRT
AN - 01091805
AU - Jaber, Tarif M
AU - Jaber Engineering Consulting, Incorporated
AU - Premier Engineering, Incorporated
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Implementing HPC on the Sunshine Bridge Project
PY - 2007/11/16/Final Technical Report
SP - 154p
AB - This report presents the research work from a pilot program regarding the feasibility of implementing high performance concrete on Arizona bridge decks, using the Sunshine Bridge in Holbrook, Arizona as a test case. An existing concrete slab was removed and a new concrete slab using silica fume high performance concrete with low corrosion steel was constructed. Steps in the pilot program included developing an HPC mix design using laboratory tests of various batches. Field trial batches were conducted at a ready mix plant near the Sunshine Bridge to simulate job conditions such as concrete batching, travel time, plastic and hardened concrete properties. Test results indicated that a concrete mix design with 0.41 w/cm ratio and 5 percent silica fume by weight of cement provided overall optimum performance against project requirements. On-site slab demonstration placements of HPC at the bridge by the selected contractor simulated actual job conditions such as concrete batching, travel time, placement, finishing, curing, etc. The purpose of this field placement is to evaluate the contractor's procedures and crew. The bridge deck consisted of a total of 206 yards were placed at a rate of approximately 37 yards of concrete per hour on August 24, 2005. A comprehensive testing program measured and documented HPC properties and field practices as a reference for future bridge deck projects using HPC.
KW - Arizona
KW - Bridge decks
KW - Construction management
KW - Field tests
KW - High performance concrete
KW - Mix design
KW - Silica fume
KW - Sunshine Bridge (Holbrook, Arizona)
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ538.pdf
UR - https://trid.trb.org/view/851355
ER -
TY - ABST
AN - 01464604
TI - Synthesis of Information Related to Highway Problems. Topic 39-11. Performance of Thin Polymer Overlays for Bridge Decks
AB - Thin polymer overlays, which consist of a polymer binder, e.g., epoxies, polyesters or methacrylates, and aggregates are constructed with a thickness of no more than 1.0 in. They have the advantages of (1) adding very little dead load; (2) very fast cure times; (3) shallow depths that eliminate need for raising approach slabs; (4) transition from overlaid lane to non-overlaid lane during construction; (5) low permeability, (6) long-lasting wearing surface; and (7) frictional resistance. Many thin polymer overlays have been installed and it is critically important to summarize their performance in one document.
KW - Approach slabs
KW - Binders
KW - Bridge decks
KW - Epoxides
KW - Overlays (Pavements)
KW - Polymers
KW - Polymethyl methacrylate
KW - Slabs
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1674
UR - https://trid.trb.org/view/1232835
ER -
TY - RPRT
AN - 01108451
AU - Zimmerman, Carol
AU - Gopalakrishna, Deepak
AU - Battelle
AU - Research and Innovative Technology Administration
AU - Federal Highway Administration
TI - Enhanced Human Service Transportation Models. Joint Demonstration: Phase I - System Planning and Design. Process Evaluation: Baseline Analysis
PY - 2007/11/13/Evaluation Report
SP - 55p
AB - This document presents the findings from the baseline phase of the evaluation of the process being used by eight sites to develop a design for a Travel Management Coordination Center (TMCC) for improved coordination of human service transportation within a region. The process evaluation focuses on how the sites go about the design activity, the challenges they face and how they solve them throughout the fifteen-month design period. The objective is to draw lessons from the experience of these eight sites so that other communities seeking to implement a TMCC can benefit from their experience. Intended for use by the U.S. DOT management team and the demonstration sites, this report documents the baseline conditions, the situation at the beginning of the process. The findings focus on how the sites are working toward a common vision for the TMCC, understanding the process for engaging the stakeholders, how the sites assess their technological needs, and the teaming and organizational framework at each of the sites.
KW - Advanced public transportation systems
KW - Coordination
KW - Human service transportation
KW - Mobility
KW - Mobility Services for All Americans Initiative
KW - Public transit
KW - Transportation disadvantaged persons
KW - Transportation planning
KW - Travel Management Coordination Center
KW - United We Ride
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14403.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14403_files/14403.pdf
UR - https://trid.trb.org/view/868450
ER -
TY - RPRT
AN - 01141002
AU - Nelson, John V
AU - Sabinash, Steven J
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Colorado Transportation Management Center (CTMC) Integration Project
(FY01 Earmark) Local Evaluation Report
PY - 2007/11/09/Local Evaluation Report
SP - 56p
AB - The CTMC Integration Project is the result of FY01 congressionally designated earmarks to improve transportation efficiency, promote safety, increase traffic flow, reduce emissions, improve traveler information dissemination, enhance alternate transportation modes, promote tourism and build on existing Intelligent Transportation Systems (ITS). Total project investment was $6,753,160, including $3,372,862 in federal funds and $3,380,298 of matching cash provided by CDOT. With FHWA concurrence, the project supported work in two priority areas: 1] to support design and construction of CDOT’s new CTMC facility; and 2] to develop or procure and implement a statewide “umbrella” ITS software. Award of the project funds allowed CDOT to directly address both priority areas and was therefore a critical building block for Colorado; providing critically needed facilities, hardware, software and systems integration. Project achievements included the following: (1) Project funds supported planning, logistics and design for CDOT’s new CTMC, including electrical, communications and computer equipment. The new building comfortably houses CDOT’s operation and has capacity for substantial future growth. (2) Via an RFP process, CDOT obtained the services of a Systems Integrator to develop the statewide ATMS/ATIS “umbrella” software. Work was prioritized and broken into phases with the first three software deployment iterations funded by this project, including the “core” system; and DMS, speed and travel time subsystems. Project funds supported systems engineering, software development, documentation and testing, and hardware purchases. CDOT believes the CTMC Integration Project has been a success. Project goals and objectives were met. CDOT now has a state-of- the-art CTMC as well as the first three modules of its new statewide ITS management software. Behind-the-scenes deficiencies in priority ITS infrastructure were addressed; reducing demands on CDOT staff; simplifying data sharing; and boosting amount, accuracy and timeliness of data in and out of the system. The project dovetailed well with ongoing ITS initiatives, and most importantly has been an important building block and catalyst leading to greater and more visible advancements in Colorado ITS.
KW - Colorado
KW - Intelligent transportation systems
KW - Software
KW - Traffic control centers
KW - Transportation operations
UR - http://ntl.bts.gov/lib/30000/30500/30589/14435.pdf
UR - https://trid.trb.org/view/901201
ER -
TY - ABST
AN - 01464695
TI - Research for the AASHTO Standing Committee on the Environment. Task 37. Effective Organizational Structures and Management Practices for Achieving Environmental Stewardship in Transportation Agencies
AB - Over the past decade, transportation agencies have become much more aware of the environmental impacts of their work. Most state Departments of Transportation (DOTs) have established a policy of environmental stewardship to preserve and protect the natural environment while still finding ways to expedite project approvals. Some states are emerging as leaders in this regard, and can provide valuable lessons to be shared among all DOTs. To some extent, organizational structures and management practices can serve to facilitate this move towards integrating environmental stewardship into their cultures and into their business practices. There is a need to identify and analyze these organizational structures and management practices to serve as guidelines for all DOTs. The objective of this study is to provide guidelines to DOTs on implementing organizational structures and management practices to facilitate environmental stewardship and streamlining.
KW - Best practices
KW - Environment
KW - Environmental impacts
KW - Management
KW - Organizational effectiveness
KW - State departments of transportation
KW - Stewardship
KW - Streamlining
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1655
UR - https://trid.trb.org/view/1232927
ER -
TY - ABST
AN - 01464558
TI - Research Program Design---Administration of Highway and Transportation Agencies. 2006 AASHTO Bottom Line Scoping
AB - For the past several years, the Federal Highway Administration (FHWA) has used the Highway Economic Requirements System (HERS) and National Bridge Investment Analysis System (NBIAS) software models to estimate future investment requirements for roadways and bridges of the Nation's highway system. The U. S. Department of Transportation (USDOT) reports these estimates to the Congress in the agency's biennial Conditions and Performance Report. The models have introduced well-structured benefit-cost analysis methods into the national investment-needs assessment process, estimating the total costs of highway and bridge improvements that are warranted by user-cost savings and other benefits likely to accrue if these investments are made. The models are sophisticated and complex, but represent a reasoned and defensible approach to projecting the investment required to maintain and improve the highway system to serve the nation's economy. To make this approach accessible to the state agencies that are responsible for managing the system, FHWA has produced the Highway Economic Requirements System - State Version (HERS-ST), an extension of the HERS model that individual states can use to predict the investment required to maintain defined highway system performance levels on the state's highway system. Despite the improvements brought to national and state-level investment needs analyses by the HERS, NBIAS, and HERS-ST models, there are still uncertainties associated with the investment-needs projections. For example, the models rely on assumptions reflecting model-users' expectations about future economic conditions, travel demand, and other parameters influencing the models' outcome. Estimated investment requirements may vary as these assumptions are changed to reflect the particular expectations and perspectives of different users. In addition, there are potentially substantial investments--for example, in highway interchanges or maintenance of traffic flow during major reconstructions - that may be neglected or very indirectly estimated by the models but needed to ensure system performance. These investment needs must be estimated using other methods. In 2002, the American Association of State Highway and Transportation Officials (AASHTO) prepared a Highway and Transit Bottom Line report based on independent analysis of national highway and public transportation investment needs. This analysis employed models used by FHWA and incorporated data and results of the model used by the Federal Transit Administration (FTA), but reflected the perspectives of the states. AASHTO's goals in preparing that report were to ensure that national resource needs are appropriately assessed and that state perspectives on investment needs are effectively identified and represented in legislative and other policy discussions. The analysis provided a basis for engaging state and federal policy makers in discussions of significant issues shaping the legislative agenda. Such discussions must continue as policy makers consider future transportation legislation. The objective of this project is to emulate and improve upon the process used to develop the AASHTO 2002 Bottom Line report as it applied to highways, with updated and enhanced analyses, to produce information on investment needs for preparation of a 2007 report. The project will be conducted in two parts: (A) application of HERS, NBIAS, and HERS-ST models and other analysis procedures with parameters reflecting the states' priorities and best available information to produce investment needs estimates, and (B) assessment of the implications of these investment needs estimates and assistance to AASHTO staff in preparation of the 2007 Bottom Line Report.
KW - Benefit cost analysis
KW - Economic analysis
KW - Highways
KW - Interchanges
KW - Roadside improvement
KW - System performance
KW - Travel demand
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1568
UR - https://trid.trb.org/view/1232789
ER -
TY - ABST
AN - 01462038
TI - Effect of Admixtures on Roller-Compacted Concrete Mixes
AB - The objective of this project is to develop an understanding of the effect of concrete admixtures on roller-compacted concrete (RCC) mixtures and to prepare recommendations for their appropriate use. The project emphasis is on water reducers, set retarders, and evaporation retarders; it does not include the study of air-entraining agents.
KW - Admixtures
KW - Air entrained concrete
KW - Evaporation reducers
KW - Research projects
KW - Roller compacted concrete
KW - Water reducing agents
UR - http://www.intrans.iastate.edu/research/detail.cfm?projectID=166823494
UR - https://trid.trb.org/view/1230258
ER -
TY - RPRT
AN - 01099861
AU - Hopkins, Tommy C
AU - Beckham, Tony L
AU - Sun, Charlie
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Resilient Modulus of Compacted Crushed Stone Aggregate Bases
PY - 2007/11/07/Research Report
SP - 112p
AB - In recent years, the American Association of State Highway Transportation Officials (AASHTO) has recommended the use of resilient modulus for characterizing highway materials for pavement design. This recommendation evolved as result of a trend in pavement design of using mechanistic models. Although much progress has been made in recent years in developing mathematical, mechanistic pavement design models, results obtained from those models are only as good as the material parameters used in the models. Resilient modulus of aggregate bases is an important parameter in the mechanistic models. The main goal of this study was to establish a simple and efficient means of predicting the resilient modulus of different types of Kentucky crushed stone aggregate bases. To accomplish this purpose, resilient modulus tests were performed on several different types of aggregate bases commonly used in pavements in Kentucky. Specimens were remolded to simulate compaction conditions typically encountered in the field. Tests were performed on wet and dry specimens. The compacted specimens were 6 in. in diameter and 12 in. in height Crushed limestone base materials included Dense Graded Aggregate (DGA), and Crushed Stone Base (CSB). Number 57s, crushed river gravel, recycled concrete, and asphalt drainage blanket samples were submitted for testing by engineers of the Kentucky Transportation Cabinet. A new mathematical resilient modulus model, developed in a previous study by researchers at the University of Kentucky Transportation Center (UKTC), was used to relate resilient modulus to any selected, or calculated, principal stresses in the aggregate base. This model improves the means of obtaining best data “fits” between resilient modulus and stresses. Furthermore, the resilient modulus can be predicted, using the UKTC resilient modulus model, when the stress condition and type of Kentucky base aggregate are known. Multiple regression analysis is used to obtain model coefficients, k1, k2, and k3, of the relationships between resilient modulus and confining and deviator stresses used in the testing procedure. Also, multiple regression analysis was performed using other models developed by the National Cooperative Highway Research Program (NCHRP Project 1-37A, 2001) and Uzan (1985) to obtain the model coefficient, k1, k2, and k3. The resilient modulus data and the UKTC model, as well as models developed by NCHRP and Uzan, are readily available to design personnel of the Kentucky Transportation Cabinet. Computer software was developed in a client/server and Windows environment. This program is embedded in the Kentucky Geotechnical Database, which resides on a Cabinet server in Frankfort, Kentucky.
KW - Base course (Pavements)
KW - Crushed aggregates
KW - Crushed limestone
KW - Crushed stone
KW - Dense graded aggregates
KW - Kentucky
KW - Mathematical models
KW - Modulus of resilience
KW - Multiple regression analysis
KW - Stresses
UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_27_SPR_229_01_1F.pdf
UR - https://trid.trb.org/view/859602
ER -
TY - ABST
AN - 01543766
TI - Synthesis of Information Related to Highway Problems. Topic 39-01. Adjacent Precast Box Beam Bridges: Connection Details
AB -
Bridges built with adjacent precast, prestressed concrete box beams are a popular and economical solution in many states because they can be constructed rapidly, and deck forming is eliminated. There is a new thrust to use these bridges for rapid construction under the Highways for LIFE program. According to recent National Bridge Inventory data, adjacent concrete box beams constitute about 17 percent of bridges built annually on public roads. The box beams are generally connected by grout placed in a key between each of the units, and usually with transverse ties. Partial depth or full depth keys are typically used, incorporating grouts using various mixes. Transverse ties, grouted or un-grouted, vary from a limited number of threaded rods with finger tight nuts to several high strength tendons post-tensioned in multiple stages. In some cases, no topping is applied to the structure while in other cases a non-composite topping or a composite structural slab is added. Bridges constructed using box beams have been in service for many years and have generally performed well. However, a recurring problem is cracking in the grouted joints between adjacent units, resulting in reflective cracks forming in the wearing surface. In most cases, the cracking leads to leakage which allows chloride laden water to saturate the sides and bottom of the beams, eventually causing corrosion of the non-prestressed and prestressed reinforcement. In severe cases, the joints crack completely and load transfer is lost. There is no design method for shear keys in the AASHTO Standard Specifications for Highway Bridges or the AASHTO LRFD Bridge Design Specifications. Most shear key details in use are regional standard details of uncertain origin, and there is no information on the magnitude of forces induced in the shear keys and the ability of a given detail to resist these forces. This synthesis study will document the different types of grout key configurations, grouts, and transverse tie systems that are currently being used in the U.S. and Canada, and how each type has performed.
KW - Box beams
KW - Bridge decks
KW - Bridges
KW - Composite structures
KW - Load transfer
KW - Precast concrete
KW - Reflective crack relief
KW - Research projects
KW - Slabs
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1673
UR - https://trid.trb.org/view/1331873
ER -
TY - ABST
AN - 01464755
TI - Synthesis of Information Related to Highway Problems. Topic 39-07. Reducing Litter on the Roadsides
AB - Litter along our roadsides is an ever present and increasing problem despite the fact that State Departments of Transportation (DOTs) spends millions of dollars addressing this concern. It impacts aesthetics, economic development, public health and safety. There continues to be programs instituted to raise public awareness about roadside litter. DOT staffs manage a multitude of roadway responsibilities, but cannot keep up with the growing litter problem. Enforcement, public education and awareness, litter removal, and funding for these programs are necessary components of a comprehensive and economical litter abatement strategy. A synthesis is needed to address the state of the practice, especially how to design, implement and measure successful strategies for many diverse stakeholders.
KW - Aesthetics
KW - Economic development
KW - Law enforcement
KW - Litter
KW - Public health
KW - Roadside
KW - Roadside improvement
KW - Safety
KW - State departments of transportation
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1670
UR - https://trid.trb.org/view/1232987
ER -
TY - ABST
AN - 01464754
TI - Synthesis of Information Related to Highway Problems. Topic 39-08. Real Time Traveler Information for the Public
AB - Real time traveler information is provided by or through such channels as changeable message signs, radio, TV, the Internet, ATIS/511 systems, trip planning services, transportation centers, and others. There is a wide variety of public and private providers of this information and a wide range of costs to gather, package, and provide the information to the public. There is also a wide range of travelers that actually use the available information. The goal of this effort is to synthesize information on message schemes derived from collected data and document those that are helpful to the public. Research results could help real time travel information program providers prioritize investments and understand public response (e.g., quality, reliability, accuracy, coverage, etc.).
KW - 511 (National Travel Information Number)
KW - Advanced traveler information systems
KW - Internet
KW - Real time information
KW - Reliability
KW - Traveler information and communication systems
KW - Trip planning
KW - Variable message signs
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1671
UR - https://trid.trb.org/view/1232986
ER -
TY - ABST
AN - 01464753
TI - Synthesis of Information Related to Highway Problems. Topic 39-09. Design Flexibility Considerations for Established Cities
AB - The AASHTO "Green Book" has long been the mainstay of road design across the country and has helped establish uniform design and implementation of road facilities. The Green Book is based in large part on idealized design circumstances without, typically, right-of-way, utility, historic, built urban form, or environmental constraints. It is often a challenge to achieve consensus in large cities where it is frequently not feasible to follow strictly Green Book standards. Time and resources are spent justifying design exceptions and variances to established standards and affecting such items as road appearance and structure, lane width, turning radius, taper rate and roadway/intersection level of service. Solutions must be developed, negotiated, approved, and shared with the profession. For example, one city had to request over 100 design variances that while ultimately were resolved, caused significant project delay and cost escalation. A synthesis is needed to address national practice for reaching a reasonable accommodation between the idealized Green Book standards and the "built" urban environment. Stakeholders are looking for effective strategies for designing in an urban environment and satisfying local needs. The scope of this project is focused on transportation design issues in the urban core of major cities.
KW - AASHTO Green Book
KW - Built environment
KW - City planning
KW - Highway design
KW - Right of way (Land)
KW - Urban areas
KW - Urban design
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1672
UR - https://trid.trb.org/view/1232985
ER -
TY - ABST
AN - 01464570
TI - Synthesis of Information Related to Highway Problems. Topic 39-05. Emergency Evacuation and Reentry
AB - During an emergency evacuation, State and local transportation resources are critical and relied upon by emergency responders. Many transportation organizations have experiences and plans relating to emergency evacuation, from which other transportation organizations can learn. The goal of this synthesis is to share information on current practices in emergency evacuation and reentry, including practices in evacuating special needs populations. The long list of natural and man-made hazards for which evacuations may be necessary is large and growing. Across the nation there are emergency managers that have experienced evacuations from incidents such as fire, toxics, flood, tornado, earthquake, hurricane, etc. Many State and local department of transportation (DOT) functions are being broadened to include more evacuation and reentry activities yet state and local transportation department staff is not widely involved in the development of plans that may require use of state and local transportation resources. The proposed synthesis seeks to undertake a comprehensive and systematic review of current practice for evacuation and reentry, including the use of modes for special needs populations.
KW - Disaster preparedness
KW - Disasters
KW - Disasters and emergency operations
KW - Emergency communication systems
KW - Emergency evacuations
KW - Emergency management
KW - Evacuation
KW - Hurricanes
KW - Tornadoes
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1668
UR - https://trid.trb.org/view/1232801
ER -
TY - ABST
AN - 01464568
TI - Synthesis of Information Related to Highway Problems. Topic 39-12. Identify Promising Technologies for Biological Surveys
AB - Many transportation projects require collection of biological resources data to prepare environmental documents, design improvements, obtain permits, mitigate development impacts, and monitor mitigation. The goal of this synthesis is to review existing biological survey needs and identify technologies and techniques to fulfill those needs, including data collection, data analysis and information delivery. These technologies may be currently used or under exploration to collect survey data or provide information faster, more cost effectively, and with greater accuracy. The audience for this synthesis of information includes transportation officials responsible for planning, designing, constructing, operating and maintaining projects in an environmentally and fiscally responsible manner. The synthesis should provide a road map for identifying and investing in promising technologies for broader application within the transportation and natural resource communities. Surveys are often conducted in order to determine the presence, abundance and quality of biological resources. These resources may include fish, wildlife and plants, including threatened, endangered and special status species, and wetlands and other sensitive habitats. There is a need for accurate biological information that can be gathered effectively and efficiently to support transportation decisions. Appropriate survey design must balance biological considerations (e.g., seasonality, detectability, migratory movements, life history) with operational considerations (e.g., cost, project schedule, and regulatory requirements). Recent advances in technologies for biological survey data collection (e.g., genetics, infrared and night vision technology), analysis and information delivery, (e.g., distributional modeling), might be able to improve the efficiency and effectiveness of biological surveying. The costs of some procedures and equipment have dramatically dropped in recent years.
KW - Biological activity
KW - Biology
KW - Development
KW - Habitat (Ecology)
KW - Land use planning
KW - Surveys
KW - Technological innovations
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1675
UR - https://trid.trb.org/view/1232799
ER -
TY - ABST
AN - 01464567
TI - Synthesis of Information Related to Highway Problems. Topic 39-13. Pavement Marking Warranty Specifications
AB -
There are several methods for measuring the performance of a pavement marking, including binder and bead materials, thickness, width, retroreflectivity, presence, and color. Of these, retroreflectivity has become the primary measure of pavement marking quality. Maintaining marking retroreflectivity is an important need for driver safety. As well, FHWA has indicated that they will soon explore rulemaking initiatives to establish minimum levels for marking retroreflectivity. Marking retroreflectivity, presence, and color are affected by many different factors, including marking material, initial installation quality, volume of traffic and vehicle mix, environmental conditions, and number of snowplow events. Because markings are an on-site manufactured product, there can be, and often is, tremendous variability in the quality of markings. This variability in initial installation quality, combined with the variable aspects of factors that affect the life of the marking once installed, increases the demand on a DOT to monitor pavement marking quality so that it meets the needs of road users and state and/or national performance requirements (such as minimum retroreflectivity). Pavement marking warranty specifications provide an option to shift the responsibility for maintaining marking quality and performance from the owner to the contractor / manufacturer. In a typical warranty specification, the contractor or manufacturer are responsible for maintaining a minimum performance level for all the markings on a roadway or group of roadways for some specific period of time, often three to five years. Even though such warranty contracts have been used to a limited extent, there is a need to gather and synthesize information on this subject.
KW - Marking materials
KW - Quality control
KW - Retroreflectors
KW - Road markings
KW - Specifications
KW - Warrants (Traffic control devices)
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1676
UR - https://trid.trb.org/view/1232798
ER -
TY - ABST
AN - 01384867
AU - Radow, L J
AU - United States. Federal Highway Administration (FHWA). Office of Transportation Management (HOTM)
TI - Tabletop exercise guidelines for planned events and unplanned incidents/emergencies
PY - 2007/11
IS - FHWA-HOP-08-005
SP - 23p
AB - When planned special events are held, they generally increase traffic demands in or near the location of the event. In order to address this influx of traffic, transportation management plans are developed with the intent of minimizing the effect the event has on the transportation system. For a transportation management plan to be successful, however, it is strongly recommended that the plan be tested and reviewed prior to the event. One of the most effective ways to test a transportation management plan is through a tabletop exercise. A tabletop exercise uses the transportation management plan as the basis for action. It enables participants to role play in a scenario-based exercise conducted in an informal stress-free environment. During this low cost/low stress activity, key stakeholders involved in the planning and implementation of transportation management plans test the plan through a facilitated scenario based discussion. Tabletop exercises allow traffic management team officials to review the effect of certain event-specific action plans on other concurrent events. Through this interaction, contingencies are vetted and resolved. In addition, a tabletop exercise can be used to train and familiarize personnel with their roles and responsibilities within the planned special event's transportation management plan.
KW - Emergencies
KW - Emergency
KW - Highway traffic control
KW - Incident management
KW - Incident management
KW - Personnel
KW - Personnel
KW - Special event
KW - Special events
KW - Traffic management
KW - Transport authority
KW - Transport planning
KW - Transportation departments
KW - Transportation planning
UR - http://www.ops.fhwa.dot.gov/publications/tabletopexercpe/tabletopexererc_pse.pdf
UR - https://trid.trb.org/view/1152626
ER -
TY - RPRT
AN - 01167117
AU - Opiela, Ken
AU - Kan, Steve
AU - Marzougui, Dhafer
AU - National Crash Analysis Center
AU - Federal Highway Administration
TI - Evaluating W-Beam Guardrail Height Tolerances
PY - 2007/11//Technical Summary
SP - 9p
AB - W-beam guardrail may be the most widely used type of roadside safety hardware. It is intended to safely redirect an errant vehicle from fixed hazards on the roadside. It is designed to absorb crash energy by deflection in the rail, the posts moving in the soil and breaking or deforming while the rail remains continuous and in contact with the vehicle. For the guardrail to function as intended, its height becomes critical. The Roadside Design Guide (RDG) recommends that the top of the W-beam barrier be 27 inches above edge of pavement with a tolerance of +/- 3 inches, but it is not hard to find cases where the guardrail height is not within this range. Variations in rail height, either too low or too high, can occur as a result of poor installation, settlement, and/or successive overlays of the pavement. W-beam guardrail may be the most widely used type of roadside safety hardware. It is intended to safely redirect an errant vehicle from fixed hazards on the roadside. It is designed to absorb crash energy by deflection in the rail, the posts moving in the soil and breaking or deforming while the rail remains continu-ous and in contact with the vehicle. For the guardrail to function as intended, its height becomes critical. The Roadside Design Guide (RDG) recommends that the top of the W-beam barrier be 27 inches above edge of pavement with a tolerance of +/- 3 inches, but it is not hard to find cases where the guardrail height is not within this range. Variations in rail height, either too low or too high, can occur as a result of poor install-ation, settlement, and/or successive overlays of the pavement. The effect of the rail height relative to the vehicle has become more critical in recent years for three reasons. The first relates to changes in the nature of vehicles (i.e., fleet) operating on U.S. highways. The use of larger vehicles such as “Sport Utility Vehicles” (SUVs) and pick-up trucks has been in the rise in the U.S. since the late 1980’s and they now account for more than half of the vehicles in the fleet. These vehicles have higher bumpers and centers of gravity. These features make them more susceptible to overriding or rolling over standard barriers. Most w-beam barriers, were originally designed for standard-sized sedans, and thus could be less effective in engaging and redirecting SUVs and pickup trucks. The second reason is that road resurfacing has become a frequently used as a pavement management strategy, often without milling to lower the pavement before the addition of a new layer of material. The effect is a relative lowering of the height of the barrier. When agencies are faced with limited funds, they often do not make adjustments to the heights of barriers along resurfaced sections. The third reason relates to the limited attention to tolerances in current installation and maintenance practices. While this may seem hard to believe, remember that analysis and certification testing focuses only on the standard height installations. There has been no known testing to determine the degree of effect on safety performance for rail height variations until recently. Further, differences even in the manner height is measured makes it difficult to assess the situation. In this study, the safety performance of w-beam guardrails is evaluated relative to the effect of variations in the rail height on its adequacy in redirecting the striking vehicle, particularly to keep the vehicle from vaulting the barrier. This research was conducted to help DOTs understand the margin of safety associated with various rail heights to be able to make appropriate decisions in routine maintenance and rehabilitation efforts.
KW - Evaluation
KW - Guardrails
KW - Height
KW - Highway safety
KW - Performance
KW - Pickup trucks
KW - Resurfacing
KW - Sport utility vehicles
KW - Tolerances (Engineering)
UR - http://www.ncac.gwu.edu/research/reports.html
UR - https://trid.trb.org/view/926077
ER -
TY - RPRT
AN - 01167115
AU - Opiela, Ken
AU - Kan, Steve
AU - Marzougui, Dhafer
AU - National Crash Analysis Center
AU - Federal Highway Administration
TI - Development of a Finite Element Model for W-Beam Guardrails
PY - 2007/11//Technical Summary
SP - 7p
AB - During the early 1960’s a wide variety of guardrail systems were developed and installed on highways in the US. W-beam guardrails use steel sheets rolled into the W-shape to form a rigid beam that can “catch” the bumpers of typical vehicles. W-beam guardrails have become the most common type of longitudinal roadside barriers used on the roadways in the United States. They have played an important role in improving highway safety when used to redirect vehicles away from roadside hazards such as bridge abutments, light poles, trees, ditches, mounds, severe terrain, or other fixed objects found along the roadside. One significant change resulted from the implementation of the NCHRP Report 350 recommendations for the evaluation of roadside safety features. Report 350 recommended a larger vehicle (the 2000 kg pick-up truck) for testing. This vehicle was considered more representative of the light truck utility vehicles on the road, but it was recognized that the added weight would increase the kinetic energy in crashes with roadside hardware. Full-scale crash tests were conducted on w-beam guardrail systems to examine the performance of the G4(1s) guardrail system under the NCHRP Report 350 guidelines. Full-scale crash testing ultimately determined that a design with steel posts and routed wood blockouts would meet the NCHRP 350 TL 3 criteria. It became apparent in efforts to find an improved design for this guardrail system, that a better means to evaluate design variations was needed. This technical summary describes efforts to develop and demonstrate a viable alternative approach to addressing design improvement needs.
KW - Design
KW - Finite element method
KW - Guardrails
KW - Highway safety
KW - Impact tests
KW - Pickup trucks
KW - W-beam guardrail design
UR - http://www.ncac.gwu.edu/research/reports.html
UR - https://trid.trb.org/view/926081
ER -
TY - RPRT
AN - 01167110
AU - Opiela, Ken
AU - Kan, Steve
AU - Marzougui, Dhafer
AU - National Crash Analysis Center
AU - Federal Highway Administration
TI - Effects of Shoulder Drop-Off on W-Beam Guardrail Performance
PY - 2007/11//Technical Summary
SP - 6p
AB - Recent efforts by the FHWA determined that w-beam guardrail height has a significant effect on barrier effectiveness. Some agencies only resurface the travel lanes on highways (and not the shoulders) to stretch paving dollars. This results in a drop-off from the travel lanes to the shoulder that influences the effective height of guardrail adjacent to the shoulder. This effort analyzed the dynamics of a vehicle as it leaves the roadway and drops the distance equal to the thickness of the resurfacing layer. There is initially compression of the front suspension, followed by a lift when the springs rebound. These effects change the height of the vehicles front end, and thus the effectiveness of the inter-face with the guardrail. Potentially, the vehicle’s bumper would not have full engagement with the guardrail that could lead to vaulting or underride of the vehicle. The vehicle’s suspension may also be exerting an upwards or downwards force at the moment of interface, further complicating the interaction between the vehicle and barrier.
KW - Barriers (Roads)
KW - Dropoffs (Pavements)
KW - Guardrails
KW - Height
KW - Highway safety
KW - Performance
KW - Road shoulders
UR - http://www.ncac.gwu.edu/research/reports.html
UR - https://trid.trb.org/view/926075
ER -
TY - RPRT
AN - 01165357
AU - Marzougui, Dhafer
AU - Mohan, Pradeep
AU - Kan, Steve
AU - National Crash Analysis Center
AU - Federal Highway Administration
TI - Evaluation of Rail Height Effects on the Safety Performance of W-Beam Barriers
PY - 2007/11//Summary Report
SP - 32p
AB - The objective of this study is to investigate the effect of rail height on the safety performance of G4(1S) w-beam guardrail systems. The study involved three steps. In the first step, a detailed finite element model of the G4(1S) w-beam guardrail system was adapted from a model previously developed. The model incorporated the details of the rail, connections, the post, the blockout, and the soil in which the post was embedded. To validate the model of the w-beam guardrail system, a model of the test setup of a w-beam system subjected to a full-scale crash test, was created. Simulation runs were made using this model to identify any deficiencies in the coding and to generate data for comparison to the full-scale crash test data generated by others. The results of the simulation and the full-scale tests for a crash event involving a standard height w-beam guardrail hit by a Chevy C2500 pick-up truck (2000kg) at 100 k/hr and 25 degrees were similar indicating that the model provided an accurate representation of the crash event. In the second step of the study, the validated model served as the basis for four additional models of the G4(1S) guardrail to reflect varying rail heights. In two of the four models, the rails were raised 40 and 75 mm (1.5 and 3 inches). In the other two models, the rails were lowered 40 and 75 mm. Simulations with these four new models were carried out and compared to the initial simulation for a standard height guardrail to evaluate the effect of rail height on safety performance. The simulation results indicated that the effectiveness of the barrier to redirect a vehicle is compromised when the rail height is lower than recommended, particularly for larger vehicles like the pick-up truck. The third step of the study consisted of performing full-scale crash tests with the guardrail at standard height and 60 mm (2.5 inches) lower for a similar crash event. The data from the crash tests validated the simulation results.
KW - Barriers (Roads)
KW - Finite element method
KW - Guardrails
KW - Height
KW - Highway safety
KW - Impact tests
KW - Simulation
KW - W-beam guardrail
UR - http://www.ncac.gwu.edu/research/G41S/G41S_Height_Report_Final%20120407.pdf
UR - https://trid.trb.org/view/924990
ER -
TY - RPRT
AN - 01160007
AU - Carlson, Daniel
AU - Langworthy, Malia
AU - Wright, Jana
AU - Gruen, Deric
AU - University of Washington, Seattle
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Transportation Demand Strategies for Schools, Phase I
PY - 2007/11//Research Report
SP - 100p
AB - Considerable portions (as much as 25% by some estimates) of commute time auto trips are taking students to school. This study seeks to learn what strategies can reduce and are reducing auto congestion around schools. Phase 1 of the study includes a literature review summarizing the state of knowledge about the subject and helping to identify models and strategies. These include ride sharing clearing houses, supervised walking to school programs, carpooling, safe routes to schools programs, bicycling and mobility education, school siting policies and requirements, and the use of yellow school buses and public transit. These models guided the search for potential programs of interest in Washington state to examine and learn from in Phase 2 of the study. These programs of interest include safe routes to schools programs in urban and small city elementary schools, the use of fare-free transit, introduction of mobility education curriculum in high schools, a mandatory universal pass program at a university, a ride sharing website, and inclusion of a school in a growth and transportation efficiency center under the state’s Commute Trip Reduction law.
KW - Automobile travel
KW - Commute Trip Reduction
KW - Safe Routes to School (Program)
KW - School trips
KW - Strategic planning
KW - Traffic mitigation
KW - Travel demand management
UR - http://depts.washington.edu/trac/bulkdisk/pdf//685.1.pdf
UR - https://trid.trb.org/view/920540
ER -
TY - RPRT
AN - 01135415
AU - Mason, John
AU - Grant, M
AU - Messenger, Wendy L
AU - Bauer, J
AU - Smith, Michael
AU - Science Applications International Corporation
AU - ICF International
AU - Federal Highway Administration
TI - Management and Operations in the Metropolitan Transportation Plan. A Guidebook for Creating an Objectives-Driven, Performance-Based Approach
PY - 2007/11
SP - 66p
AB - This guidebook is designed to provide a basis on which to integrate transportation system management and operations (M&O) into the metropolitan transportation planning process and to assist MPOs in meeting Federal requirements under SAFETEA-LU calling for M&O strategies to be incorporated into the metropolitan transportation plan (MTP). It highlights effective practices that result in an MTP with a more optimal mix of infrastructure and operational strategies, founded on the inclusion of measurable, performance-based regional operations objectives.
KW - Highway operations
KW - Management
KW - Metropolitan areas
KW - Mobility
KW - Operations research
KW - Performance evaluations
KW - Security
KW - Strategic planning
KW - Traffic safety
KW - Transportation planning
KW - Travel demand
UR - http://www.ops.fhwa.dot.gov/publications/moguidebook/index.htm
UR - http://www.ops.fhwa.dot.gov/publications/moguidebook/moguidebook.pdf
UR - https://trid.trb.org/view/891774
ER -
TY - RPRT
AN - 01126250
AU - McMichael, Matthew B
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - Update of Missouri Port Authority Assessment
PY - 2007/11//Final Report
SP - 34p
AB - This fact-finding study updates data from the “Missouri Public Port Authorities: Assessment of Importance and Needs“ in support of pending studies. This paper shares general information from the study, in order to foster a better understanding of Missouri’s port authorities and waterways, especially as related to transportation. All port authorities in Missouri are unique, but the study found they can be grouped into four categories. Most ports, public or private, have concerns about restrictions to floodplain development. All Missouri River and some Mississippi River port authorities have concerns about Missouri River cargo going through other states instead. Few port authorities encourage containerized cargo, despite the shipping revolution caused by containers. Nearly all port authorities are changing to support bio-fuels; either directly with plants at the ports, or indirectly with increased capacity for related cargo. Waterways are the most cost effective, most ecological, and safest way to meet booming and changing demands for cargo.
KW - Biomass fuels
KW - Containerization
KW - Flood plains
KW - Inland waterways
KW - Mississippi River
KW - Missouri
KW - Missouri River
KW - Port authorities
KW - River ports
KW - Waterborne commerce
UR - http://library.modot.mo.gov/RDT/reports/Ri07027/or08007.pdf
UR - http://ntl.bts.gov/lib/30000/30600/30686/or08007.pdf
UR - https://trid.trb.org/view/887409
ER -
TY - RPRT
AN - 01126241
AU - Gopalaratnam, Vellore
AU - Davis, Brent M
AU - Dailey, Cody L
AU - Luckenbill, Grant C
AU - University of Missouri, Columbia
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - Performance Evaluation of Precast Prestressed Concrete Pavement
PY - 2007/11//Final Report
SP - 268p
AB - This report describes in detail an experimental investigation of an innovative precast prestressed concrete pavement (PPCP) system used to rehabilitate a 1,000 ft section of interstate highway located on the northbound lanes of I-57 near Charleston, Missouri. The primary objective of this research was to evaluate the performance of the PPCP subjected to severe weather and traffic conditions and develop performance data useful for future projects. The primary difference in this Federal Highway Administration-Missouri Department of Transportation (FHWA-MoDOT) project compared to other recently completed FHWA projects in Texas and California using the same technology was the incorporation of instrumented pavement panels to quantify pavement performance.
KW - Charleston (Missouri)
KW - Interstate highways
KW - Pavement performance
KW - Precast concrete pavements
KW - Prestressed concrete pavements
KW - Rehabilitation (Maintenance)
UR - http://library.modot.mo.gov/RDT/reports/Ri03007/or08008.pdf
UR - http://ntl.bts.gov/lib/30000/30600/30669/or08008.pdf
UR - https://trid.trb.org/view/887427
ER -
TY - RPRT
AN - 01126233
AU - Harper, Jennifer
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - Investigations of Failures of Epoxy Polymer Overlays in Missouri
PY - 2007/11//Final Report
SP - 22p
AB - Missouri has had some epoxy polymer bridge deck overlays that have exceeded their life expectancy of 10 – 15 years while other overlays have shown signs of failure within 2 years after placement. The purpose of this research study was to try and determine why some epoxy polymer overlays (EPO) have provided successful protection for over a decade and why some overlays have begun to fail after only a few years.
KW - Bridge decks
KW - Epoxy resins
KW - Failure analysis
KW - Missouri
KW - Overlays (Pavements)
KW - Polymer concrete
UR - http://library.modot.mo.gov/RDT/reports/Ri06020/or08010.pdf
UR - http://ntl.bts.gov/lib/30000/30600/30665/or08010.pdf
UR - https://trid.trb.org/view/887433
ER -
TY - RPRT
AN - 01126228
AU - Wenzlick, John D
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Stainless Steel Reinforcement in Bridge Decks
PY - 2007/11//Final Report
SP - 16p
AB - This report is a follow up and final report to the report on the “Evaluation of Stainless Steel Reinforcement, Construction Report RDT 03–003”. The results of interim testing during the bridge's first five years are reported for Missouri’s first cast-in-place bridge deck using solid stainless steel reinforcing bars. This deck was compared to a conventionally constructed deck using precast p/s stay-in-place panels and a top mat of epoxy coated reinforcing steel. The deck construction was completed in 2001. Fiber-optic chloride sensors were embedded in both decks but no data were obtained from them. From the physical testing done, both destructive and non-destructive, conclusions of the assessments made of the corrosion conditions of the bars and decks were made. Recommendations for maintenance of the decks and on future testing were made.
KW - Bridge decks
KW - Cast in place concrete
KW - Chlorides
KW - Corrosion
KW - Fiber optic sensors
KW - Missouri
KW - Reinforcing bars
KW - Stainless steel
UR - http://library.modot.mo.gov/RDT/reports/Ri00027/or08011.pdf
UR - http://ntl.bts.gov/lib/30000/30700/30707/or08011.pdf
UR - https://trid.trb.org/view/887372
ER -
TY - RPRT
AN - 01122560
AU - Carlson, Paul J
AU - Lupes, Matt S
AU - Texas Transportation Institute
AU - Federal Highway Administration
TI - Methods for Maintaining Traffic Sign Retroreflectivity
PY - 2007/11//Final Report
SP - 50p
AB - In response to a Congressional directive, the Federal Highway Administration (FHWA) has established minimum maintained traffic sign retroreflectivity levels that are incorporated into the "Manual on Uniform Traffic Control Devices" (MUTCD). One of the concerns expressed by agency personnel responsible for being in conformance with required minimums is the potential increase in tort exposure. The FHWA has developed retroreflectivity maintenance methods that, when implemented as intended, provide agencies with a flexible means of being in conformance with required minimum retroreflectivity levels and provide protection from potential tort claims. Other properly supported methods (i.e., through the completion of an engineering study) may be used to maintain signs at the required minimum retroreflectivity levels. Agencies can use the information in this report to help determine which retroreflectivity maintenance method or combination of methods best suits their needs.
KW - Compliance
KW - Maintenance management
KW - Maintenance practices
KW - Manual on Uniform Traffic Control Devices
KW - Retroreflectivity
KW - Tort liability
KW - Traffic signs
UR - http://safety.fhwa.dot.gov/roadway_dept/night_visib/policy_guide/fhwahrt08026/fhwahrt08026.pdf
UR - https://trid.trb.org/view/884217
ER -
TY - RPRT
AN - 01121751
AU - Washington, Simon P
AU - Kim, Do-Gyeong
AU - Arizona State University, Tempe
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Feasibility of Forecasting Highway Safety in Support of Safety Incentive and Safety Target Programs
PY - 2007/11//Final Report
SP - 41p
AB - Using the frequency of fatal crashes from the current observation period (e.g. month, year, etc.) as the prediction of expected future performance does not account for changes in safety that result from increases in exposure (population, additional roads, new drivers, etc.). This effect is especially pronounced in rapidly growing regions, where safety changes are anticipated in the absence of safety investment programs. The objective of this study was to examine the feasibility of predicting future fatal motor vehicle crashes given changes in future risk exposure, so that reasonable safety ‘targets’ can be established in support of a safety incentive or safety target programs. Safety incentive or target programs can be used to set future safety targets (i.e. fatal crashes) for jurisdictions in Arizona.
KW - Arizona
KW - Crash exposure
KW - Crash rates
KW - Crash risk forecasting
KW - Fatalities
KW - Highway safety
KW - Incentives
KW - Safety programs
KW - Traffic crashes
KW - Traffic safety
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ597.pdf
UR - https://trid.trb.org/view/880470
ER -
TY - RPRT
AN - 01118094
AU - Steinfeld, David E
AU - Riley, Scott A
AU - Wilkinson, Kim M
AU - Landis, Thomas D
AU - Riley, Lee E
AU - Umatilla National Forest
AU - Federal Highway Administration
TI - Roadside Revegetation: An Integrated Approach To Establishing Native Plants
PY - 2007/11//Final Report
SP - v.p.
AB - Native plants are a foundation of ecological function, affecting soil conservation, wildlife habitat, plant communities, invasive species, and water quality. Establishing locally-adapted, self-sustaining plant communities can also support transportation goals for safety and efficiency. Past obstacles to establishing native plant communities on roadsides have been technical, informational, and organizational. Effective strategies and practical techniques for revegetating the disturbed conditions with limited resources must be made available to practitioners. Multiple disciplines, ranging from engineering to soil science, ecology, botany, and wildlife science, must be able to work cooperatively, not in isolation. This report offers an integrated approach to facilitate the successful establishment of native plants along roadsides and other areas of disturbance associated with road modifications. It guides readers through a comprehensive process of: 1) initiating, 2) planning, 3) implementing, and 4) monitoring a roadside revegetation project with native plants.
KW - Ecology
KW - Highway design
KW - Native plants
KW - Project management
KW - Revegetation
KW - Road construction
KW - Roadside flora
UR - http://www.wfl.fhwa.dot.gov/td/publications/documents/reveg-documents/rr-introduction.pdf
UR - https://trid.trb.org/view/875824
ER -
TY - RPRT
AN - 01118068
AU - Florea, Micah J
AU - Manuel, Lance
AU - Frank, Karl H
AU - Wood, Sharon L
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Field Tests and Analytical Studies of the Dynamic Behavior and
the Onset of Galloping in Traffic Signal Structures
PY - 2007/11//Technical Report
SP - 127p
AB - Unpredictable fatigue failures of cantilevered traffic signal structures in Texas and throughout the United States in recent years have created the need to study their fatigue behavior. Based on recent research, the American Association of State Highway and Transportation Officials (AASHTO) specification has adopted a design equation for galloping loads that is overly conservative in many cases. The Texas Department of Transportation (TxDOT) is interested in establishing design criteria for galloping that more accurately represents galloping potential and provides a more efficient design. In this study, three signal structures in Texas were monitored for a total of 9 months to detect the magnitude of galloping forces experienced in the field. Although large-amplitude displacements were measured in the field, sustained galloping did not occur. In addition to the field tests, an analytical model was developed and used to perform a parametric study for predicting the galloping potential of traffic signal structures with various properties. The analytical model suggests that modifying the aerodynamic properties of the sign and signal attachments may be the most effective way to handle galloping.
KW - Aerodynamics
KW - Cantilevers
KW - Design
KW - Failure
KW - Fatigue (Mechanics)
KW - Field tests
KW - Galloping
KW - Luminaires
KW - Structural supports
KW - Texas
KW - Traffic signal supports
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4586_1.pdf
UR - https://trid.trb.org/view/875810
ER -
TY - RPRT
AN - 01118051
AU - Albert, Matthew N
AU - Manuel, Lance
AU - Frank, Karl H
AU - Wood, Sharon L
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Field Testing of Cantilevered Traffic Signal Structures under
Truck-Induced Gust Loads
PY - 2007/11//Technical Report
SP - 136p
AB - Changes in the AASHTO fatigue design equations for truck-induced gust loads have been made in recent years. However, there has not been any long-term field testing of cantilevered traffic signal structures to verify the design equations. In this study, two cantilevered traffic signal structures were monitored in field testing to determine the effects of truck-induced gust loads. Over 400 truck events were observed in the field, but only eighteen trucks produced a detectable effect on the cantilevered traffic signal structure. Interestingly, the truck-induced gusts caused a greater effect in the out-of-plane direction (same direction as traffic flow) instead of the in-plane direction that is included in the AASHTO Specifications. It was determined that overall natural wind gusts produce a larger response in cantilevered traffic signal structures than gusts produced by trucks passing beneath the signals.
KW - Cantilevers
KW - Fatigue (Mechanics)
KW - Field tests
KW - Gust loads
KW - Gusts
KW - Luminaires
KW - Traffic signals
KW - Trucks
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4586_2.pdf
UR - https://trid.trb.org/view/875812
ER -
TY - RPRT
AN - 01115464
AU - Crum, Nicole
AU - Fitch, Jennifer
AU - Vermont Agency of Transportation
AU - Federal Highway Administration
TI - Insituform Pipe Lining Process Richmond, Bridport and Addison, VT
PY - 2007/11//Final Report
SP - 19p
AB - Corrugated metal culverts are subjected to environmental and local conditions eventually resulting in deterioration and need for repair or replacement. Conventional replacements require excavation sometimes warranting road closures and detours to accommodate traffic. A new technology, known as “Cured-In-Place-Pipe” requires little to no earthwork or traffic disruptions. This method utilizes the preexisting pipe as a confining structure for the new liner. Once cured, the CIPP is reportedly resistant to hydrolysis and chemical attack. Unlike plastic inserts that may reduce the inside diameter to unacceptable levels with respect to hydraulic capacity, the thickness of the CIPP in most cases is negligible and allows for an increase in flow capacity due to smoother surface texture in comparison to corrugated metal pipes. In an effort to maintain traffic flows, VTrans utilized the “Insituform” pipe lining process during the fall of 1992 for three preexisting corrugated metal pipes located in the towns of Addison, Bridport and Richmond. Each CIPP was inspected on an annual basis for hydraulic capacity, durability, apparent structural capacity and debris. The culvert liners were inspected on annual basis over a 15 year monitoring period. Minor blistering and discoloration was noted further inside the pipes within one year of installation along with some other minor discrepancies. However, the culverts have remained unchanged. The following report summarizes site parameters, product information, constructability and observations regarding performance.
KW - Corrugated pipe culverts
KW - Cured in place pipe
KW - Metal culverts
KW - Pipe liners
KW - Pipelines
KW - Rehabilitation (Maintenance)
KW - Vermont
UR - https://trid.trb.org/view/873783
ER -
TY - RPRT
AN - 01112783
AU - Stonex, Anne
AU - Carusone, James M
AU - MACTEC Engineering and Consulting, Incorporated
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Development of Mix Design Procedures for Gap-Graded Asphalt-Rubber Asphalt Concrete
PY - 2007/11//Final Report
SP - 264p
AB - A research project was conducted to identify and document current modifications to ARIZONA 815c (75-blow Marshall method) used to develop gap-graded asphalt rubber asphalt concrete (GG AR AC) mix designs, and to develop and test improvements to provide a standard mix design method for use by contractors and consultants. Based on field performance data provided by the Arizona Department of Transportation (ADOT), the existing mix design method was successful and should serve as the standard for comparison of proposed improvements. Best practices were synthesized to develop proposed improvements. Three aggregate sources and two AR binders were used for initial testing of the existing (control) mix design method and of the proposed changes. Rebound of compacted AR AC specimens was evaluated, as were Rice test results at 6% and 7% AR binder by weight of mix. The composition of the AR binders (rubber gradation and content) had more effect on the results than which mix design method was used. Additional replicate testing was performed by MACTEC and ADOT to confirm these findings. Changes to the AR AC mix design method consist primarily of making and curing Rice specimens in the same manner as Marshall specimens, tighter temperature ranges for mixing and compaction, incorporating Asphalt Institute calculations in a "User's Guide," and improving presentation. An ADOT construction project was used as an "acid test" to pilot the proposed mix design method and provide materials for a four-laboratory round robin to evaluate the precision of testing AR AC materials. The precision of round robin testing appears very similar to that of conventional AC mixtures based on data from Proficiency Sample Programs of the AASHTO Materials Reference Laboratory and ADOT. The results indicate that the mix design method developed can be used by qualified laboratories to provide suitable AR AC mix designs.
KW - Asphalt concrete
KW - Asphalt rubber
KW - Best practices
KW - Gap graded mixtures
KW - Laboratory tests
KW - Mix design
KW - Precision
KW - Round robin testing
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ524.pdf
UR - https://trid.trb.org/view/872747
ER -
TY - RPRT
AN - 01111158
AU - Washington, Simon P
AU - Shin, Kangwon
AU - van Schalkwyk, Ida
AU - Arizona State University, Tempe
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of the City of Scottsdale Loop 101 Photo Enforcement Demonstration Program
PY - 2007/11//Final Report
SP - 144p
AB - Speeding is recognized as one of the most important factors causing traffic crashes. In 2005, 30% of all fatal crashes were speeding-related. According to the National Highway Traffic Safety Administration, the cost of speed-related crashes is estimated to be $40.4 billion per year. Intelligent Transportation Systems (ITS) now exist to reduce speeding-related crashes by enforcing speed limits with camera-based technologies. These enforcement technologies are generically called “speed cameras” and have been effective on municipal streets and arterials in Arizona. This report presents the comprehensive analysis results of the speed enforcement camera demonstration program that was implemented on Loop 101from January 2006 to October 2006. This study estimated the impacts of the speed enforcement program (SEP) on traffic safety, speed, speeding behavior, and travel time.
KW - Crashes
KW - Photo enforcement
KW - Red light cameras
KW - Red light running
KW - Scottsdale (Arizona)
KW - Speeding
KW - Traffic safety
KW - Traffic speed
KW - Travel time
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ684.pdf
UR - https://trid.trb.org/view/870656
ER -
TY - RPRT
AN - 01105643
AU - Turco, G P
AU - Salas, R M
AU - Schokker, A J
AU - West, J S
AU - Kreger, M E
AU - Breen, John E
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Durability Evaluation of Post-Tensioned Concrete Beam Specimens after Long-Term Aggressive Exposure Testing
PY - 2007/11//Technical Report
SP - 174p
AB - This report focuses on the forensic analysis and evaluation of large-scale post-tensioned beam specimens after nearly 8 years of extremely aggressive exposure testing. The research was funded jointly by both the Federal Highway Administration and the Texas Department of Transportation. The relationship between durability performance and the following variables was evaluated in this study: level of applied load and initial cracking, level of prestress, duct type, strand type, grout type, grouting method, use of encapsulated system for anchorage protection, and galvanized duct splice type. In addition, the applicability of half-cell potentials and chloride penetration tests for evaluating the likelihood of corrosion was examined. Major findings were: 1) Mixed reinforcement (also known as partial prestressing) performed poorly from a durability standpoint. Only fully prestressed beams offered better durability performance than those which were not prestressed at all. 2) Corrugated steel galvanized ducts performed very poorly. Large holes were found in the ducts, and in some cases several inches of the ducts completely corroded away. 3) Corrugated plastic ducts offer better performance as long as they are "robust." 4) Non-flowfilled epoxy coated strand and galvanized strand offered no significant improvement in long-term durability over conventional strand. 5) Installing plastic caps over anchorheads rather than just filling the anchorage pocket with nonshrink grout increases the long-term durability of the anchorage.
KW - Beams
KW - Bridge anchorages
KW - Corrosion tests
KW - Corrugated plastic
KW - Corrugated steel
KW - Ducts
KW - Durability
KW - Grout
KW - Long term exposure tests
KW - Posttensioning
KW - Prestressing
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4562_2.pdf
UR - https://trid.trb.org/view/865176
ER -
TY - RPRT
AN - 01102372
AU - Federal Highway Administration
TI - County State Aid Highway 21 from County State Aid Highway 18 to County State Aid Highway 42 and transit station, Scott County : environmental impact statement
PY - 2007/11//Volumes held: Draft, Final
KW - Environmental impact statements
KW - Minnesota
UR - https://trid.trb.org/view/862333
ER -
TY - RPRT
AN - 01102366
AU - Federal Highway Administration
TI - Nebraska Highway 35 (N-35) Corridor, Norfolk, Nebraska to South Sioux City, Nebraska, Madison, Stanton, Wayne, Dixon, and Dakota counties : environmental impact statement
PY - 2007/11//Volumes held: Draft(3v) (v.3 fol)
KW - Environmental impact statements
KW - Nebraska
UR - https://trid.trb.org/view/862327
ER -
TY - RPRT
AN - 01102178
AU - Federal Highway Administration
TI - US 301 project development from the MD state line to SR 1, south of the Chesapeake & Delaware Canal, New Castle County : environmental impact statement
PY - 2007/11//Volumes held: Draft, Final
KW - Delaware
KW - Environmental impact statements
UR - https://trid.trb.org/view/862139
ER -
TY - RPRT
AN - 01102075
AU - Federal Highway Administration
TI - Grand Parkway (State Highway 99) segment E from Interstate Highway (IH) 10 to U. S. 290 : environmental impact statement
PY - 2007/11//Volumes held: Draft(2v)(v.1 and 2 are together), F(4v)
KW - Environmental impact statements
KW - Texas
UR - https://trid.trb.org/view/862036
ER -
TY - RPRT
AN - 01100229
AU - Yi, Ping
AU - Ding, Silin
AU - Capers, Halle Jones
AU - University of Akron
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Innovative Methods for Calculation of Freeway Travel Time Using Limited Data
PY - 2007/11//Final Report
SP - 49p
AB - This research investigated travel time estimation by utilizing vehicle detectors at a larger spacing interval than has been previously used by the Ohio Department of Transportation (ODOT). The focus of this study is the area covered by the ARTIMIS program in Cincinnati. By processing simulated freeway loop detector data, travel time estimates have been compared with travel times reported from the VISSIM model. An improved methodology was proposed to estimate freeway corridor travel time under congested traffic. Field data were also collected using the floating car method and comparison of the field measured with the estimated travel times was made to show the effectiveness of the improved methodology.
KW - Alternatives analysis
KW - ARTIMIS (Program)
KW - Cincinnati (Ohio)
KW - Estimating
KW - Floating car data
KW - Loop detectors
KW - Spacing
KW - Traffic congestion
KW - Travel time
KW - VISSIM (Computer model)
UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2007/Traffic/InnovativeMethodsforCalculationofFreewayTravelTime-FinalReport-134257.pdf
UR - https://trid.trb.org/view/860085
ER -
TY - RPRT
AN - 01100228
AU - Yi, Ping
AU - Shao, Chun
AU - University of Akron
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Smart Sign Enhancement - Phase 2
PY - 2007/11//Final Report
SP - 54p
AB - An online ordering system, called Smart Sign Ordering System (SSOS), was developed by the University of Akron for the Ohio Department of Transportation (ODOT) in 2004. Driven by the demand of managing planning, fabrication, packaging and delivery, "Smart Sign Enhancement - Phase 2" has been conducted from 2005 to 2007. This report discusses the details of the project, including the requirement study, system modeling, software implementation, system maintenance and customer training.
KW - Computer online services
KW - Customer service
KW - Delivery service
KW - Fabrication
KW - Packaging
KW - Purchasing
KW - Sign ordering system
KW - Software
KW - Software maintenance
KW - Traffic signs
UR - http://worldcat.org/oclc/224049267/viewonline
UR - https://trid.trb.org/view/860083
ER -
TY - RPRT
AN - 01100226
AU - Berkland, Troy
AU - Bell, Lansford C
AU - Clemson University
AU - South Carolina Department of Transportation
AU - Federal Highway Administration
TI - Performance Specifications and Improving the Current Contracting Process
PY - 2007/11//Final Report
SP - 200p
AB - The primary objective of the research described in this report was to suggest improvements to the maintenance contracting process currently utilized by the South Carolina Department of Transportation (SCDOT). A secondary research objective was to examine to what extent SCDOT could migrate more toward performance based, as opposed to method based, highway maintenance specifications. A comprehensive literature review indicated some states had successfully implemented performance based specifications for a wide range of maintenance activities whereas others had not. Some states have adopted performance based specifications as part of a comprehensive asset management program whereby the contractor typically performs all routine maintenance activities within a specified geographic region. The literature also indicated that performance based contracting is often driven by legislative mandates to outsource maintenance activities. The literature review further indicated the Maintenance Rating Program (MRP) that has been implemented by the Florida Department of Transportation (FDOT) has the potential to serve as a template for examination and discussion within SCDOT. In an attempt to solicit input from the SCDOT maintenance contractor community, a survey was executed to document contractor perceptions with respect to cost, training, and ease of implementation issues associated with performance based specifications. In general the contractors indicated that performance based specifications would increase the need for additional manpower training, but the additional cost of implementation would be minimal. In order to obtain input from SCDOT field maintenance personnel, brainstorming workshop sessions were conducted in all six SCDOT district offices. Both the utilization of performance based specifications and the overall improvement of the SCDOT maintenance contracting process were discussed in the workshop sessions. A document comparing the FDOT MRP to current SCDOT contracting practice was distributed to the district offices prior to the workshop sessions. In general, the concept of performance based specifications was not well received by SCDOT maintenance personnel. Budget concerns, district control of mowing cycles, and contractor performance were common issues raised by the workshop participants. However, workshop participants endorsed a suggested contractor prequalification concept as a means of improving the maintenance contracting process. Increased inspector training, the use of regional specifications, and the implementation of reasonable liquidated damages were among the additional suggestions put forth during the workshop sessions.
KW - Contracting
KW - Contracting out
KW - Contractors
KW - Highway maintenance
KW - Literature reviews
KW - Maintenance personnel
KW - Maintenance rating program
KW - Performance based specifications
KW - South Carolina Department of Transportation
KW - Surveys
KW - Workshops
UR - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR%20666.pdf
UR - https://trid.trb.org/view/860107
ER -
TY - RPRT
AN - 01091310
AU - Levison, William H
AU - Campbell, John L
AU - Kludt, Kelli
AU - Bittner, Alvah C
AU - Potts, Ingrid
AU - Harwood, Douglas W
AU - Hutton, Jessica
AU - Gilmore, David
AU - Howe, J Gavin
AU - Chrstos, Jeffrey P
AU - Allen, R Wade
AU - Kantowitz, Barry
AU - Robbins, Tom
AU - Schreiner, Chris
AU - Battelle
AU - Federal Highway Administration
TI - Development of a Driver Vehicle Module (DVM) for the Interactive Highway Safety Design Model (IHSDM)
PY - 2007/11//Final Report
SP - 94p
AB - The Federal Highway Administration is currently developing an integrated set of software tools to improve highway design, the Interactive Highway Safety Design Model (IHSDM). The IHSDM is a suite of software analysis tools for evaluating safety and operational effects of geometric design decisions on two-lane rural highways. The IHSDM provides highway project planners, designers, and reviewers in State and local departments of transportation and engineering consulting firms with a suite of safety evaluation tools to support these assessments. As currently implemented in the latest public release version, the IHSDM includes the following five components: (1) Policy Review Module, (2) Design Consistency Module, (3) Crash Prediction Module, (4) Traffic Analysis Module, and (5) Intersection Review Module. A sixth module, the Driver Vehicle Module (DVM), is a candidate for future release. This report provides a complete technical description of the DVM. Specifically, it provides a description of the specification, verification, and calibration/validation of the DVM for the passenger vehicle and the heavy vehicle component, along with additional functionality enhancements.
KW - Driver/vehicle module
KW - Geometric design
KW - Highway design
KW - Highway safety
KW - Interactive Highway Safety Design Model
KW - Modules (Computer programs)
KW - Rural highways
KW - Two lane highways
UR - http://www.fhwa.dot.gov/publications/research/safety/08019/index.cfm
UR - https://trid.trb.org/view/851774
ER -
TY - RPRT
AN - 01090637
AU - Yildirim, Yetkin
AU - Jayawickrama, Priyantha Warnasuriya
AU - Hossain, M Shabbir
AU - Alhabshi, Abdulrahman
AU - Yildirim, Cenk
AU - Smit, Andre de Fortier
AU - Little, Dallas N
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Hamburg Wheel-Tracking Database Analysis
PY - 2007/11//Technical Report
SP - 150p
AB - This report outlines statistical analyses done to investigate whether the Hamburg wheel-tracking device (HWTD) can be used to validate durability tests such as the magnesium sulfate soundness (MSS) and Micro-Deval tests. Researchers manipulated and merged the Hamburg test database and aggregate properties database of the Texas Department of Transportation (TxDOT) to provide the basis for statistical analysis. The qualitative visual examinations of plots of aggregate properties and Hamburg wheel-tracking device performance, based on soundness resistance, suggest that MSS and Micro-Deval tests do not correlate well with Hamburg test results. However, single variable correlations between aggregate properties and Hamburg test performance indicate that both soundness and Deval tests have weak correlation with Hamburg test performance in that appropriate trends could be observed with final Hamburg results (deformation or number of wheel passes). These findings suggest that aggregate durability has some influence on the performance of the bituminous mix in the Hamburg test. The effects of aggregate, binder grade, mix type, and additive on HWTD results were also evaluated. The HWTD test parameters investigated included rutting, slope of the rutting curve, and the area beneath the rutting curve at specific cycles. Based on the results of the analysis, it was observed that the dominant factors influencing Hamburg test performance are those that stiffen the mix, particularly stiffer performance grades (PG) and additives such as lime.
KW - Aggregate tests
KW - Aggregates
KW - Correlation analysis
KW - Databases
KW - Durability tests
KW - Hamburg Wheel Tracking Device
KW - Magnesium sulfate soundness test
KW - Micro-Deval test
KW - Pavement performance
KW - Rutting
KW - Soundness test
KW - Statistical analysis
UR - https://trid.trb.org/view/850888
ER -
TY - RPRT
AN - 01090404
AU - Kim, Sharon
AU - Sedor, Joanne
AU - Schmitt, Rolf
AU - Battelle
AU - Federal Highway Administration
TI - Freight Facts and Figures 2007
PY - 2007/11
SP - 68p
AB - This report provides a snapshot of freight transportation, focusing on the volume and value of freight shipments, the extent of the freight network, industry employment and productivity patterns, its safety record, energy use, and related environmental effects. Economic and social characteristics of the United States are also provided as background information. Metric data are available for several tables as well.
KW - Air cargo
KW - Economic and social factors
KW - Employment
KW - Energy consumption
KW - Environmental impacts
KW - Freight transportation
KW - Pipelines
KW - Productivity
KW - Railroads
KW - Statistics
KW - Trade
KW - Transportation safety
KW - Trucking
KW - United States
KW - Water transportation
UR - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/07factsfigures/pdf/fff2007.pdf
UR - http://ntl.bts.gov/lib/30000/30600/30683/fff2007.pdf
UR - https://trid.trb.org/view/850175
ER -
TY - RPRT
AN - 01090088
AU - Kuhn, Beverly T
AU - Goodin, Ginger D
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Managed Lanes Handbook Training: Year 1 Report of Activities
PY - 2007/11//Technical Report
SP - 20p
AB - This report summarizes the Year 1 activities under implementation project 5-4160-01, Managed Lanes Handbook Training. The overall objective of the project is to develop a 16-hour workshop covering "The Managed Lanes Handbook," and teach the materials at seven locations across the state, including two pilot workshops. "The Managed Lanes Handbook" was developed for the Texas Department of Transportation (TxDOT) to help the staff make informed planning, design, and operational decisions when considering managed lanes facilities for its jurisdiction. The handbook presents the critical research results obtained over the five years of the related research project, presented in a usable format, providing a clear, concise, and step-wise approach to planning, designing, operating, and enforcing a managed lanes facility. It also refers the user to other pertinent documents that provide additional detailed information on various aspects of managed lanes. The workshop is designed to facilitate statewide use of the handbook with TxDOT and partnering agency staff involved in managed lanes project development and design. Year 1 activities included workshop development, pilot course offerings, and updating of workshop material as appropriate.
KW - Curricula
KW - Handbooks
KW - Managed lanes
KW - Training
KW - Workshops
UR - http://tti.tamu.edu/documents/5-4160-01-1.pdf
UR - https://trid.trb.org/view/850416
ER -
TY - RPRT
AN - 01089661
AU - Federal Highway Administration
AU - Volpe National Transportation Systems Center
TI - Interim Report to the U.S. Congress on the Nonmotorized Transportation Pilot Program SAFETEA-LU Section 1807
PY - 2007/11//Interim Report
SP - 67p
AB - This interim report to Congress summarizes the progress and initial results of the Federal Highway Administration’s (FHWA's) and the four pilot communities’ participation in the Nonmotorized Transportation Pilot Program (NTPP) from its inception through May 2007. Section 1807 of the Safe, Accountable Flexible Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), P.L. 109-59, established the NTPP in August 2005. Over the span of 4 years, the legislation provides $25 million in contract authority for each of the NTPP’s four pilot communities (Columbia, Missouri; Marin County, California; Minneapolis, Minnesota; and Sheboygan County, Wisconsin) “to construct … a network of nonmotorized transportation infrastructure facilities, including sidewalks, bicycle lanes, and pedestrian and bicycle trails, that connect directly with transit stations, schools, residences, businesses, recreation areas, and other community activity centers.” In addition to describing the Working Group, the evaluation plan, and the results of Phase 1, this report compares the characteristics of the pilot communities and the control community (Spokane, Washington), describes the Communications Plan developed by the Rails-to-Trails Conservancy to disseminate information about the NTPP, and discusses the NTPP’s challenges and plans.
KW - Bicycle travel
KW - Columbia (Missouri)
KW - Marin County (California)
KW - Minneapolis (Minnesota)
KW - Nonmotorized transportation
KW - Nonmotorized Transportation Pilot Program
KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW - Sheboygan County (Wisconsin)
KW - Transportation infrastructure
KW - Walking
UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/ntpp/2007_report/ir1807safetealu.pdf
UR - http://ntl.bts.gov/lib/35000/35500/35537/ir1807safetealu.pdf
UR - https://trid.trb.org/view/850119
ER -
TY - RPRT
AN - 01088317
AU - Moses, Ren
AU - Price, Gary
AU - Siuhi, Saidi
AU - FAMU-FSU College of Engineering
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Evaluating the Effectiveness of Various Truck Lane Restriction Practices in Florida--Phase II. Volume I - Simulation Analysis of Interstate 95 Corridor with Truck Lane Restriction
PY - 2007/11//Final Report
SP - 167p
AB - This study reports on the analysis of the operational experience of an 83-mile corridor of Interstate 95 in South Florida that has both High Occupancy Vehicle (HOV) and truck lane restrictions. The results of a field-validated VISSIM simulation model emulating the current policy of restricting trucks from using the inside lanes in this corridor showed that HOVs gained significantly more travel time savings and speeds on the restricted lanes than on the general lanes. Also, vehicle queue lengths around critical merging and diverging areas increased significantly as the percentage of trucks increased, imposing severe disruption on freeway traffic flow and vehicle backups spilling into the major intersecting arterial streets. The results indicated that during peak traffic conditions right lanes had higher lane occupancy than left lanes whereas during off peak traffic conditions center lanes carried more vehicles per lane than the outermost lanes suggesting that congestion forces automobiles to use the left lanes. Furthermore, the results showed that the majority of lane changes occurred during peak traffic flow conditions--about twice that of off-peak--and appreciable speed differences existed between restricted and non-restricted lanes. The simulation results for off-peak traffic conditions did not show appreciable changes in traffic operating characteristics resulting from lane restriction strategies. Furthermore, simulation results showed that restricting trucks from using either center lane or the rightmost lane in lieu of the current policy of restricting trucks from using the inside lane would aggravate operational and safety problems in this corridor. Based on these results, it can fairly be concluded when trucks are restricted from the inside lanes on urban freeways, significant operational and safety benefits of the combined implementation of HOV and truck lane restrictions accrue during congested traffic conditions.
KW - Florida
KW - High occupancy vehicle lanes
KW - Highway safety
KW - Interstate highways
KW - Lane changing
KW - Lane occupancy
KW - Lane restrictions
KW - Off peak periods
KW - Peak hour traffic
KW - Simulation
KW - Traffic queue length
KW - Traffic queuing
KW - Traffic speed
KW - Travel time
KW - Trucks
KW - VISSIM (Computer model)
UR - http://www.fdot.gov/research/Completed_Proj/Summary_TE/FDOT_BD543_10_rpt_v1.pdf
UR - https://trid.trb.org/view/849546
ER -
TY - RPRT
AN - 01088305
AU - Moses, Ren
AU - Price, Gary
AU - Kobelo, Doreen
AU - FAMU-FSU College of Engineering
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Evaluating the Effectiveness of Various Truck Lane Restriction Practices in Florida--Phase II. Volume 2 - Safety Analysis of Florida Urban Limited Access Highways with Focus on the Influence of Truck Lane Restriction
PY - 2007/11//Final Report
SP - 167p
AB - The safety analysis of Florida urban limited access highways was performed using a negative binomial regression model to analyze crashes occurring before and after a truck lane restriction was imposed on the study corridors. The before-and-after crash analysis data were from the years 2002 to 2006 while the geometric, traffic, and crash data used in the negative binomial regression model were from the year 2005. The results of the negative binomial regression modeling of crashes showed that the coefficient of the truck lane restriction variable in the model was negative, but insignificant (p ≤ 0.808). The negativity of the coefficient indicates that highway sections with a truck lane restriction had insignificantly less crashes than sections without a restriction. A statistical marginal effect analysis showed that in the year 2005, there was a 4% decrease in crashes on sections with a truck lane restriction compared to sections that did not have a restriction. In addition, the results showed that when the percent of trucks was changed in the model from a minimum of 2% to a maximum of 15%, there was a 22% decrease in crashes. However, when nearly two years of before-and-after crash data were analyzed using the Comparison Group method, the results showed an effective index of 1.32. This suggests that segments with a truck lane restriction had 32% more crashes than the comparison segments with relatively similar geometric and traffic characteristics. These results are consistent with the results of previous studies reported in the literature that showed a negative safety influence of truck lane restrictions on some highways, but a positive safety influence on others.
KW - Before and after studies
KW - Crashes
KW - Expressways
KW - Florida
KW - Highway safety
KW - Lane restrictions
KW - Negative binomial regression
KW - Statistical analysis
KW - Trucks
UR - http://www.fdot.gov/research/Completed_Proj/Summary_TE/FDOT_BD543_10_rpt_v2.pdf
UR - https://trid.trb.org/view/849550
ER -
TY - RPRT
AN - 01088301
AU - Moses, Ren
AU - Price, Gary
AU - Mwakalonge, Judith
AU - FAMU-FSU College of Engineering
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Evaluating the Effectiveness of Various Truck Lane Restriction Practices in Florida--Phase II. Volume 3 - Evaluation of Truck Lane Restriction on Non-Limited Access Urban Arterials
PY - 2007/11//Final Report
SP - 161p
AB - The commodity pick-up and delivery activities in urban areas have led to an increase in truck traffic on urban roadways raising safety and operational concerns. A number of strategies for managing trucks have primarily been implemented on interstate highways. The perceived success of truck lane restriction on freeways has led to increasing demands from the public for highway agencies to institute similar measures on non-limited access arterial streets. The review of State statutes, policies, and practices have so far revealed that five States - Alabama, Delaware, Florida, Georgia, and New Jersey - have roadway sections on non-limited access highways with truck lane restriction. However, the literature search revealed that the efficacy of truck lane restrictions on non-limited access highways has not been thoroughly studied. The objective of this study was therefore to evaluate the influence of various geometric, traffic, and signalization factors that might affect the effectiveness of truck lane restrictions on non-limited access highways, primarily urban arterial roadways with a significant amount of truck traffic. VISSIM simulation software was used to evaluate operational and safety effects of a truck lane restriction by varying parameters related to the restriction. A 5-mile section of SR 70 in Fort Pierce, Florida was selected for simulation analysis. A network consisting of 22 roadway sections with 121 signalized intersections was simulated. The results of various simulation scenarios showed that restricting trucks to the right lane does not have deleterious effects compared to no restriction. In fact, restricting trucks to the right lane could improve travel speed on the highway corridor, although not by much. However, restricting trucks to the left lane or to the center lane would cause excessive lane changing, reduced travel speed, increased queue lengths, and increased stopped delay. The imposition of a truck lane restriction increases the speed difference between cars and trucks and also increases lane changing maneuvers. This phenomenon is likely to increase vehicular conflicts in real life but the extent to which these operational and safety implications may apply needs to be studied in the field.
KW - Arterial highways
KW - Florida
KW - Fort Pierce (Florida)
KW - Lane changing
KW - Lane restrictions
KW - Literature reviews
KW - Pickup and delivery service
KW - Simulation
KW - Stopped time delays
KW - Traffic conflicts
KW - Traffic queue length
KW - Traffic queuing
KW - Traffic speed
KW - Trucks
KW - Urban areas
KW - VISSIM (Computer model)
UR - http://www.fdot.gov/research/Completed_Proj/Summary_TE/FDOT_BD543_10_rpt_v3.pdf
UR - https://trid.trb.org/view/849553
ER -
TY - RPRT
AN - 01088274
AU - Zimmerman, Carol
AU - Brodesky, Robert
AU - Karp, Jordan
AU - Battelle
AU - Federal Highway Administration
TI - Using Highways for No-Notice Evacuations: Routes to Effective Evacuation Planning Primer Series
PY - 2007/11
SP - 116p
AB - The focus of this primer is no-notice events. These no-notice incidents occur for many reasons, such as forest fires, major storms, chemical spills, or terrorist acts. Their common denominator is that they occur with little or no warning, which presents unique challenges for the safe and secure movement of people and goods. With limited time and information available to make decisions about evacuations, agencies’ efforts at planning ahead of time are essential. This primer is directed toward transportation officials, first responders, and emergency managers who will plan and execute evacuation efforts. Sections of the document include a discussion of the planning process used to develop an evacuation plan; explanation of no-notice incidents and their likely scale and consequences; considerations of the unique aspects of no-notice incidents and the need for different transportation strategies and tactics; discussion of evacuation planning issues and how the planning process needs to account for the no-notice factor; and a checklist that planners can use in preparing a plan for a no-notice evacuation, whether natural or man-made. This document is one of several primers intended as tools to aid local and state planners in maximizing the use of the highway network in the development and execution of evacuation plans for their communities, states, or regions.
KW - Disaster preparedness
KW - Disasters and emergency operations
KW - Emergency evacuations
KW - Emergency management
KW - Evacuation
KW - Handbooks
KW - Highway traffic control
KW - Highways
KW - National security
KW - Strategic planning
UR - http://www.ops.fhwa.dot.gov/publications/evac_primer_nn/primer.pdf
UR - https://trid.trb.org/view/849450
ER -
TY - RPRT
AN - 01088271
AU - Gallagher, Susan
AU - Western Transportation Institute
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - 2007 Summer Transportation Institute
PY - 2007/11//Final Report
SP - 31p
AB - The Western Transportation Institute hosted a two-week residential Summer Transportation Institute (STI) for high school students on the Montana State University campus from June 17 to June 29, 2007. Fifteen high school students from cities across Montana and one student from Chicago, Illinois participated in the program. The students ranged in age from rising tenth to rising twelfth graders. They participated in a comprehensive academic program that introduced them to various modes of transportation and highlighted transportation safety issues. Team design/build activities encouraged leadership and problem-solving skills. Students learned about college and career opportunities in the transportation field. The STI enhancement and sports and recreation program promoted career and college survival skills and encouraged sportsmanship and collegiality among the STI cohort.
KW - High school students
KW - Montana State University
KW - Outreach
KW - Summer Transportation Institute
KW - Transportation careers
KW - Workforce development
UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/summer/final_report07.pdf
UR - http://www.mdt.mt.gov/research/projects/admin/summer.shtml
UR - http://ntl.bts.gov/lib/27000/27000/27028/final_report07.pdf
UR - https://trid.trb.org/view/849437
ER -
TY - JOUR
AN - 01084550
JO - Public Roads
PB - Federal Highway Administration
AU - McCullough, Jody
AU - Machek, Elizabeth
TI - Spotlight on Transportation Planning
PY - 2007/11
VL - 71
IS - 3
SP - pp 20-27
AB - In order to recognize innovative planning practices and projects, the Federal Highway Administration, Federal Transit Administration and American Planning Association sponsors the biennial Transportation Planning Excellence Awards. This article highlights 13 state, local and tribal level winners from 2006. Although the projects vary greatly in size and scope, they all demonstrate successful innovation, creativity, leadership and risk taking. Nominations are being accepted for the 2008 awards.
KW - American Planning Association
KW - Awards
KW - Case studies
KW - Programming (Planning)
KW - Transportation planning
KW - U.S. Federal Highway Administration
KW - U.S. Federal Transit Administration
UR - http://www.fhwa.dot.gov/publications/publicroads/07nov/03.cfm
UR - https://trid.trb.org/view/844577
ER -
TY - JOUR
AN - 01084542
JO - Public Roads
PB - Federal Highway Administration
AU - Armstrong, Amit
AU - Riley, Scott
AU - Steinfield, David
AU - Wilkinson, Kim M
TI - The Greening of Public Roadsides
PY - 2007/11
VL - 71
IS - 3
SP - pp 2-9
AB - Revegetating roadsides with native plants is key to managing environmental impacts and improving conditions for healthy ecosystems. This article describes the Federal Highway Administration's integrated approach to establishing native plants along roadsides. Past approaches to post-construction roadside revegetation often failed due in part to lack of a consistent interagency team approach. The new approach is goal-oriented, collaborative and context sensitive. A guidebook developed by the Federal Highway Administration and the U.S. Forest Service for practitioners and planners reinforces this new approach by bringing together theoretical and practical information on revegetating roadsides with native plants. The guidebook is designed to help fill current information and technology gaps, share strategies and techniques, facilitate collaborative processes through interagency and interdisciplinary coordination, and help practitioners through the process of successfully establishing native plant communities on roadsides. The report can be used during any phase of a revegetation project and can also serve as a foundation for training in revegetation processes.
KW - Context sensitive design
KW - Coordination
KW - Handbooks
KW - Interagency relations
KW - Native plants
KW - Planning and design
KW - Revegetation
KW - Roadside flora
KW - Roadside improvement
KW - U.S. Federal Highway Administration
KW - U.S. Forest Service
UR - http://www.fhwa.dot.gov/publications/publicroads/07nov/01.cfm
UR - https://trid.trb.org/view/844572
ER -
TY - JOUR
AN - 01084513
JO - Public Roads
PB - Federal Highway Administration
AU - Band, David
AU - Perel, Mike
TI - New Vehicle Technologies May Help Older Drivers
PY - 2007/11
VL - 71
IS - 3
SP - pp 10-19
AB - Age-related declines in health and mental well-being can lead to increased safety risks for older drivers. This article discusses how advanced vehicle technologies can enhance transportation safety for aged drivers. These technologies include: night vision enhancement, advanced headlighting, adaptive cruise control, lane departure warning systems, lane change collision avoidance systems, parking aids, navigation systems, intersection warning systems, integrated multiple warning systems, and improved injury protection. The National Highway Traffic Safety Administration is working to determine how these systems can be engineered to be compatible with older drivers' capabilities and limitations.
KW - Aged drivers
KW - Automobile navigation systems
KW - Autonomous intelligent cruise control
KW - Crash avoidance systems
KW - Driver support systems
KW - Headlamps
KW - Lane changing
KW - Night vision devices
KW - Parking guidance systems
KW - Technological innovations
KW - U.S. National Highway Traffic Safety Administration
KW - Vehicle safety
KW - Warning systems
UR - http://www.fhwa.dot.gov/publications/publicroads/07nov/02.cfm
UR - https://trid.trb.org/view/844574
ER -
TY - JOUR
AN - 01084501
JO - Public Roads
PB - Federal Highway Administration
AU - Gibson, David
AU - Mills, Milton K
AU - Klein, Lawrence A
TI - A New Look at Sensors
PY - 2007/11
VL - 71
IS - 3
SP - pp 28-35
AB - The world of traffic sensors is changing rapidly as manufacturers develop new technologies and retire older ones. This article highlights a new handbook released by the Federal Highway Administration that provides a comprehensive reference on sensors for traffic management on surface streets, arterial highways and freeways. The handbook will enable users to select specific technologies for various applications based on the sensors' capabilities. The handbook also contains information that will help users configure, install, and maintain the sensors to achieve a highway agency's goals for traffic management. New applications of sensors to intelligent transportation system functions are discussed.
KW - Detection and identification system applications
KW - Detection and identification systems
KW - Handbooks
KW - Intelligent transportation systems
KW - Sensors
KW - Technological innovations
KW - U.S. Federal Highway Administration
KW - Vehicle detectors
UR - http://www.fhwa.dot.gov/publications/publicroads/07nov/04.cfm
UR - https://trid.trb.org/view/844578
ER -
TY - RPRT
AN - 01084155
AU - Kiousis, Panos D
AU - Whitcomb, Brent L
AU - O'Connor, Brian
AU - Schmidt, Kaitlin
AU - Chen, Abe
AU - Reindl, Greg
AU - Jones, Justin
AU - Colorado School of Mines
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Study on the Effects of Mixture Proportioning on the Strength and Cracking Tendency of S50 Structural Concrete
PY - 2007/11//Final Report
SP - 22p
AB - Based on the study presented in this report, it was determined that S50 structural concrete can be produced to meet the requirements of the Colorado Department of Transportation (CDOT) Standard Specification for Road and Bridge Construction, Section 601. S50 mixes using cement as well as cement/fly ash blends can be successfully produced with the aid of proper high-range water-reducing (HRWR) admixtures. The low water/cement ratios used in this study allow the development of a high-strength structural concrete and low drying shrinkage, while retaining air content between 5% and 8% for freeze/thaw durability. Production of S50 structural concrete as defined by the CDOT specifications is feasible. The five successful mixes presented here should not be considered as the only possible approach to S50 development. Instead, they should be a starting point for professional mix designers to use to develop reliable and economical mixes that meet CDOT requirements.
KW - Air content
KW - Cement
KW - Colorado Department of Transportation
KW - Fly ash
KW - Freeze thaw durability
KW - High strength concrete
KW - Mix design
KW - Shrinkage
KW - Specifications
KW - Water cement ratio
KW - Water reducing agents
UR - http://www.dot.state.co.us/Publications/PDFFiles/s50concrete.pdf
UR - https://trid.trb.org/view/843339
ER -
TY - RPRT
AN - 01084152
AU - Little, Dallas N
AU - Nair, Syam
AU - Texas Transportation Institute
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Sensitivity of Selected Colorado Soils to Form Ettringite/Thaumasite When Treated with Calcium-Based Stabilizers and When Soluble Sulfates Are Available
PY - 2007/11//Final Report
SP - 61p
AB - The sensitivity of five Colorado soils, which were selected to represent the variety of soils likely to be treated with calcium-based chemical stabilizers such as hydrated lime or Portland cement, to the formation of potentially expansive minerals is evaluated using thermodynamic principles based on Gibb?s free energy and direct measurements. Phase diagrams are used to predict the threshold levels of soluble sulfates that favor the formation of the expansive mineral ettringite, which is most widely blamed for deleterious expansion in sulfate bearing soils treated with calcium-based stabilizers. The results of the thermodynamic, phase diagram evaluation are checked against direct measurement of ettringite using differential scanning calorimetry (DSC), and the results agree well. The conclusions derived from this research are that, as expected, mineralogical differences among the soils affect the threshold level of soluble sulfates that trigger the development of ettringite and that the presence of soluble silica and the form of alumina present have a dominant effect. The research validates previous research that a safe lower limit of soluble sulfates is approximately 3,000 ppm as long as additional soluble sulfates do not migrate into the soil. A methodology is presented for using the DSC to directly assess the threshold level of sulfates for a particular soil. However, refinement of the method is a key goal of on-going research. The DSC method to assess the potential of a specific soil to react deleteriously with a calcium based stabilizer when sulfate content in the soil is above a threshold level should be implemented by the Colorado Department of Transportation (CDOT). This will require the purchase of a Q-2000, TA Instruments or equivalent DSC by the CDOT Materials and Geotechnical Branch.
KW - Alumina
KW - Calcium hydroxide
KW - Calorimeters
KW - Colorado
KW - Ettringite
KW - Mineralogy
KW - Portland cement
KW - Silica
KW - Soil stabilization
KW - Sulfates
KW - Swelling soils
KW - Thaumasite
KW - Thermodynamics
UR - http://www.dot.state.co.us/Publications/PDFFiles/sulfatesoils.pdf
UR - https://trid.trb.org/view/843062
ER -
TY - RPRT
AN - 01083351
AU - Babcock, Ray
AU - Harkin, Gary
AU - Lloyd, Hunter
AU - Montana State University, Bozeman
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - Industry Best Practices for the Software Development Life Cycle
PY - 2007/11//Final Report
SP - 159p
AB - In the area of software development, there are many different views of what constitutes a best practice. The goal of this project was to identify a set of industry best practice techniques that fit the needs of the Montana Department of Transportation (MDT), and provide a consistent and robust process for software development. The researchers believe that the Unified Software Development Process represents the closest methodology to an industry standard for software development. The Project Management Professional certification of the Project Management Institute represents best practice in project management. The researchers have suggested the Unified Modeling Language as a representational method for developing software designs. Practical suggestions for the elicitation of software requirements are provided. The complete set of MDT forms was converted to an XML utility system to allow for easy changes and configurations.
KW - Best practices
KW - Development
KW - Montana
KW - Project management
KW - Software
KW - Unified Modeling Language (UML)
UR - http://www.mdt.mt.gov/research/projects/admin/app_dev.shtml
UR - http://ntl.bts.gov/lib/27000/27000/27029/final_report.pdf
UR - https://trid.trb.org/view/842634
ER -
TY - RPRT
AN - 01083347
AU - Thurman, David R
AU - Horner-Devine, Alex R
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Hydrodynamic Regimes and Structures in Sloped Weir Baffled Culverts and Their Influence on Juvenile Salmon Passage
PY - 2007/11//Final Research Report
SP - 52p
AB - The purpose of this study was to determine what hydraulic characteristics enhance or diminish upstream juvenile salmon passage within a sloped-weir baffled culvert. The culvert slope, baffle spacing, and baffle height were varied to observe flow regime trends that describe conditions suitable for fish passage. Biological testing was conducted in conjunction with the hydraulic micro-Acoustic Doppler Velocimeter (ADV) measurements. There was considerable spatial variability in the flow created by the sloped baffles within the culvert. The asymmetry of flow decreased for increasing discharge, larger baffle spacing and smaller baffle heights. To describe the flow features essential to fish passage, the interrelation between flow asymmetry, depth, and velocity was presented in comparison with biological testing. For the range of parameters tested, flows were described by a series of three jet regimes which were a function of water depth over baffles. Comparing these regimes to the biological study revealed peak juvenile salmon passage was associated with a critical transition between jet regimes. Generalizing this transition for the entire data set using dimensionless scales provides professionals with guidance for retrofitting culverts.
KW - Acoustic doppler velocimeters
KW - Asymmetry
KW - Baffles
KW - Biological research
KW - Culverts
KW - Depth
KW - Fish passage
KW - Flow
KW - Height
KW - Hydraulics
KW - Hydrodynamics
KW - Retrofitting
KW - Salmon
KW - Spacing
KW - Velocity
KW - Weirs
UR - http://depts.washington.edu/trac/bulkdisk/pdf/687.1.pdf
UR - http://www.wsdot.wa.gov/research/reports/fullreports/687.1.pdf
UR - http://ntl.bts.gov/lib/51000/51900/51941/687.1.pdf
UR - https://trid.trb.org/view/842597
ER -
TY - RPRT
AN - 01082606
AU - Federal Highway Administration
TI - Tabletop Exercise Guidelines for Planned Events and Unplannned Incidents/Emergencies
PY - 2007/11
SP - 21p
AB - When planned special events are held, they generally increase traffic demands in or near the location of the event. In order to address this influx of traffic, transportation management plans are developed with the intent of minimizing the effect the event has on the transportation system. For a transportation management plan to be successful, however, it is strongly recommended that the plan be tested and reviewed prior to the event. One of the most effective ways to test a transportation management plan is through a tabletop exercise. A tabletop exercise uses the transportation management plan as the basis for action. It enables participants to role play in a scenario-based exercise conducted in an informal stress-free environment. During this low cost/low stress activity, key stakeholders involved in the planning and implementation of transportation management plans test the plan through a facilitated scenario based discussion. Tabletop exercises allow traffic management team officials to review the effect of certain event-specific action plans on other concurrent events. Through this interaction, contingencies are vetted and resolved. In addition, a tabletop exercise can be used to train and familiarize personnel with their roles and responsibilities within the planned special event’s transportation management plan. No matter how thorough a transportation management plan may be, it can not account for all contingencies. The purposes of a tabletop exercise are to (1) test the written assumptions in the transportation management plan and (2) see what must be changed and how the plan can be improved. The tabletop exercise allows the participants to see how they react to unexpected events such as equipment failure or personnel shortages. Though originally designed for planned special events, the information in the guide can be used for the management of unplanned incidents including traffic incidents and responses to emergencies.
KW - Contingency planning
KW - Emergencies
KW - Guidelines
KW - Implementation
KW - Incidents
KW - Role-playing
KW - Scenario-based training
KW - Special events
KW - Tabletop exercise
KW - Testing
KW - Traffic
KW - Transportation management
UR - http://www.ops.fhwa.dot.gov/publications/tabletopexercpe/tabletopexererc_pse.pdf
UR - https://trid.trb.org/view/841917
ER -
TY - RPRT
AN - 01088306
AU - Taveira, L V
AU - Sagues, Alberto A
AU - Lopez-Sabando, J
AU - Joseph, Babu
AU - University of South Florida, Tampa
AU - Florida Department of Transportation
AU - Federal Highway Administration
TI - Early Warning Corrosion Detection in Post Tensioned Tendons
PY - 2007/10/31/Final Report
SP - 72p
AB - The feasibility and sensitivity of electrochemical noise (EN), electrochemical impedance spectroscopy (EIS), and linear polarization resistance (LPR) for detection of corrosion in post-tensioning (PT) components was investigated. The use of the electrical resistance (ER) technique, as well EIS and LPR, to detect air space corrosion at the grout voids was also explored. The results showed that high sensitivity noise measurements (in the μV range) are feasible for the strand-anchorage systems. The potential and galvanic current trends for the assemblies suggest the presence of activation-passivation cycles linked to each water ingress event. The EN method was adequate to identify only one modality of corrosion, and failed to detect other potentially important forms of corrosion despite the presence of significant macrocell current. In contrast, the EIS and LPR methods more reliably detected ongoing corrosion. The ER method could sensitively detect the deterioration of grouted and bare steel strands exposed to a high humidity environment as in the air space of a grout void. The air space corrosion experiments showed that an aggressive environment may evolve in the grout void, resulting in appreciable corrosion rates. Conceptual designs for field implementation of the above methodologies were formulated. A concept based on a robust, single element, single connection embedded steel probe, and another based on a two connection, single element embedded wire probe were considered to have the best combinations of features and ease of implementation. An alternative wire loop configuration is being tried in cooperative testing.
KW - Corrosion
KW - Early warning technologies
KW - Electrochemical impedance spectroscopy
KW - Electrochemical noise
KW - Linear polarization resistance
KW - Posttensioning
KW - Resistance (Electricity)
KW - Tendons (Materials)
UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD544_08_rpt.pdf
UR - https://trid.trb.org/view/849612
ER -
TY - ABST
AN - 01464617
TI - Research for the AASHTO Standing Committee on the Environment. Task 41. Implementation of Community & Cultural Resource Commitments
AB - In 2002, the Federal Highway Administration (FHWA) sponsored a domestic scan of successful practices for implementing environmental commitments. The report on this scan noted that successful implementation of commitments required the use of tracking mechanisms and continued and effective communication. Since the 2002 review, some states have implemented new approaches to tracking environmental commitments and ensuring their implementation. In addition, states that were included in the scan have had several years to determine the efficacy of the tools they use to track environmental commitments, particularly during final design, construction, operation, and maintenance. Information on current practices is, however, not readily accessible to state department's of Transportation (DOTs) and other transportation professionals, as demonstrated by continuing requests for information on environmental commitment documentation and tracking on FHWA's Re: National Environmental Protection Agency (NEPA) web site forum. The objective of this study is to develop guidelines for state DOTs on best practices for tracking the implementation of environmental commitments, with an emphasis on those in Section 106 that minimize or avoid impacts, as well as those in MOAs/PAs and community commitments.
KW - Community action programs
KW - Cultural resources
KW - Environmental impacts
KW - Environmental policy
KW - Environmental protection
KW - State departments of transportation
KW - Tracking systems
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1659
UR - https://trid.trb.org/view/1232848
ER -
TY - ABST
AN - 01566112
TI - Incorporating Safety Performance into Project Design Decision-Making for Cost Effective Safety Enhancements
AB - Rigid conformity to existing policies, standards and guidelines, does not guarantee safety for the traveling public utilizing the state highway system. Arizona Department of Transportation (ADOT) standards for a highway posted at 65 mph indicate a clear zone distance of 30 feet from the edge of the travel lane on level terrain with 6:1 side slopes. Typically the right of way line may be found 30 feet or more past the clear zone boundary. Within the area found between the clear zone boundary and the right of way line, a myriad of hazardous fixed objects (trees, rocks, poles, electrical boxes, etc.) are frequently struck by errant vehicles that run off the pavement edge. Preliminary Traffic HES study results indicate that a majority of Run-Off-Road accidents occur at a distance of well over 30 feet from the pavement edge. As a result, it appears that wider clear zones need to be accommodated into the expansion of the clear zone distances that ADOT uses. In addition, there may be other standards, guidelines and "rules-of-thumb" that ADOT currently uses, which need some additional evaluation as well. Under this project, each of the existing policies, standards, and guidelines that ADOT currently uses during project development will be researched to determine whether any low-cost safety enhancements could be incorporated into any existing standards, guidelines, procedures, or policies.
KW - Clear zones
KW - Highway design
KW - Highway safety
KW - Lane departures
KW - Research projects
KW - Safety standards
KW - Travel lanes
UR - https://trid.trb.org/view/1357063
ER -
TY - ABST
AN - 01464589
TI - Evaluation of Bridge Scour Research: Pier 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. NCHRP Project 24-27 was funded to critically evaluate bridge-scour research results completed since 1990 and make recommendations for adoption of specific research results by AASHTO and use by the engineering community in general. Project 24-27 has been divided into three functional areas: (1) Project 24-27(1), Pier Scour Processes and Prediction; (2) Project 24-27(2), Abutment and Contraction Scour Processes and Prediction; and (3) Project 24-27(3), Geomorphic Processes and Prediction. Each of these functional areas will be completed concurrently by separate research teams as separate projects under NCHRP Project 24-27. This project are to (1) critically evaluate research completed since 1990 in pier 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(2) and 24-27(3) and the contractor selected by NCHRP to prepare a summary report.
KW - Bridge abutments
KW - Bridge piers
KW - Drainage
KW - Hydraulic structures
KW - Runoff
KW - Scour
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1597
UR - https://trid.trb.org/view/1232820
ER -
TY - ABST
AN - 01547473
TI - Research for AASHTO Standing Committee on Highways. Task 232. Development of a Guide to Update ADA Transition Plans
AB - This study developed guidance to state highway agencies for developing transition plans for complying with the administrative requirements of the Americans with Disabilities Act (ADA). The Contractor's Final Report was sent to the American Association of State Highway and Transportation Officials (AASHTO) and the AASHTO Subcommittee on Design.
KW - Americans with Disabilities Act
KW - Compliance
KW - Guidelines
KW - Phase transitions
KW - State departments of transportation
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1247
UR - https://trid.trb.org/view/1334837
ER -
TY - ABST
AN - 01464690
TI - Research for AASHTO Standing Committee on Highways. Task 243. Development of a Test Method for Optical Sizing and Roundness Determination of Glass Beads Utilized in Traffic Markings
AB - The objective of this project is to develop a new computer-based test method for optical sizing and roundness determination of glass beads utilized in traffic markings.
KW - Glass beads
KW - Lane lines
KW - Marking materials
KW - Road markings
KW - Roundness
KW - Sizing
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2198
UR - https://trid.trb.org/view/1232922
ER -
TY - ABST
AN - 01464572
TI - Synthesis of Information Related to Highway Problems. Topic 39-03. Cathodic Protection for Life Extension of Existing Reinforced Concrete Bridge Elements
AB - Cathodic protection (CP) was first used on bridge decks in the 1970's and on bridge substructures in the 1980's. Since then, it has been employed by a number of state departments of transportation (DOTs) on bridges that experienced reinforcing steel corrosion due to deicing salts or marine exposure (or both). While earlier cathodic protection installations on bridges were of the impressed current type, significant advances have been made in the past decade in adapting galvanic systems, which are simpler and more easily maintained, for substructures in particular. Results, however, have been mixed, with some states employing cathodic protection extensively and others only on a limited basis or not at all. The widely differing levels of usage may be due to such factors as 1) Initial and ongoing costs; 2) the technology, including design, installation, and maintenance is not understood by many highway personnel; 3) instances of inadequate performance; 4) the absence of a protocol for deciding when to use cathodic protection, considering factors such as type of structural element, nature of exposure, extent of corrosion-induced damage in concrete, desired service life, etc; and 5) the wide array and evolution of materials and instrumentation available in the marketplace. A synthesis is needed to examine the utility of cathodic protection for control of reinforcing steel corrosion and extension of bridge service life. The main focus of the study is determination of why states do or do not use CP.
KW - Bridge decks
KW - Bridge substructures
KW - Cathodic protection
KW - Corrosion protection
KW - Corrosion resistant steel
KW - Research projects
KW - Service life
KW - Substructures
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1666
UR - https://trid.trb.org/view/1232803
ER -
TY - ABST
AN - 01464571
TI - Synthesis of Information Related to Highway Problems. Topic 39-04. Performance Based Construction Contractor Pre-qualification
AB -
State Transportation Departments often use traditional means for determining the eligibility of contractors to bid on highway improvement work. These include evaluation of financial statements, dollar amount of work remaining under contract, available equipment and personnel, and previous work experience. As a result, contractors that produce marginal quality work, are not timely, and have safety issues continue to remain eligible to bid. Some states have incorporated the use of contractor performance as an additional factor to address these issues. The purpose of this study will be to identify and synthesize current contractor prequalification practices based on quality, performance, safety, and other criteria. While the focus of this effort is for conventional design-bid-build projects, review of practices for other types of procurements may be needed.
KW - Contractors
KW - Design bid build
KW - Design build
KW - Prequalifications
KW - Quality control
KW - Traffic safety
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1667
UR - https://trid.trb.org/view/1232802
ER -
TY - ABST
AN - 01464569
TI - Synthesis of Information Related to Highway Problems. Topic 39-06. Public Sector Decision-Making in Public Private Partnerships
AB -
Public sector agencies around the country are seeking creative solutions to transportation funding. Public Private Partnerships (P3s) have the potential to provide part of this needed investment. Private investors have shown a willingness to invest heavily in new and existing transportation infrastructure, given the right incentives. Much of the information promoting P3 comes from those who will benefit directly--the construction companies, toll operators, bankers, attorneys, and their consultants. Public sector decision-makers seeking to leverage or supplement traditional sources of funding with private investment and other participation must make informed decisions. There is a shortage of balanced information available to the public and decision-makers in their deliberations on P3s. This synthesis will examine the information available in the U.S. and internationally that is needed to properly evaluate the benefits and risks associated with allowing the private sector to have financial stakes in transportation infrastructure, and how that information can be used in the decision making process. It will also investigate the reliability of that information, and how the broader public interest can be protected, and will identify gaps in public sector expertise, experience and information. Among the information gathered to assist public decision-makers will be provisions from enabling legislation, administrative rules, and P3 agreements. The consultant will identify, describe and synthesize the range of issues, and existing practice and proposed alternatives. This will include evaluations and reported outcomes.
KW - Decision making
KW - Financing
KW - Information dissemination
KW - Information technology
KW - Infrastructure
KW - Investments
KW - Public private partnerships
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1669
UR - https://trid.trb.org/view/1232800
ER -
TY - ABST
AN - 01462869
TI - Research for AASHTO Standing Committee on Highways. Task 232. Development of a Guide to Update ADA Transition Plans
AB - This study will provide guidance to state highway agencies for developing transition plans for complying with the administrative requirements of the ADA. The project panel has been formed and discussions are underway with potential contractors.
KW - Administration
KW - Americans with Disabilities Act
KW - Compliance
KW - National Cooperative Highway Research Program
KW - Procedures
KW - Research projects
KW - State departments of transportation
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1247
UR - https://trid.trb.org/view/1231093
ER -
TY - RPRT
AN - 01108454
AU - Brown, V J
AU - Balducci, Patrick J
AU - Mahadevan, K
AU - Greenberg, Arthur
AU - Murray, Daniel C
AU - Zirker, Margaret
AU - Capecci, S
AU - Battelle
AU - American Transportation Research Institute
AU - Cambridge Systematics, Incorporated
AU - Federal Highway Administration
TI - CVISN Business Case (Commercial Vehicle Information Systems and Networks)
PY - 2007/10/15/Final Report
SP - 27p
AB - The objective was to evaluate economic justifications and institutional issues affecting motor carriers and State transportation agencies regarding the deployment of CVISN technologies. CVISN (Commercial Vehicle Information Systems and Networks) includes: interstate credentials administration (registration and permitting), electronic screening (transponder-based weigh station bypass), and safety information exchange. This report summarizes two similar but separate business cases, one primarily from the State government perspective and the other from the motor carrier industry perspective. Results are based on interviews with 60 representatives of commercial vehicle-related businesses and agencies. The most important benefits of CVISN are time savings, increased efficiency, and improved opportunities for collaboration between states and motor carrier associations. For motor carriers, an economic analysis based on a 10-year deployment indicates significant, near-immediate financial benefits to carriers from taking part in electronic credentials administration, primarily through the ability to put new trucks into service more quickly. The overall return on investment ratio for electronic credentialing is estimated at 2,971:1. For electronic screening, for all but one of the companies under study, the projected 10-year return on investment ranges from 6.1:1 to 15.9:1, with payback periods of less than one year. For the motor carrier industry, these findings suggest that wider adoption of CVISN technologies would yield significant returns on relatively modest investments.
KW - Case studies
KW - Commercial vehicle operations
KW - CVISN (Program)
KW - Economic benefits
KW - Electronic credentialing
KW - Electronic screening
KW - Institutional issues
KW - Motor carriers
KW - Return on investment
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14404.htm
UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14404_files/casesummary.pdf
UR - https://trid.trb.org/view/868454
ER -
TY - ABST
AN - 01464758
TI - Research for AASHTO Standing Committee on Highways. Task 235. Development of Testing Protocols for Surface Applied Concrete Sealers Treatments
AB - This study will support AASHTO in developing protocols for testing surface applied concretre sealers and treatments. The work will include reviewing and updating M 224, include the testing recommendations contained in NCHRP Synthesis 209, and other considerations. Work is in progress and proceeding on schedule. (NCHRP Staff: A.N. Hanna)
KW - Crack and seat treatment
KW - Curing agents
KW - Preservation
KW - Recommendations
KW - Sealing compounds
KW - Testing
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1560
UR - https://trid.trb.org/view/1232990
ER -
TY - ABST
AN - 01572679
TI - Development and Demonstration of System-Based Monitoring Approaches for Improved infrastructure Management Under Uncertainty
AB - This research will develop a novel integrated framework for improved infrastructure management, using novel sensing technologies, deterioration models, and decision making tools.
KW - Decision making
KW - Deterioration
KW - Infrastructure
KW - Integrated systems
KW - Management
KW - Monitoring
KW - Uncertainty
UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-07-0029
UR - https://trid.trb.org/view/1364765
ER -
TY - ABST
AN - 01485575
TI - Increasing Highway Throughput Communications and Control Technologies to Improve Traffic Flow
AB - How can the new capabilities of intelligent vehicles and highway infrastructure be used to reduce congestion and effectively increase highway capacity? This question is the focus of an Exploratory Advanced Research (EAR) Program project launched by the Federal Highway Administration (FHWA) in 2007. Researchers at the Partners for Advanced Transit and Highways (PATH) program of the University of California, Berkeley, are conducting the 3-year project in cooperation with Caltrans. The ability to modulate the speed and spacing of individual vehicles in relation to unseen events further downstream has tremendous potential to keep traffic flowing smoothly, safely, and at its optimum density. With the dedicated short-range communication system being developed under IntelliDrive (previously the Vehicle-Infrastructure Integration or VII initiative), such long-range traffic management opportunities are now conceivable. This EAR project is modeling, testing, and demonstrating prototype systems in three areas: (1) Improving traffic flow by calculating and communicating speed guidance directly to individual drivers. (2) Achieving closer coordination, shorter vehicle separation gaps, and higher effective lane capacities through vehicle-vehicle communication, vehicle-infrastructure communication (VIC), and cooperative adaptive cruise control (CACC). (3) Improving heavy-truck fuel consumption and doubling the capacity of truck-only lanes by forming and maneuvering automated three-truck platoons.
KW - Autonomous intelligent cruise control
KW - Communication systems
KW - Cooperative Vehicle Infrastructure Systems
KW - Heavy duty vehicles
KW - Highway capacity
KW - Intelligent vehicles
KW - Research projects
KW - Traffic flow
KW - Traffic platooning
KW - Vehicle to infrastructure communications
KW - Vehicle to vehicle communications
UR - http://www.fhwa.dot.gov/advancedresearch/pubs/inchwyfact.cfm
UR - https://trid.trb.org/view/1254339
ER -
TY - ABST
AN - 01464620
TI - Research for the AASHTO Standing Committee on the Environment. Task 38. Guide to Use of Tier I Environmental Impact Statements for Transportation Projects
AB - Regulations that implement the National Environmental Policy Act (NEPA) encourage Environmental Impact Statements (EISs) to be performed in tiers or stages (40 C.F.R. 1502.20). Tier I of an EIS would typically examine a range of alternatives at a transportation corridor or system level. The current emphasis on environmental stewardship and environmental streamlining is resulting in more frequent use of Tier I EISs early in the transportation project planning process. NEPA and its implementing regulations, however, provide little guidance about when the preparation of Tier 1 and Tier 2 EISs is appropriate, the level of analyses needed, and the tools necessary to perform the analyses. The objective of this study is to develop guidelines for state Departments of Transportation on the use of tiered environmental impact statements.
KW - Construction projects
KW - Environment
KW - Environmental impact statements
KW - Environmental policy
KW - Mobility Plan for City of Irving Major Transportation Projects
KW - Programming (Planning)
KW - Project management
KW - Transportation projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1656
UR - https://trid.trb.org/view/1232851
ER -
TY - RPRT
AN - 01548589
AU - Castle Rock Consultants
AU - Michigan Department of Transportation
AU - Federal Highway Administration
TI - Next Gen E-911 Project: Phase 1: Survey of E-911 & Emerging Technologies
PY - 2007/10/04
SP - 20p
AB - This report is the final deliverable for the project funded by the ENTERPRISE Pooled Fund Study, titled 'Next Generation E-911'. The history of the project dates back to 1993 when ENTERPRISE first partnered with the Federal Highway Administration (FHWA) to pilot the Mayday (emergency notification) project referred to as 'Colorado Mayday'. Since 1993, numerous Field Operational Tests (FOTs) have been conducted to test Mayday products or services. Also, there are now private Telematics Service Providers (TSP) that offer commercial products that deliver Mayday services to travelers. The most widely known TSP is OnStar, with several million subscribers nationwide. The premise of this project, however, is not to assume that the challenge of locating stranded or injured motorists in need of urgent care has been completely solved by private sector communication media or TSPs such as OnStar. Instead, this research project is intended to seek opportunities for those who do not subscribe to the monthly services of TSPs, or who have vehicles where TSP products and services are not available. This document presents a summary of findings of Phase 1 (survey of existing and emerging E-911 technologies). The report is based on an initial status provided to project members and the Enterprise group at the December 2006 meeting. This summary report includes additional research based on the feedback of project members and Enterprise group. The report will be used as the basis of the Phase 2 workshop, as well as the final report (Phase 3).
KW - 911 Emergency Telephone System
KW - Emergency communication systems
KW - Emergency road service
KW - Technological innovations
KW - Telematics
UR - http://enterprise.prog.org/Projects/2002_2009/finalreports/E911_FinalReport_07S_mbm.pdf
UR - https://trid.trb.org/view/1333233
ER -
TY - ABST
AN - 01464603
TI - Developing a Logical Model for a Geo-Spatial Right-of-Way Land Management System
AB - Right-of-way (ROW) requirements are significant components of project schedule and cost. While many state Departments of Transportation (DOTs) use technology such as Computer-Aided Drafting and Design (CADD) to draft ROW plans, the final, approved plans are often manually recorded and filed on paper or Mylar. Posting and storing such data by hand is obsolete, inefficient, and unresponsive to the demands of modern project management, hindering multiple users from conveniently accessing real-time ROW information and resulting in undue delay and costs. Moreover, paper and Mylar records are vulnerable to damage or destruction in the event of fire, flooding, or other catastrophic event. Manually recorded ROW information includes agency ownership, appraisal information, acquisition status, and property-management functions that are important for addressing real estate issues, utilities, environmental permitting and mitigation, access management, outdoor advertising control, and programming. Electronic management of this information improves coordination and consistency of data, leading to reduced project delivery delays caused by ROW acquisition. In addition, the ability to retrieve these data electronically provides fast, convenient, and consistent access to all users, reducing the time and expense needed to ship documents; eliminating repetitive entries; minimizing data-entry errors caused by multiple formats; and ultimately saving money for the DOTs. Electronic management of real estate information could improve coordination with local jurisdictions and provide appropriate data to the public on agency ownership of property. The automation of ROW functions and development of data-integration models using existing technology, including geo-spatial applications, are needed to enable multiple users to access ROW information quickly and easily. Project 8-55 identified the data elements needed to support the automation of ROW functions as the first step in the development of fully operational systems that integrate geo-spatial technologies into the ROW process. This project will use this knowledge of the data elements to develop and test a logical model for a geo-spatial enabled, ROW land management system. The objectives of this project are to (1) develop an enterprise-level logical model for a prototypical geo-spatial enabled, ROW land management system for state departments of transportation, (2) demonstrate a crosswalk between the logical model and DOT enterprise systems now in use to determine the gap between the state-of-the-art system and existing systems, and (3) deliver a presentation-ready executive summary in print and electronic formats that demonstrates the usefulness and validity of the logical model.
KW - Computer aided design
KW - Geospatial analysis
KW - Project management
KW - Real time information
KW - Right of way (Land)
KW - Technological innovations
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2326
UR - https://trid.trb.org/view/1232834
ER -
TY - ABST
AN - 01485580
TI - Increased Understanding of Driver Visibility Requirements
AB - This research project will develop a hybrid human/computer model of the quantity and quality of visual information needed to navigate certain curves in the roadway safely and effectively at night.
KW - Drivers
KW - Requirements
KW - Research projects
KW - Understanding
KW - Visibility distance
UR - http://www.fhwa.dot.gov/advancedresearch/pubs/seedarkear.cfm
UR - https://trid.trb.org/view/1254344
ER -
TY - ABST
AN - 01465242
TI - ITS Applications at HRIs
AB - This task will research current intelligent transportation systems (ITS) related projects to determine the capabilities of such systems to enhance highway-rail interfaces (HRI) safety. Staff will determine if a demonstration program could be adapted to include functions that would enhance HRI safety through additional warning systems such as in-vehcile warnings. Currently, there are three subtasks: Technical Evaluation of Commercial Off-the-shelf (COTS) global positioning system (GPS) Navigation Systems; French and Finnish In-Vehicle System Review; and Conference Participation. This was an FY2008 project.
KW - Audible warning devices in vehicles
KW - Global Positioning System
KW - Grade crossing protection systems
KW - Intelligent transportation systems
KW - Railroad grade crossings
KW - Warning systems
UR - https://trid.trb.org/view/1233475
ER -
TY - ABST
AN - 01464574
TI - Synthesis of Information Related to Highway Problems. Topic 39-01. Quality Management of Pavement Distress Data Collection
AB - Most public agencies responsible for managing pavements have adopted Pavement Management Systems (PMS) to help manage their pavement networks more cost-effectively. One of the most costly parts of operating a PMS is collecting network-level pavement condition information, especially pavement distress data. Agencies are faced with developing procedures and guidelines for quality management of these activities. Agencies using contractor provided services for pavement data collection have had to develop methods for contractor selection, monitoring during the contract period, and data acceptance. Agencies using staff resources for pavement data collection have had to develop similar quality control activities which include training of their staff. Many agencies have also had to cope with adapting to changing automation technologies which decrease cost but pose challenges with time-history consistency of the data being collected. The objective of this synthesis project is to document current quality management practices being employed by public road and highway agencies for both automated and manual pavement condition data collection and delivery.
KW - Data collection
KW - Pavement condition rating
KW - Pavement distress
KW - Pavement management systems
KW - Performance related specifications
KW - Quality assurance
KW - Quality control
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1664
UR - https://trid.trb.org/view/1232805
ER -
TY - ABST
AN - 01459884
TI - Estimating the Magnitude and Frequency of Peak Discharges for Rural, Unregulated Streams in West Virginia
AB - Bridges and culverts continuously need to be upgraded, redesigned, and relocated. Most of these structures are located on ungaged streams and the most up-to-date estimating equations should be used to redesign these structures. Since the estimating procedures were published in 2000 using 1997 data, significant additional data and information has become available, including ten years of additional streamflow records, fifteen additional small drainage-area gages, and skew coefficients that have recently been developed. This project will revise the estimating procedures to include the most recent information available.
KW - Bridges
KW - Culverts
KW - Peak discharge
KW - Research projects
KW - Runoff
KW - Rural areas
KW - Streamflow
KW - Streams
KW - West Virginia
UR - https://trid.trb.org/view/1228099
ER -
TY - ABST
AN - 01459883
TI - Development of Test Level 1 Timber Curb-Type Railing for Use on Transverse, Timber, Nail Laminated Deck Bridges
AB - The West Virginia Division of Highways is responsible for the construction, maintenance, and repair of many bridges that utilize transverse, timber, nail-laminated deck systems placed on steel wide-flanged girders and with 6-in X 6-in timber curb railings. Although many of the bridges have standard roadway widths of 32 feet or more, some bridges are configured with widths of only 12 to 14 ft, as measured curb to curb. Since several narrow bridges exist, there has been a need to use a low-profile railing system in order to allow for the passage of large trucks and house trailers across these bridges. According to Section 3.2.2 of the WV Bridge Design Manual, all new or replacement bridge barriers shall meet or exceed crash testing criteria. Unfortunately, no crashworthy curb-type bridge railing systems have been developed for use on these type bridges. In 1993, researchers at the Midwest Roadside Safety Facility (MwRSF) developed three low-height, timber curb-type railings for longitudinal, glue-laminated timber deck bridges. The objective of this research is to adapt and evaluate MwRSF's TL-1 curb-type bridge railing for use on transverse, timber, nail-laminated bridge decks supported by steel wide-flange beams. If necessary, the railing system will be redesigned to meet the TL-1 impact safety standards that are currently being revised in the update to NCHRP Report No. 350 "Recommended Procedures for the Safety Performance Evaluation of Highway Features."
KW - Bridge decks
KW - Curbs
KW - Highway bridges
KW - Laminated wood
KW - Research projects
KW - Timber construction
KW - West Virginia
KW - Wooden bridges
UR - https://trid.trb.org/view/1228098
ER -
TY - RPRT
AN - 01341160
AU - Science Applications International Corporation
AU - Federal Highway Administration
TI - Work Zone Operations Best Practices Guidebook
PY - 2007/10//Second Release
SP - 310p
AB - This Work Zone Best Practices Guidebook provides an easily accessible compilation of work zone operations practices used and recommended by various States and localities around the country. The Guidebook is a reference document that can be updated with new approaches, technologies, and practices for effectively managing work zones and reducing the impacts of work zones on mobility and safety as they are identified. The best practices are descriptive not prescriptive. They describe approaches that have been successfully used by transportation agencies, along with contact information to find out more from the agency using the practice. Each organization must determine which of these practices are best suited for its particular situation, considering all the site-specific factors that affect work zone operations. The best practices are grouped into 11 major categories to help practitioners easily find practices that deal with a particular topic. Practices can also be found via 7 cross-references that enable users to find best practices in several different ways, and a subject index that offers 50 topics and subtopics for more specific searches. The Guidebook is available in three formats: hardcopy, CD-ROM, and a web-based version. The CD-ROM and web-based versions of the Guidebook provide added electronic search capabilities.
KW - Best practices
KW - Handbooks
KW - Highway maintenance
KW - Traffic safety
KW - Work zone safety
KW - Work zone traffic control
UR - http://www.ops.fhwa.dot.gov/wz/practices/best/documents/bpguidebook.pdf
UR - https://trid.trb.org/view/1103123
ER -
TY - RPRT
AN - 01167097
AU - Marzougui, Dhafer
AU - Mohan, Pradeep
AU - Kan, Cing-Dao
AU - Opiela, Kenneth S
AU - National Crash Analysis Center
AU - Federal Highway Administration
TI - Evaluation of Rail Height Effects of the Safety Performance of W-Beam Barriers
PY - 2007/10//Working Paper
SP - 21p
AB - The objective of this study is to investigate the effect of rail height on the safety performance of G4(1S) w-beam guardrail systems. The study involved three steps. In the first step, a detailed finite element model of the G4(1S) guardrail system was created. The model incorporated the details of the rail, connections, the post, the blockout, and the soil in which the post was embedded. To validate the model of the w-beam guardrail system, a model of the setup of this w-beam system in previous full-scale crash tests was created. Simulations were performed using this model and the results were compared to the full-scale crash test data. The results were similar indicating that the model was an accurate representation of the actual system. In the second step of the study, the validated model served as the basis for four additional models of the G4(1S) guardrail to reflect varying rail heights. In two of the four models, the rails were raised 40 and 75 mm (1.5 and 3 inches). In the other two models, the rails were lowered 40 and 75 mm. Simulations with these four new models were carried out and compared to the first simulation to evaluate the effect of rail height on safety performance. The simulation results indicated that the effectiveness of the barrier to redirect a vehicle is compromised when the rail height is lower than recommended. The third step of the study consisted of performing full-scale crash tests with the guardrail at standard height and 60 mm (2.5 inches) lower. The data from the crash tests validated the simulation results.
KW - Finite element method
KW - Guardrails
KW - Height
KW - Highway safety
KW - Impact tests
KW - Simulation
KW - W-beam guardrail
UR - http://www.ncac.gwu.edu/research/reports.html
UR - https://trid.trb.org/view/926082
ER -
TY - RPRT
AN - 01141673
AU - Persad, Khali R
AU - Walton, C Michael
AU - Wang, Zhong
AU - Hussain, Shahriyar
AU - Robertson, Chris
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Electronic Vehicle Identification: Applications and Implementation Considerations
PY - 2007/10//Technical Report
SP - 144p
AB - Electronic vehicle identification (EVI) is already an important component of electronic toll collection. Universal EVI would provide the opportunity for transportation agencies to introduce intelligent transportation systems (ITS) features such as in-vehicle information systems. In this project three areas were researched: (1) Current and promising technologies for vehicle identification, especially those already being deployed for toll collection; (2) Incorporation of national and state standards, legislative initiatives, and public response into Texas Department of Transportation planning; and (3) Costs, benefits and implementation requirements for EVI.
KW - Automated toll collection
KW - Automatic vehicle identification
KW - Benefit cost analysis
KW - Dedicated short range communications
KW - Driver information systems
KW - Implementation
KW - Intelligent transportation systems
KW - Legal factors
KW - Policy
KW - Standards
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5217_1.pdf
UR - http://ntl.bts.gov/lib/31000/31200/31296/0_5217_1.pdf
UR - https://trid.trb.org/view/902165
ER -
TY - RPRT
AN - 01139457
AU - Steinfeld, David E
AU - Riley, Scott A
AU - Wilkinson, Kim M
AU - Landis, Thomas D
AU - Riley, Lee E
AU - Umatilla National Forest
AU - Federal Highway Administration
TI - A Manager’s Guide to Roadside Revegetation Using Native Plants
PY - 2007/10//Final Report
SP - 28p
AB - This guide is intended to support managers in facilitating successful protection and/or establishment of native vegetation as an integral part of road design and construction. This report summarizes the concepts and approaches developed in "Roadside Revegetation: An Integrated Approach to Establishing Native Plants," from a manager’s perspective. While the full report is designed for field-level practitioners, it is this reference document that engineers and managers should use as a guide in project planning, design, and construction. This guide summarizes an integrated approach to effectively revegetating roadsides and other disturbance areas associated with road construction, modification, or obliteration. Management issues including scope, schedules, budgets, communication, and quality assurance are outlined as they relate to integrating revegetation practices. By incorporating an integrated approach to revegetation into project management, the end product, the finished road, will be a better product. The driving public, partners, and other communities affected by road projects—including the plants, animals, and other forms of life—will be better served by this approach.
KW - Budgeting
KW - Guidelines
KW - Highway design
KW - Native plants
KW - Project management
KW - Quality assurance
KW - Revegetation
KW - Road construction
KW - Roadside flora
KW - Scheduling
UR - http://ntl.bts.gov/lib/30000/30800/30844/managers_guide.pdf
UR - https://trid.trb.org/view/899753
ER -
TY - RPRT
AN - 01138527
AU - Grasman, Scott E
AU - Sadashivam, Sundaresan
AU - Missouri University of Science and Technology, Rolla
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - Best Practices for Implementing a Biodiesel Program
PY - 2007/10//Final Report
SP - 95p
AB - This report gives recommendations on best practices for implementing a biodiesel program. Year round operability, pricing and availability, and fuel efficiency were the specific objectives that were studied. The study was accomplished by contacting other state departments of transportation seeking information on their biodiesel programs, practices, and lessons learned. A list of best practices was then compiled, with added inputs from literature review. An electronic survey was sent out to the contacts to prioritize these best practices. Upon the receipt of the responses to the survey, a tool called the Analytic Hierarchy Process (AHP) was used to determine the relative importance of the alternatives for year round operability. ASTM D 6751 standard compliance for B100 and BQ-9000 accreditation are the two most important best practices for a successful biodiesel program. Other important practices include effective blending, fuel filter inspection and replacement, winter additives and kerosene blending, and a regular tank cleaning program. Block heaters in the vehicle and underground storage tanks further help smooth operation in cold weather. Implementing these best practices will also ensure the availability of good quality fuel year round.
KW - Additives
KW - Analytical hierarchy process
KW - Best practices
KW - Biodiesel fuels
KW - Blending
KW - Compliance
KW - Fuel quality
KW - Standards
KW - State departments of transportation
UR - http://library.modot.mo.gov/RDT/reports/Ri06045/or08006.pdf
UR - https://trid.trb.org/view/898813
ER -
TY - RPRT
AN - 01118101
AU - Fitch, Jennifer
AU - Patterson, Kat
AU - Vermont Agency of Transportation
AU - Federal Highway Administration
TI - Evaluation of Ultra Hydrophast with Rhoplex Fastrack HD-21A
PY - 2007/10//Initial Report
SP - 21p
AB - In an effort to extend the service life of waterborne markings while reducing the overall cost of labor and equipment, the Vermont Agency of Transportation applied an experimental marking material, known as Ultra Hydrophast with Rhoplex Fastrack HD-21A, an acrylic polymer. This substrate is reported to provide multi-year performance by providing a tight, strong anchor to glass beads and road surfaces. In addition to an examination of the binder, Visibeads consisting of glass spheres three to four times larger than conventional beads, were also dropped onto the marking material during application an effort to assess sustainability, as studies have shown a greater likelihood of dislodging due to greater protrusion above the marking binder. The following report outlines the initial observations with regards to the application of both an experimental marking with HD-21A and control marking of standard waterborne paint. In addition the report contains information pertaining to laboratory results in order to quantify the unique characteristics of the experimental material as well as field data collection to determine the durability and luminance of the markings over time.
KW - Durability
KW - Evaluation
KW - Luminance
KW - Polymers
KW - Road marking materials
KW - Service life
KW - Vermont
UR - https://trid.trb.org/view/875385
ER -
TY - RPRT
AN - 01115447
AU - Fitch, Jennifer
AU - Crum, Nicole
AU - Vermont Agency of Transportation
AU - Federal Highway Administration
TI - Dynamic Striping in Four Towns Along Vermont Route 30 – Final Report
PY - 2007/10//Final Report
SP - 38p
AB - Traffic calming techniques are becoming more popular and more readily used within the United States as communities and towns are seeking various alternatives to oppose increased traffic and associated speeding. In an area full of historic villages, scattered rural homes, several mixed-use ski resort developments as well as many public lands and recreational areas, the residents of Windham Region are seeking a traffic calming technique that is effective in reducing traffic speeds while maintaining the draw to Vermont. In an effort to evaluate an experimental series of pavement markings known as “Dynamic Striping”, VTrans, the Windham Regional Commission and four towns along VT Route 30 applied the referenced roadway treatment within speed reduction zones located at the entrance of each of the villages during the summer of 2005 and 2006 with associated monitoring including the collection of both pre and post installation traffic speeds, retroreflectivity (or luminance) readings and local public perceptions. A speed spot analysis was conducted to describe the speed distribution prior to and following application in order to determine the effectiveness of the experimental traffic control device. The speed stop study consisted of an examination of motorists traveling on Saturdays, to evaluate the effectiveness of the markings on a mix of both local and tourist traffic, and Wednesdays. The speed at which 85 percent of the vehicles were traveling at or below was approximated. From this analysis, the dynamic stripes do appear to be effective in reducing traffic speeds. The immediate effect, one week following application, displayed an average decrease in speed of 0.1 mph. This effectiveness appears to increase over time with an average decrease in speed of 1.0 mph four months following application. Further evidence suggests that the experimental markings had a larger impact on drivers that were exposed on a daily basis.
KW - Dynamic road markings
KW - Road markings
KW - Speed control
KW - Speed distribution
KW - Speeding
KW - Spot speed
KW - Striping
KW - Towns
KW - Traffic calming
KW - Traffic speed
KW - Vermont
UR - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT_DynamicStripingiInFourTownsAlongVTRoute30FinalReport2007.pdf
UR - https://trid.trb.org/view/873787
ER -
TY - RPRT
AN - 01115378
AU - Juenger, Maria C G
AU - Hema, John
AU - Solt, Sonia
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - The Effects of Liquid Nitrogen on Concrete Properties
PY - 2007/10//Technical Report
SP - 120p
AB - The objective of this research was to determine the effects of liquid nitrogen cooling of fresh concrete on concrete hydration and properties. Variables tested included cementing materials, admixtures, fresh temperature, cooling method, and time of cooling. Hydration rate and product formation were examined, as were several properties of fresh and hardened concrete, mortar, and paste. Additional testing was performed to investigate the cracking of steel mixing drums when liquid nitrogen is used. It was determined that liquid nitrogen cooling has no significant effect on hydration or on most concrete properties, independent of temperature. However, it was found that concrete cooled with liquid nitrogen has the same slump as hot concrete, which is significantly lower than the slump of concrete made with room temperature materials. Also, it was observed that liquid nitrogen can be used to extend setting time of concrete, even when applied immediately prior to initial set rather than upon batching.
KW - Concrete
KW - Concrete properties
KW - Cooling
KW - Fresh concrete
KW - Hydration
KW - Liquid nitrogen
KW - Setting (Concrete)
KW - Setting time
KW - Slump
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5111_1.pdf
UR - https://trid.trb.org/view/873782
ER -
TY - RPRT
AN - 01105641
AU - Xu, Bugao
AU - Yao, Xun
AU - Yao, Ming
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Design of CrackScope (VCrack)
PY - 2007/10//Technical Report
SP - 24p
AB - This report describes two major tasks accomplished for project 0-5807 in Fiscal Year 2007: the design of the CrackScope (VCrack) and computer algorithms for classifying concrete pavement distress.
KW - Algorithms
KW - Automated crack detection systems
KW - Cameras
KW - Concrete pavements
KW - Equipment design
KW - Lasers
KW - Pavement cracking
KW - Pavement distress
KW - Testing equipment
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5708_1.pdf
UR - https://trid.trb.org/view/865182
ER -
TY - RPRT
AN - 01105381
AU - Kniss, Kenneth T
AU - Wright, Stephen G
AU - Zornberg, Jorge G
AU - Yang, Kuo-Hsin
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Design Considerations for MSE Retaining Walls Constructed in Confined Spaces
PY - 2007/10//Technical Report
SP - 176p
AB - Widening of existing highways often results in new mechanically stabilized earth (MSE) walls being placed in front of existing stable walls. The design of these walls is unique because limited right-of-way often forces the length of the reinforcing strips to be shorter than normally used. This research addressed such walls placed in a confined space. The Plaxis finite element software was used to study the vertical and horizontal stresses in the backfill behind nondeformable walls constructed in a confined space. The vertical stresses were generally found to be less than the computed overburden pressure. A vertical stress influence factor is presented to describe the reduced vertical stresses as a function of the depth below the top of the wall and the wall aspect ratio. Horizontal earth pressures were also found to be less than those for walls that are not in a confined space. A chart was developed for estimating these reduced horizontal stresses. Limit equilibrium analyses were also performed to evaluate the effect of walls being placed in a confined space. Factors of safety computed for noncircular slip surfaces were found to be significantly less than factors of safety computed for circular slip surfaces. Analyses employing noncircular slip surfaces are recommended for walls placed in confined spaces.
KW - Confined spaces
KW - Design
KW - Geotechnical engineering
KW - Horizontal stress
KW - Limit equilibrium analysis
KW - Mechanically stabilized earth
KW - PLAXIS (Computer program)
KW - Retaining walls
KW - Stresses
KW - Vertical stress
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5506_1.pdf
UR - https://trid.trb.org/view/865109
ER -
TY - RPRT
AN - 01104919
AU - Corson, Lynn A
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Deriving the Cost Impacts of Indiana's Storm Water Rule 13 on INDOT Maintenance Facility Operations
PY - 2007/10//Final Report
SP - 498p
AB - The objectives of this research were: (1) To classify maintenance facilities by ten or fewer “typologies” (categories) to analyze storm water collection and drainage from the sites and to estimate the cost of installing or implementing Best Management Practices (BMPs), identified by the Indiana Department of Transportation (INDOT), to prevent or reduce contamination of the drainage that migrates to waters of the state; (2) To prepare an Environmental Management System (EMS) modeled on the ISO 14001 Standard and “pilot” the EMS in an INDOT District; conduct EMS Awareness training for affected employees. The research included the conduct of on-site operations and environmental assessments at 50 INDOT maintenance facilities and the subsequent grouping of these facilities into 5 scoring categories to facilitate estimating the cost of upgrading each facility to the next higher category and to the highest scoring category. Costs for facilities in each category and for all categories are provided and a cost per funding cycle is estimated. An Environmental Management System Manual, conforming to the ISO 14001:2004 Standard was prepared with the INDOT EMS Committee. The EMS is intended to apply to all employees and all contractors statewide. Employee training and full implementation of the EMS will be completed in late 2007. INDOT intends to seek third-party certification of its EMS. The 50 Facility Site Assessment Reports and the EMS Manual are included in this report.
KW - Best practices
KW - Contamination (Environmental)
KW - Drainage
KW - Environmental impacts
KW - Environmental policy
KW - Indiana
KW - Maintenance facilities
KW - Maintenance practices
KW - Runoff
KW - Water pollution
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1706&context=jtrp
UR - https://trid.trb.org/view/864631
ER -
TY - RPRT
AN - 01104910
AU - Abraham, Dulcy M
AU - Burgess, Beau
AU - Spadaccini, Julia
AU - Miller, Lindsay
AU - Valentin, Vanessa
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Evaluating and Enhancing the Safety of Nighttime Construction Projects
PY - 2007/10//Final Report
SP - 239p
AB - The increased demand on the current highway system has caused transportation agencies to increase scheduling for nighttime work in order to alleviate daytime work zone congestion, especially during peak traffic hours. Although traffic congestion is reduced, safety in nighttime work zones remains a concern among both transportation agencies and contractors. According to the Federal Highway Administration (FHWA), approximately one-half of the fatalities that occurred in work zones nationwide occurred at night. These work zone statistics have received increased attention among agencies to evaluate planning and safety issues concerning the workers and the general public on nighttime work zones. Four separate, but interrelated research studies were conducted between September 2005 - May 2007 to address safety issues in nighttime construction and maintenance projects on highways in Indiana. The first study investigated owner and contractor safety management planning for nighttime construction and maintenance operations, while the second study investigated traffic control planning and implementation procedures for nighttime construction and maintenance operations. The third study investigated the effectiveness of speed control measures on nighttime construction and maintenance projects and the fourth study evaluated the effectiveness of high-visibility personal protective equipment practices. The safety management practices of the general contractor heavily influence the perception of safety of nighttime construction workers. Workers and general contractors have similar perceptions about the strategies necessary to improve safety on the nighttime construction jobsite. Frequently, the safety threat presented by the general public is cited by nighttime construction and maintenance workers as making them feel unsafe on the jobsite. Methods to raise the awareness of the general public about nighttime construction are needed in order to improve the safety of the nighttime construction and maintenance workers from the dangers imposed by the general public. Traffic control planning by highway agencies and contractors impact the supervisors? and the workers? perceptions of safety. The results from the formal interviews with Indiana contractors and Indiana Department of Transportation (INDOT) personnel indicated that contractors are becoming more involved in traffic control planning. Increased law enforcement and public awareness were among the most important traffic control strategies for improved nighttime safety indicated by the supervisors and the workers. The presence of police enforcement, a high percentage of semi trucks in the traffic, and a high flow rate ? all reduced mean speed through nighttime work zones Changeable message signs, while more expensive than work zone speed limit signs, are already being used on many nighttime work zones but were not found to affect mean speeds. Police enforcement was found to reduce mean speeds, was the most expensive method of speed control in the study. The safety garment currently used by the workers of the Indiana Department of Transportation is a yellow-green safety vest with a four-inch wide fluorescent orange strip with two one-inch strips of reflective silver material. The visibility of the safety vest currently used by INDOT can be increased by adding a secondary high-visibility PPE such as safety pants and/or retroreflective bands. Current safety training in personal protective equipment (PPE) is focused on which PPE is applicable for a certain type of job and how to use the PPE. However, training workers how to maintain the PPE will increase its useful life, resulting in savings for the owner and/or the general contractor. In order to improve the visibility of current PPE garments there should be differences in the values of retroreflectivity between the primary and secondary high-visibility PPE and larger variance in the retroreflectivity values across the garment. In addition, the garments should be changed or rotated with other garments periodically to ensure that the attention of drivers is being captured.
KW - Binary logit models
KW - Highway safety
KW - Indiana
KW - Night vision
KW - Nighttime crashes
KW - Traffic control
KW - Traffic safety
KW - Work zone safety
KW - Work zone traffic control
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1707&context=jtrp
UR - https://trid.trb.org/view/864637
ER -
TY - RPRT
AN - 01103982
AU - Harrison, Robert
AU - Hutson, Nathan M
AU - Prozzi, Jolanda P
AU - West, Jason R
AU - Gonzalez, Juan J
AU - McCray, John P
AU - University of Texas, Austin
AU - Southwest Region University Transportation Center
AU - Federal Highway Administration
AU - Texas Department of Transportation
TI - Drayage Activity in Texas
PY - 2007/10//Technical Report
SP - 86p
AB - The following report chronicles the first year’s findings of project 0-5684. The report characterizes Texas drayage activity while focusing principally on activity occurring at the Port of Houston Barbours Cut Container Terminal, the UP and BNSF rail yards located in Houston, and the border Ports of Laredo and McAllen. The seaport drayage component of the report draws upon information gained from interviews with dray managers and drivers as well as a database of truck activity provided by the Port of Houston. Patterns of delay at the port are broken into processing times that accrue outside and inside the port gates. The rail section describes the Pearland, Englewood, and Settegast yards in Houston. The border analysis relies on interviews with brokers and analysts in describing the emerging patterns of drayage.
KW - Drayage
KW - Houston (Texas)
KW - Intermodal terminals
KW - Laredo (Texas)
KW - McAllen (Texas)
KW - Port of Houston
KW - Ports of entry
KW - Railroad yards
KW - Seaports
KW - Texas
KW - Texas-Mexico Border region
KW - Trucking
UR - http://swutc.tamu.edu/publications/technicalreports/0-5684-2.pdf
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5684_2.pdf
UR - https://trid.trb.org/view/863847
ER -
TY - RPRT
AN - 01103973
AU - Karle, Kenneth F
AU - Hydraulic Mapping and Modeling
AU - Alaska Department of Transportation and Public Facilities
AU - Federal Highway Administration
TI - The Effects of a Winter Ice Jam Event on Bioengineered Bank Stabilization Along the Kenai River
PY - 2007/10//Final Report
SP - 36p
AB - This report documents and presents the results of a study on the effect of ice forces on bioengineered riverbank protection structures. Following an unusual winter ice jam event on the Kenai River, affected bank revetment structures were evaluated during several field visits. A visual analysis of the structures identified whether or not damage was incurred by the ice event. At two large root wad installations, many suffered damage to the roots or tines forming the wad, though the boles remained firmly in place. Root stems were snapped off by ice floes, generally in a downstream direction. At one site with a well-established willow brushlayering treatment above the root wads, the upper bank appeared to be well-protected against gouging ice floe damage by the willow trees growing there. The findings of this study and others on bioengineered structures in Alaska suggest that some sacrificial damage may be expected to occur if root wads are subjected to direct impacts from large ice floes. Well-established willow brushlayers appear to work well in protecting the upper bank from ice damage on steep banks, and are resilient in recovering from ice jam damage.
KW - Bank protection
KW - Banks (Waterways)
KW - Bioengineering
KW - Ice floes
KW - Kenai River (Alaska)
KW - Revetments
KW - Roots
KW - Trees
KW - Vegetation
UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_07_03.pdf
UR - https://trid.trb.org/view/863600
ER -
TY - RPRT
AN - 01102315
AU - Federal Highway Administration
TI - Wiscasset Route 1 corridor study, Wiscasset-Edgecomb and Lincoln counties : environmental impact statement
PY - 2007/10//Volumes held: Draft(folio)
KW - Environmental impact statements
KW - Maine
UR - https://trid.trb.org/view/862276
ER -
TY - RPRT
AN - 01099056
AU - Waller, S Travis
AU - Boyles, Stephen
AU - Fajardo, David
AU - Karoonsoontawong, Ampol
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Ramp Closure Strategies for Incident Management
PY - 2007/10//Technical Report
SP - 88p
AB - Non-recurring congestion accounts for a significant portion of freeway delay experienced by motorists in both rural and urban areas. Because access to these facilities is controlled by onramps, these can play a major role in minimizing the impact that unexpected incidents have on system performance. This project considered both methodological and practical considerations in using ramp closure as an incident management strategy. Novel methods for predicting incident severity were developed using probabilistic analysis, as well as a two-phase model for recommending which ramps should be closed, and for how long. These models were designed to be integrated with operations at a traffic management center, where responsibility for ramp closure is likely to be located. Further, an overview of closure devices is provided, along with their comparative advantages and disadvantages.
KW - Barriers (Roads)
KW - Freeways
KW - Incident management
KW - Microsimulation
KW - Nonrecurrent congestion
KW - On ramps
KW - Ramp closure
KW - Traffic control centers
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5422_1.pdf
UR - https://trid.trb.org/view/859409
ER -
TY - RPRT
AN - 01099055
AU - Waller, S Travis
AU - Chiu, Yi-Chang
AU - Ruiz-Juri, Natalia
AU - Unnikrishnan, Avinash
AU - Bustillos, Brenda
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Short Term Travel Time Prediction on Freeways in Conjunction with Detector Coverage Analysis
PY - 2007/10//Technical Report
SP - 140p
AB - As the technological complexities of and public demands upon our Intelligent Transportation Systems (ITS) infrastructure increase, new opportunities and requirements arise regarding how best to manage existing ITS assets and select future deployments. This research project aims to support such decision making by developing methods that clearly relate sensor coverage (and other ITS data sources) to Dynamic Message Sign (DMS) performance via algorithms that predict freeway traffic time. The report documents the research conducted as a part of this project. A detailed literature review of the state-of-the-art and the state of the practice in travel time prediction has been conducted and some of the limitations of the existing models have been identified. Two innovative travel time prediction models have been proposed and their performance has been tested with both simulation and real data. Both of these models use as input traffic counts obtainable from single loop detectors, which are the most widely deployed traffic sensor. The first model is based on an integrated statistical simulation framework and the second model is based on comparing cumulative counts. Methodologies have been developed to arrive at optimal detector location and spacing for better travel time prediction. Some of the issues involved in real-time deployment have been studied and summarized.
KW - Forecasting
KW - Freeways
KW - Location
KW - Loop detectors
KW - Mathematical models
KW - Spacing
KW - Traffic counts
KW - Travel time
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5141_1.pdf
UR - https://trid.trb.org/view/859411
ER -
TY - RPRT
AN - 01099046
AU - Venglar, Steven P
AU - Obeng-Boampong, Kwaku
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Applying Techniques to Increase Warning of Signals Beyond Vertical Curves
PY - 2007/10//Technical Report
SP - 56p
AB - This implementation project was designed to improve the utilization of the recommendations and findings from Texas Department of Transportation (TxDOT) research project 0-4084, “Countermeasures to Reduce Crashes at Signalized Intersections near Vertical Curves.” The original research identified the conditions under which motorists approaching a vertical curve could not see ahead with decision sight distance due to the artificial horizon created by the curve. The crest of the curve, in turn, could prevent motorists from seeing a queue of vehicles at a signal beyond the curve, and possibly even the signal itself. Researchers developed guidelines for the type and location of supplemental, advance warning signing to provide advanced motorist notification of this situation during project 0-4084. Providing TxDOT staff and other potential users with the guidelines and recommendations of project 0-4084 was the primary goal of the implementation effort. This report thoroughly documents the application of project 0-4084 guidelines to study sites in Austin and Laredo, Texas. Site conditions are described in detail and the complete process of signing and communications design, field installation, and field review is documented. This report is most effectively used in conjunction with implementation product 5-4084-01-P1, a digital video disc (i.e., DVD) that provides video and audio documentation of the site conditions, signing design and application of 0-4084 findings, installation, and results of both field installations.
KW - Austin (Texas)
KW - DVDs
KW - Implementation
KW - Laredo (Texas)
KW - Sight distance
KW - Signalized intersections
KW - Vertical curvature
KW - Warning signs
UR - http://www.youtube.com/watch?v=4NWWLoFhjMU
UR - https://trid.trb.org/view/859459
ER -
TY - RPRT
AN - 01091815
AU - Middleton, Dan
AU - Longmire, Ryan
AU - Turner, Shawn
AU - Texas Transportation Institute
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - State of the Art Evaluation of Traffic Detection and Monitoring Systems. Volume I - Phases A & B: Design
PY - 2007/10//Interim Report
SP - 124p
AB - This report covers the Phase A and B activities of Research Project SPR 627 for the Arizona Department of Transportation (ADOT). Phase C is planned as a separate research activity and is anticipated to begin in the near term, following the completion of Phases A and B. The need for a better valuation program for new traffic detection systems came in part from a lack of confidence in existing detectors, as well as the need for non-intrusive detectors to replace failing embedded inductive loops. The primary objectives of this research were to identify the most promising vehicle detection technologies to meet ADOT needs, to identify candidate test sites, to develop a field test evaluation plan, and to develop and deliver a detailed design of the detection testbed on the selected segment of freeway. The Texas Transportation Institute (TTI) met these objectives through an Internet and literature search, a state-of-the-practice review, a search of relevant new detector systems, and through meetings with the Technical Advisory Committee (TAC). Relying on TAC input, TTI developed first a conceptual design, followed by a detailed design and budget for a proposed test facility located on I-10 in Phoenix just west of the 16th Street interchange. Detectors selected for test in the initial period of 12-plus months during Phase C (and the technology used) are as follows: Wavetronix SS-125 (microwave radar), Sensys Networks (magnetic), Global Traffic Technologies microloops (magnetic) and Autoscope Solo Pro (video imaging). The baseline system selected for providing ground truth data is the Peek ADR-6000 using inductive signatures as its basis of detection. It is anticipated that this Phase C testing will include two summer seasons to expose selected detectors to the extreme heat and related environmental conditions found in the Phoenix. The initial cost of the testbed will include detectors sufficient to ultimately cover eight lanes in the westbound direction (currently seven lanes) and six lanes in the eastbound direction. Besides the detectors, the total cost estimate includes a 12 ft by 12 ft node building, three equipment cabinets, inductive loops for the baseline system, conduit, and boring. The total cost of the facility is estimated to be approximately $566,000.
KW - Arizona Department of Transportation
KW - Design
KW - Magnetic detectors
KW - Monitoring
KW - Phoenix (Arizona)
KW - Radar devices
KW - State of the art
KW - Testing
KW - Texas Transportation Institute
KW - Vehicle detectors
KW - Video imaging detectors
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ627(1).pdf
UR - https://trid.trb.org/view/851350
ER -
TY - RPRT
AN - 01088885
AU - Wood, Sharon L
AU - Dean, Peter K
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Methodology for the Quantitative Evaluation of the Remaining Fatigue Life of Fracture Critical Bridges
PY - 2007/10//Research Report
SP - 150p
AB - Two fracture critical bridges were instrumented using miniature, battery-powered data acquisition systems as part of this investigation. The measured rainflow response was then used to estimate the remaining fatigue life of each bridge. The primary advantages of the monitoring system are that the units were designed to be installed easily in the field and interpretation of the rainflow data is straightforward. However, to utilize the full potential of the monitoring system, analytical models of each bridge must be developed prior to instrumentation and careful evaluation of the rainflow data is required. Incorporating the data acquisition units into regular inspections of fracture critical bridges will represent a significant change in TxDOT procedures. However, the rainflow data provide a quantitative metric for identifying the bridges that are most vulnerable to fatigue damage and will assist TxDOT in setting priorities for inspection and replacement of these bridges as they approach the end of their service life.
KW - Bridges
KW - Cracking
KW - Data collection
KW - Fatigue (Mechanics)
KW - Fatigue life
KW - Inspection
KW - Instrumentation
KW - Monitoring
KW - Rain
KW - Service life
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4096_2.pdf
UR - https://trid.trb.org/view/849446
ER -
TY - RPRT
AN - 01088324
AU - Caldas, Carlos H
AU - Le, Tiendung
AU - Gibson, G Edward
AU - Thole, Michael
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Identifying Right-of-Way Requirements during the Project Development Process
PY - 2007/10//Research Report
SP - 224p
AB - The determination of right-of-way requirements during the project development process depends on many factors including proposed alignment, typical sections, access control, and accommodation for construction, drainage, clear zone, highway access maintenance, accessible pedestrian design, and environmental mitigation. Right-of-way, as a function of project development, is not isolated and independent of other functions. It will be highly advantageous to the project development team to have a method that can help incorporate and control, in a systematic and efficient way, the factors affecting the determination of right-of-way and other functional requirements. The Advance Planning Risk Analysis (APRA) was developed to meet exactly this need. Associated with a computer tool, the APRA is a method that, if used properly can: 1) help optimize the identification of project requirements during the project development process in all functions, including Planning and Programming, Preliminary Design, Environmental, ROW, Utilities, and Detailed Design; 2) help the project development team control and manage critical project issues during project development; 3) provide a platform for project participants to cooperate and coordinate project activities and responsibilities; 4) help reconcile participants’ difference through discussions; 5) be a means for training new personnel; and 6) be used to anticipate project performance after a certain period of using time. This document reports in detail the entire process of developing the APRA method and its computer tool and the complete explanation of the method, how to use it, and its potential benefits.
KW - Advance planning
KW - Project development process
KW - Right of way (Land)
KW - Risk analysis
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5478_1.pdf
UR - https://trid.trb.org/view/849771
ER -
TY - RPRT
AN - 01088255
AU - Hallmark, Shauna L
AU - Peterson, Eric
AU - Fitzsimmons, Eric
AU - Hawkins, Neal R
AU - Resler, Jon
AU - Welch, Thomas M
AU - Iowa State University, Ames
AU - Iowa Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Gateway and Low-Cost Traffic-Calming Treatments for Major Routes in Small Rural Communities
PY - 2007/10//Final Report
SP - 160p
AB - Many rural communities have developed around highways or major county roads; as a result, the main street through small rural communities is often part of a high-speed rural highway. Highways and county roads are characterized by high speeds outside the city limits; they then transition into a reduced speed section through the rural community. Consequently, drivers passing through the community often enter at high speeds and maintain those speeds as they travel through the community. Traffic calming in small rural communities along major roadways is common in Europe, but the U.S. does not have experience with applying traffic-calming measures outside of major urban areas. The purpose of the project was to evaluate traffic-calming treatments on the major road through small Iowa communities using either single-measure low-cost or gateway treatments. The project was partially funded by the Iowa Highway Research Board (IHRB). The focus of the IHRB portion was to evaluate single-measure, low-cost, traffic-calming measures that are appropriate to major roads through small rural communities. Seven different low-cost traffic treatments were implemented and evaluated in five rural Iowa communities. The research evaluated the use of two gateway treatments in Union and Roland; five single-measure treatments (speed table, on-pavement “SLOW” markings, a driver speed feedback sign, tubular markers, and on-pavement entrance treatments) were evaluated in Gilbert, Slater, and Dexter.
KW - Colored road surfaces
KW - Iowa
KW - Main streets
KW - Road markings
KW - Rural areas
KW - Small towns
KW - Speed control
KW - Speed display signs
KW - Speed tables
KW - Surface texturing
KW - Surface treatments (Roads)
KW - Traffic calming
KW - Traffic speed
KW - Transportation gateways
KW - Tubular markers
UR - http://publications.iowa.gov/id/eprint/17201
UR - http://www.ctre.iastate.edu/reports/traffic-calming-rural.pdf
UR - http://ntl.bts.gov/lib/56000/56100/56109/TR-523-2007.PDF
UR - https://trid.trb.org/view/849393
ER -
TY - RPRT
AN - 01088244
AU - Zhou, Eric
AU - Wang, Youqi
AU - Meggers, David A
AU - Kansas State University, Manhattan
AU - Kansas Department of Transportation
AU - Federal Highway Administration
TI - Response of No-Name Creek FRP Bridge to Static Loads, Moving Traffic Loads and Impact Traffic Loads
PY - 2007/10//Final Report
SP - 48p
AB - No-Name Bridge is the first all composite road bridge in the United States. It was built by Kansas Structural Composites Inc. in Russell, Kansas in 1996. The bridge is located on a county road three miles east of Russell, Kansas. On September 18, 2004, field tests were conducted to examine the response of No-Name Creek Composite Bridge to static loads, moving traffic loads, and impact traffic loads. An AASHTO (American Association of State Highway and Transportation Officials) type 3 truck was used to apply load to the bridge. The gross weight of the truck was 70,340 lb. Four kinds of loads were applied during the tests: 1. Static load tests: the truck rested on the middle span location of the bridge; 2. Creep load tests: the truck moved through the bridge as slow as possible; 3. Dynamic traffic load tests: the truck moved through the bridge at controlled speeds; and 4. Impact load tests: the truck moved over an obstacle at controlled speeds. When the truck passed over the obstacle, an impact load was applied to the bridge. In all these tests, laser sensors were employed to measure mid-span and quarter-span deflections. Previously, two static field tests had been conducted on Nov. 19, 1996 and May 18, 1997, respectively. These results are compared with current results. In addition, dynamic responses of the bridge to dynamic traffic loads were measured and are discussed in this report.
KW - Composite bridges
KW - Creep tests
KW - Deflection
KW - Dynamic loads
KW - Field tests
KW - Glass fiber reinforced plastics
KW - Impact loads
KW - Laser sensors
KW - Live loads
KW - Russell (Kansas)
KW - Static loads
UR - http://www.ksdot.org/PublicLib/PublicDoc.asp?Library=PublicDocs^dt00mx38&ID=003760139
UR - https://trid.trb.org/view/849297
ER -
TY - RPRT
AN - 01088132
AU - Kruse, C James
AU - Villa, Juan Carlos
AU - Bierling, David H
AU - Terra, Manuel Solari
AU - Hutson, Nathan
AU - Texas Transportation Institute
AU - Southwest Region University Transportation Center
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Short Sea Shipping Initiatives and the Impacts on the Texas Transportation System: Technical Report
PY - 2007/10//Technical Report
SP - 98p
AB - This report examines the potential effects of short sea shipping (SSS) development on the Texas transportation system. The project region includes Texas, Mexico, and Central America. In the international arena, the most likely prospects are for containerized shipments using small container ships. In the domestic arena, the most likely prospects are for coastwise shipments using modified offshore service vessels or articulated tug/barges. Only three Texas ports handle containers consistently (Houston accounts for 95% of the total), and three more handle containers sporadically. Other ports could potentially offer a limited container service but will most likely require equipment and infrastructure upgrades to be competitive. The report identifies several triggers, which—if they were to occur—could abruptly change the level of SSS activities in the region. Even with a doubling of current SSS volumes, the effects on the Texas highway and rail system will most likely be insignificant, with the possible exceptions of Freeport and Brownsville.
KW - Central America
KW - Container traffic
KW - Containerships
KW - Gulf Intracoastal Waterway
KW - Impacts
KW - International trade
KW - Intracoastal waterways
KW - Mexico
KW - Short sea shipping
KW - Texas
UR - http://swutc.tamu.edu/publications/technicalreports/0-5695-1.pdf
UR - http://tti.tamu.edu/documents/0-5695-1.pdf
UR - https://trid.trb.org/view/846700
ER -
TY - RPRT
AN - 01082749
AU - Button, Joe W
AU - Estakhri, Cindy K
AU - Wimsatt, Andrew
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
AU - Southwest Region University Transportation Center
TI - A Synthesis of Warm-Mix Asphalt
PY - 2007/10//Technical Report
SP - 94p
AB - This synthesis documents the results of a comprehensive review of worldwide information dealing with the following issues as related to warm-mix asphalt (WMA) technology: (1) current state of the art/practice of WMA, (2) benefits and costs of WMA technology, (3) plant modifications to accommodate certain WMA processes, (4) mixture design and analysis, (5) pavement structural design, (6) durability and performance, (7) performance-related testing, (8) quality control, (9) specifications, and (10) construction guidelines. A summary of findings and recommendations is provided. Also included in this synthesis is a complete documentation of the first warm-mix asphalt field trial conducted by the Texas Department of Transportation.
KW - Analysis
KW - Asphalt plants
KW - Benefits
KW - Costs
KW - Durability
KW - Guidelines
KW - Mix design
KW - Pavement design
KW - Pavement performance
KW - Paving
KW - Performance tests
KW - Quality control
KW - Specifications
KW - State of the art
KW - State of the practice
KW - Warm mix paving mixtures
UR - http://swutc.tamu.edu/publications/technicalreports/0-5597-1.pdf
UR - http://www.youtube.com/watch?v=z57JPvUwo9k
UR - http://ntl.bts.gov/lib/27000/27000/27008/0-5597-1.pdf
UR - https://trid.trb.org/view/841735
ER -
TY - RPRT
AN - 01082737
AU - Bonneson, J
AU - Pratt, M
AU - Miles, J
AU - Carlson, P
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Development of Guidelines for Establishing Effective Curve Advisory Speeds
PY - 2007/10//Technical Report
SP - 128p
AB - This document summarizes the research conducted and the findings from a two-year investigation of driver behavior on horizontal curves on rural two-lane highways. This research included a review of existing procedures for setting curve advisory speed, the collection of speed data on horizontal curves, and the calibration of speed prediction models. The findings from the research were used to develop criteria for setting the curve advisory speed, a method for determining this speed, and guidelines for identifying appropriate curve-related traffic control devices. A conclusion of this research is that there are some challenges associated with the use of the ball-bank indicator that make difficult the task of achieving curve advisory speeds that are uniform among curves and consistent with driver expectation. A method for establishing advisory speeds is described that overcomes these challenges. The method is based on the measurement of curve geometry and the use of these measurements to estimate the average curve speed of truck traffic. The average truck speed is then used as the basis for establishing the advisory speed.
KW - Advisory speeds
KW - Behavior
KW - Curves (Geometry)
KW - Data collection
KW - Drivers
KW - Highway curves
KW - Horizontal curvature
KW - Procedures
KW - Rural highways
KW - Speed measurement
KW - Speed prediction models
KW - Traffic control devices
KW - Traffic speed
KW - Truck traffic
KW - Two lane highways
UR - http://tti.tamu.edu/documents/0-5439-1.pdf
UR - https://trid.trb.org/view/841736
ER -
TY - RPRT
AN - 01082703
AU - Helwany, Sam
AU - Koutnik, Therese Ellen
AU - Ghorbanpoor, Al
AU - University of Wisconsin, Milwaukee
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Bridge Approach Settlement Mitigation Methods
PY - 2007/10//Final Report
SP - 279p
AB - Over the past 20 years, extensive research has been conducted to study the causes and mitigation methods of bridge approach settlement or "the bump at the end of the bridge." Many Departments of Transportation are significantly impacted by bridge approach settlement, as it causes unsafe driving conditions, rider discomfort, poor public perception of the state infrastructure, structural failure of bridges, and long-term maintenance costs. The literature has indicated that poor performance of pavement, bridge abutment and type, consolidation of the backfill materials, consolidation of the foundation's soils, and poor drainage are contributors to bridge approach settlement. Many mitigation techniques have been used to control the settlement, but the methods selected depend on the specific site. Techniques to repair the bump include asphalt patching or overlays, slab jacking, and replacement of approach slabs. Because of the considerable amount of money spent on repairing the differential settlement, DOTs and the Federal Highway Administration (FHWA) have funded numerous studies to determine the causes, mitigation methods, and maintenance techniques of bridge approach settlement. This study is part of one of these studies, "Evaluation of Bridge Approach Settlement Mitigation," sponsored by the Wisconsin Department of Transportation. The purpose of this paper is to document the performance and effectiveness of two mitigation techniques, geosynthetic reinforced fill and flowable fill, installed behind four Wisconsin bridges. This study includes an extensive literature review, discussion of the field investigation, and performance evaluation of field results of these four bridges.
KW - Bridge approaches
KW - Bridges
KW - Differential settlement
KW - Evaluation
KW - Field studies
KW - Fills
KW - Flowable fill
KW - Geosynthetics
KW - Literature reviews
KW - Maintenance
KW - Mitigation practices
KW - Performance
KW - Reinforcing materials
KW - Repairing
KW - Settlement (Structures)
KW - Wisconsin
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53948/Appendices%252000-13.pdf
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53948/Final%2520Report%252000-13.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/00-13bridgesettlement-f.pdf
UR - https://trid.trb.org/view/841803
ER -
TY - RPRT
AN - 01082676
AU - McFalls, Jett
AU - Li, Ming-Han
AU - Yi, Young-Jae
AU - Landphair, Harlow C
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Cost Performance Index of Temporary Erosion Control Products
PY - 2007/10//Technical Report
SP - 80p
AB - The objective of this research project was to develop a cost-performance index (CPI) for products in the Texas Department of Transportation’s (TxDOT’s) Approved Products List (APL). TxDOT’s APL was created from performance testing conducted in the Hydraulics, Sedimentation, and Erosion Control Laboratory (HSECL) of the Texas Transportation Institute (TTI). The performance testing includes sediment loss and vegetation growth. Both slope protection and channel protection products are evaluated. The intention of developing the CPI was to further include cost data in the APL so that users of the APL can justify the use of a product based on the combined cost and performance information. Data used for the CPI development include surveyed cost from manufacturers, material composition and sediment loss performance data from TTI performance testing. The conceptual model of the CPI can be described as “the benefit of potential soil protection per unit cost of both product and potential topsoil replacement expense.” The benefit of potential soil protection is a hypothetical cost savings from slope or channel failure over the entire product lifespan. The potential topsoil replacement expense reflects the fact that soil loss will occur no matter how well the surface is protected. When soil is lost, there is a potential of topsoil replacement, which in turn costs money. With this concept, a typical topsoil price of $25 per cubic yard was used. The result of the project includes a series of tables listing products with high/medium CPI. Five project durations were used: temp (0-3 months), short (3- 12 months), mid (12-24 months), long (24-36 months), and permanent (36-54 months). For slope protection products, two slopes and two soil types were included: 2:1 clay, 3:1 clay, 2:1 sand and 3:1 sand. For channel protection products, six shear stresses were used to separate different products: 0-2, 0-4, 0-6, 0-8, 0-10 and 0-12 lb/ft2. The improved APL will enable erosion control designers and specifiers to select products best suited for different project durations with great cost-savings potential.
KW - Benefits
KW - Clay
KW - Cost indexes
KW - Cost performance
KW - Cost savings
KW - Costs
KW - Ditches
KW - Erosion control
KW - Performance tests
KW - Products
KW - Sand
KW - Sediments
KW - Shear stress
KW - Slope stability
KW - Slopes
KW - Topsoil
KW - Vegetation
UR - https://trid.trb.org/view/841792
ER -
TY - RPRT
AN - 01082670
AU - Munoz, Jose F
AU - Tejedor, M Isabel
AU - Anderson, Marc A
AU - Cramer, Steven M
AU - University of Wisconsin, Madison
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Expanded Study on the Effects of Aggregate Coating and Films on Concrete Performance
PY - 2007/10//Final Report
SP - 82p
AB - The WisDOT sponsored study entitled: "Effects of Aggregate Coatings and Films on Concrete Performance", ID: 0092-00-07, found that clay coatings showed a deleterious impact in concrete compared with other microfine mineralogy such as dust or carbonates. The principal aim of this research was to complement the previous project by identifying the primary variables that govern the effects of clay microfine coatings on concrete pavements and to use this knowledge to improve the present aggregate monitoring situation in Wisconsin. The materials selected for this research were two naturally-coated igneous aggregates located near Eau Claire and an igneous clean coarse aggregate from Black River Falls which was lab-coated with four different clay suspensions (kaolin, illite, sodium montmorillonite and calcium montmorillonite). A total of ten batches: a control, two containing natural coatings and 4 containing each one of the select clays as coarse aggregate coatings at a 0.45 w/c ratio were prepared along with 3 additional batches with extra water to maintain workability. The major findings are that the effects of microfines in concrete are not only dependent on the amount of microfines but also on their nature. The methylene blue test together with P200 to calculate the modified methylene blue value is the best predictor of the influence of coatings on concrete performance, but the methylene blue test presents practical difficulties for WisDOT implementation and a new test is needed.
KW - Aggregates
KW - Calcium compounds
KW - Clay minerals
KW - Coarse aggregates
KW - Coatings
KW - Concrete pavements
KW - Films (Coatings)
KW - Igneous rocks
KW - Illites
KW - Kaolin
KW - Methylene blue test
KW - Microfines
KW - Montmorillonite
KW - Performance
KW - Sodium compounds
KW - Wisconsin
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53314/Final%2520report%25200092-04-12.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-12aggregatecoatings-f1.pdf
UR - http://ntl.bts.gov/lib/55000/55700/55717/04-12AGGREGATECOATINGS-F1.PDF
UR - https://trid.trb.org/view/841708
ER -
TY - RPRT
AN - 01082643
AU - Debaillon, Chris
AU - Carlson, Paul J
AU - He, Yefei
AU - Schnell, Tom
AU - Aktan, Fuat
AU - Federal Highway Administration
AU - University of Iowa, Iowa City
AU - Texas Transportation Institute
TI - Updates to Research on Recommended Minimum Levels for Pavement Marking Retroreflectivity to Meet Driver Night Visibility Needs
PY - 2007/10
SP - 46p
AB - This study was aimed at completing the research to develop and scrutinize minimum levels for pavement marking retroreflectivity to meet nighttime driving needs. A previous study carried out in the 1990s was based on the CARVE model developed at Ohio University and resulted in a table of minimum levels of pavement marking retroreflectivity values. Since then, a newer, more powerful analytical tool, Tarvip, which was developed at the Operator Performance Lab of the University of Iowa, overcomes a lot of limitations of the CARVE model and uses updated data that reflect the current states of vehicles and roadways in the United States. In this study, the Pavement Marking Visibility Module of the Tarvip model was validated by comparing field data from various studies to prediction results under similar conditions from Tarvip. Next, a comprehensive survey on the factors that affect pavement marking visibility and minimum RL levels was performed, with key factors identified, including pavement marking configuration, pavement surface type, vehicle speed, vehicle type, and presence of RRPMs. From these key factors, a methodology of using Tarvip to do a sensitivity analysis on factors modeled in it was developed. The plan was executed, and resulting RL values under typical conditions on United States roadways formed the basis of new recommendations. Finally, limitations of the recommendations were analyzed, and a plan for future research was presented.
KW - Development
KW - Drivers
KW - Night visibility
KW - Recommendations
KW - Retroreflectivity
KW - Road markings
KW - Surfaces
KW - TarVIP (Computer model)
KW - Vehicles
UR - http://www.fhwa.dot.gov/publications/research/safety/07059/index.cfm
UR - http://ntl.bts.gov/lib/31000/31300/31327/FHWA-HRT-07-059.pdf
UR - https://trid.trb.org/view/841923
ER -
TY - RPRT
AN - 01082615
AU - Baird, Malcolm E
AU - Vanderbilt University
AU - Tennessee Department of Transportation
AU - Federal Highway Administration
TI - Corridor Incident Management (CIM)
PY - 2007/10
SP - 110p
AB - The objective of the Corridor Incident Management (CIM) research project was to develop and demonstrate a set of multi-purpose methods, tools and databases to improve corridor incident management in Tennessee, relying primarily on resources already available within the Tennessee Department of Transportation. The department has extensive information about the highway infrastructure, traffic characteristics, and services for highway users as well as an array of tools and procedures for transportation planning and project development. The project explored ways to effectively use those existing resources for new purposes—to improve incident management and emergency transportation operations. The end product was a set of CDs, one for each of five pilot counties. Each CD has multiple folders and files with point-and-click access to facilitate use by TDOT and other state and local agencies that share responsibilities for incident management and emergency operations. This report explains the objectives of the project, provides an overview of the end products, and describes the procedures used to develop those products.
KW - CD-ROM
KW - Databases
KW - Emergency management
KW - Incident management
KW - Methodology
KW - Tennessee
KW - Tools
KW - Transportation corridors
UR - http://www.tdot.state.tn.us/longrange/reports/res-1260.pdf
UR - http://ntl.bts.gov/lib/27000/27000/27014/res-1260.pdf
UR - https://trid.trb.org/view/841938
ER -
TY - SER
AN - 01080533
JO - TechBrief
PB - Federal Highway Administration
TI - Analysis of an Ultra-High Performance Concrete Two-Way Ribbed Bridge Deck Slab
PY - 2007/10
IS - FHWA-HRT-07-055
SP - 4p
AB - This TechBrief is a technical summary of the unpublished Federal Highway Administration report, "Analysis of an Ultra-High Performance Concrete Two-Way Ribbed Bridge Deck Slab." It highlights the design process for an ultra-high performance concrete (UHPC) two-way ribbed prestressed bridge deck element. UHPC is a relatively new material which has demonstrated good durability properties, high compressive strength, and usable tensile resistance. These properties can lead to smaller and more efficient precast cross sections.
KW - Bridge decks
KW - Compressive strength
KW - Design
KW - Durability
KW - Tensile properties
KW - Ultra high performance concrete
UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/07055/07055.pdf
UR - https://trid.trb.org/view/839754
ER -
TY - RPRT
AN - 01080531
AU - Stevens, Michelle
AU - Felsburg Holt & Ullevig
AU - Colorado Department of Transportation
AU - Federal Highway Administration
AU - Environmental Protection Agency
TI - Materials Recycling and Reuse - Finding Opportunities in Colorado Highways
PY - 2007/10//Final Report
SP - 180p
AB - The Colorado Department of Transportation (CDOT) secured a Resource Conservation Grant provided by the U.S. Environmental Protection Agency to determine a strategy to improve recycling on highway projects and reduce waste in landfills. The project focused primarily on five high-tonnage materials: asphalt, concrete, metal, wood, and tires. These materials can be reused, recycled, and replaced on highway projects in cost-effective ways. Recommendations include: Increase the percent of recycled asphalt pavement allowed in highway asphalt pavement projects from 15% to 30%; Use crushed concrete for more project applications; Replace wood products with more recycle-friendly products such as steel and plastic; Replace raw materials with steel products made from recycled steel; Increase use of rubber tire products in engineering applications; Modify construction specifications and improve tracking to both increase and measure efforts; and Present findings to engineers and DOT designers responsible for materials selection in project design. Implementation activities include the following: Educate engineers and contractors about opportunities for replacing conventional highway materials with recycled materials; Remove recycling barriers inherent to current highway design plans; Revise construction specification language to encourage contractors to reuse and recycle; Improve tracking of reused and recycled material, starting with a baseline to compare future efforts; and Share research and recommendations from this project with CDOT staff, corporations, other government agencies, and the environmental community through an outreach program.
KW - Asphalt
KW - Colorado
KW - Cost effectiveness
KW - Crushed concrete
KW - Implementation
KW - Metals
KW - Plastics
KW - Recycled asphalt pavements
KW - Recycled concrete
KW - Recycled materials
KW - Recycling
KW - Road construction
KW - Scrap tires
KW - Steel
KW - Wood
UR - http://www.dot.state.co.us/Publications/PDFFiles/epagrant.pdf
UR - https://trid.trb.org/view/839726
ER -
TY - RPRT
AN - 01080529
AU - Bonneson, James A
AU - Pratt, Michael Paul
AU - Miles, Jeffrey David
AU - Carlson, Paul J
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Horizontal Curve Signing Handbook
PY - 2007/10
SP - 56p
AB - Horizontal curves are a necessary component of the highway alignment; however, they tend to be associated with a disproportionate number of severe crashes. Warning signs are intended to improve curve safety by alerting the driver of a change in geometry that may not be apparent or expected. However, several research projects conducted in the last 20 years have consistently shown that drivers are not responding to curve warning signs nor complying with the Advisory Speed plaque. The procedures described in this handbook are intended to improve consistency in curve signing and driver compliance with the advisory speed. The handbook describes guidelines for determining when an advisory speed is needed, criteria for identifying the appropriate advisory speed, an engineering study method for determining the advisory speed, and guidelines for selecting other curve-related traffic control devices. The handbook is intended for use by traffic engineers and technicians that have been given the responsible charge of evaluating and maintaining horizontal curve signing and delineation devices. The procedures described in this handbook are applicable to rural highways. However, they may be useful for establishing advisory speeds for urban streets.
KW - Advisory speeds
KW - Handbooks
KW - Highway curves
KW - Horizontal curvature
KW - Rural highways
KW - Speed signs
KW - Traffic control devices
KW - Traffic signs
KW - Warning signs
UR - http://tcd.tamu.edu/Documents/0-5439-P1.pdf
UR - https://trid.trb.org/view/839795
ER -
TY - RPRT
AN - 01080142
AU - Hassiotis, Sophia
AU - Xiong, Kai
AU - Stevens Institute of Technology
AU - New York State Department of Transportation
AU - University Transportation Research Center
AU - Federal Highway Administration
TI - Deformation of Cohesionless Fill Due to Cyclic Loading
PY - 2007/10//Final Report
SP - 82p
AB - Integral abutment bridges are becoming widely accepted for new construction of short to medium length highway bridges of limited skew. Although they offer an economic alternative to the use of bearings, integral abutments present their own unique challenges. One area of concern is the development of passive pressures behind the abutment due to the cyclic loading of the soil during thermal movement of the superstructure. The challenge of the present work is to present to the engineering community the best estimate of the passive pressures behind the abutment. To meet the challenge, the authors review both the classic earth pressure theories and the more recent displacement-dependent theories used to describe the development of passive pressures. The information is compared to 1) the soil-pressure data obtained from the Scotch-Road Integral Abutment Bridge that was instrumented by the Stevens Institute of Technology; 2) additional data on two full-scale tests that were obtained from the literature; and 3) data from laboratory tests found in the literature. Finally, the authors suggest two K sub p factors that should be used for the calculation of passive pressures behind a cyclically moving abutment. For relatively short bridges, the NCHRP curve for dense sand can be used. For longer bridges that experience large enough displacements to guarantee the applicability of the classic earth pressure theories, a Rankine pressure for dense sands was found adequate. For either case, a linear distribution of pressure is suggested.
KW - Deformation
KW - Earth pressure
KW - Field data
KW - Field tests
KW - Fills
KW - Granular soils
KW - Jointless bridges
KW - Passive earth pressure
KW - Repeated loads
KW - Sand
KW - Theory
UR - http://www.utrc2.org/research/assets/104/Cohesionless1.pdf
UR - https://trid.trb.org/view/839230
ER -
TY - RPRT
AN - 01079078
AU - Brydia, Robert E
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Wireline ITS Communications Training: Year 2 Report of Activities
PY - 2007/10//Technical Report
SP - 24p
AB - This report summarizes the Year 2 activities under Implementation Project 5-4969-01, “Wireline ITS Communications Training.” The overall objectives of the project were to modify the workshop offerings developed in a previous project to an eight-hour format, and teach the workshop materials at 10 locations across the state, including a pilot workshop. Year 2 activities included teaching the workshops and preparing the final deliverable for the Texas Department of Transportation (TxDOT).
KW - Communications
KW - Intelligent transportation systems
KW - Training
KW - Wired communication systems
KW - Workshops
UR - https://trid.trb.org/view/838904
ER -
TY - ABST
AN - 01459709
TI - Economic Impacts on Transportation of the US/Canada Border
AB - The objective for this project is to understand the economic impacts of border delays on such economic indicators as retail sales, tourism and employment. This task order would build on previous studies such as the Taylor study, which found that the border management system as well as trade policies cost the U. S. and Canadian economies an estimated U. S. $7.52 billion to $13.20 billion. These costs relate to specific costs to carriers and manufacturers and carriers for duties, broker fees, customs administration, etc., and cost for inspection staffs borne by the two governments. The Taylor study, whose formal name is, The U. S. - Canada Border: Cost Impacts, Causes and Short to Long Term Management Options, was published in 2003. This task order would address the economic costs of the current travel times and analyze the economic savings from reduced travel times resulting from Free and Secure Trade Program (FAST), NEXUS, and other improvements at border crossings. This task order will build on activities to date that have been funded by other research efforts and coordinate with Canadian counterparts to gather information that will be used in the technical documents that will be produced.
KW - Border regions
KW - Delays
KW - Economic impacts
KW - Employment
KW - Research projects
KW - Tourism
KW - United States-Canada Border
UR - https://trid.trb.org/view/1227924
ER -
TY - RPRT
AN - 01151298
AU - Skaggs, R Wayne
AU - Chescheir, George M
AU - Phillips, Brian D
AU - North Carolina State University, Raleigh
AU - Research and Innovative Technology Administration
AU - Federal Highway Administration
TI - Determination of Lateral Effects of Borrow Pits on Hydrology of Adjacent Wetlands
PY - 2007/09/28/Final Report
SP - 87p
AB - A three year research project was conducted to develop and test a method to predict the distance borrow pits should be set back from adjacent wetlands to avoid detrimental impacts on wetland hydrology. The method is based on the Boussinesq equation. Knowledge of soil hydraulic properties and the time, T25, required for characteristic water table drawdown is necessary to calculate the setback. DRAINMOD simulations were conducted to determine the T25 values for all 100 North Carolina counties. A survey of 27 borrow pits indicated seepage from the wetland to the pit in 42% of the pits, pit to the wetland in 31% and sometimes in one direction and vice versa in 27% of the pits. Eight borrow pits were instrumented to determine the response of the water level in the pit, and the water table in adjacent wetlands, to rainfall, evapotranspiration and seepage. The time required after closure for the water level in pits to rise to equilibrium varied from 10 to 23 months with an average of 17 months. The equilibrium water level is a critical factor affecting the impact of the pit on hydrology of adjacent wetlands. This depth depends primarily on the elevation of surface water outlets, the depths of adjacent drainage ditches or other subsurface drainage sinks in close proximity to the pit, and the natural depth of the water table prior to the construction of the pit. Equilibrium water levels in 5 of the 8 instrumented pits were lower than the surface of adjacent wetlands, with seepage from the wetland to the pit. The average water levels in the 5 pits ranged from 1.0 to 4.1 ft. below the surface of adjacent wetlands. Water level elevations in the other 3 pits were equal to or above the elevation of adjacent wetlands. The method developed herein was used to predict setback requirements for the 5 instrumented borrow pits having seepage from wetlands to the pit. Results were compared to the potential lateral impacts determined from measured water table data. The setback distances predicted using the measured pit water levels were about 60% greater than the measured impacts on average. The method is based on conservative assumptions so the overestimation was not unexpected. Use of a constant 2 ft. depth of water in the pit predicted setback requirements within 16% of measured potential impacts for 3 of the 5 cases; the setback was overestimated by more than a factor of 2 for the other two pits. However, the projected lateral impacts were less than 50 ft. in both cases. It was concluded that the proposed method will provide conservative but reasonable estimates of the setback necessary to avoid impacts on the hydrology of wetlands adjacent to borrow pits.
KW - Borrow pits
KW - Drainage
KW - Hydrology
KW - Lateral effect
KW - Water table
KW - Wetlands
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-24FinalReport.pdf
UR - https://trid.trb.org/view/913328
ER -
TY - ABST
AN - 01572657
TI - Development of Soil Stiffness Measuring Device for Pad Foot Roller Compaction
AB - This project proposes to develop and test a "smart pad" for pad foot roller compactors, which is very different from vibratory compaction systems. This project will integrate static soil stiffness measurement capabilities with wireless communications and the global positioning system for continuous real-time feedback on soil stiffness for fine-grained and mixed soil types.
KW - Global Positioning System
KW - Measuring instruments
KW - Soil compaction
KW - Stiffness
KW - Vibratory compaction
KW - Wireless communication systems
UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-07-0025
UR - https://trid.trb.org/view/1364743
ER -
TY - ABST
AN - 01461750
TI - Development of Stiffness Measuring Device for Pad Foot Roller Compaction
AB - Is continuous sensing of soil properties during static pad foot roller compaction achievable? A new pad-based, roller-integrated system for real-time measurement of the elastic modulus of fine- and mixed-grain soils is the goal of "Development of Soil Stiffness Measuring Device for Pad Foot Roller Compactor," a project of the Federal Highway Administration's (FHWA's) Exploratory Advanced Research (EAR) Program. Initiated in 2008, the study is being conducted by the Colorado School of Mines with the participation of roller manufacturers and the Colorado and Minnesota Departments of Transportation. Most embankment and subgrade soils are best compacted statically using pad foot rollers, yet none of the intelligent compaction systems in use measures stiffness or elastic modulus during static compaction. The estimation of soil modulus is important because subgrade modulus is the key parameter used in pavement design and in performance-based quality assurance. In this study, researchers are modeling a breakthrough approach and developing a prototype system to continuously measure soil modulus through its relationship with the contact force-displacement response of individual roller pads. Such a system, if accurate and reliable, would be significantly superior to the current practice of spot testing perhaps less than 1 percent of a compacted area. Measuring Pad Contact Force and Soil Deflection The system under development employs the changing relationship between pad contact force and deflection that occurs as soil is compacted. This change is illustrated in roller "walk out": as the soil stiffens, individual pads on the roller penetrate the soil less, causing the roller to "walk" out of the soil. Individual pads bear more contact force relative to the drum but are in contact with the soil for less time. By fitting several adjacent pads on standard pad foot rollers with load cells to gather data and by fusing the contact force-time history data from multiple pads, researchers can infer deflection. These contact force and deflection data feed into an algorithm that extracts soil modulus. During the research, tactile pressure sensors on the pads and ultra-sonic proximity sensors on the roller frame are being used to verify pad deflection calculations and further develop the measurement approach. Small-scale tests, using rollers from different manufacturers, are collecting data from three soil types at three moisture levels. Analysis of these field data will inform and refine the model. Ultimately, information from the system will be integrated via wireless communication with onboard global positioning system mapping software and documentation systems, enabling the roller operator to "see" the state of the soil. Real-time graphical feedback offers many benefits: documented quality control over 100 percent of the compacted area; elimination of unnecessary passes; identification of "weak" spots; accelerated (less costly) construction. The quality assurance team will have documentation of soil modulus throughout the compaction area on which to base its decisions.
KW - Geotechnical engineering
KW - Pavement design
KW - Quality control
KW - Research projects
KW - Roller compacted concrete pavements
KW - Rollers
KW - Soil properties
KW - Stiffness
KW - Subgrade (Pavements)
UR - https://trid.trb.org/view/1229970
ER -
TY - ABST
AN - 01573553
TI - Center for Transportation Injury Research
AB - The objective of this research project is to develop a new concept of emergency response that saves lives effectively with a different approach from traditional ones under various emergency scenarios. Other objectives in this research project are the development of a new approach, finding advanced technology needs, developing research topics, and conducting advanced research to fulfill the new approach.
KW - Crash injury research
KW - Emergency response time
KW - Injury severity
KW - Technological innovations
KW - Traffic crashes
UR - https://trid.trb.org/view/1366752
ER -
TY - ABST
AN - 01485577
TI - Next Generation of Smart Traffic Signals
AB - Although adaptive signal control has demonstrated economic and customer satisfaction benefits--reducing travel time, delays, and stops--and has been used abroad for more than three decades, most jurisdictions in the United States still use fixed-length, time-of-day traffic control systems. A major barrier to wider adoption of "smart" traffic control systems has been cost: initial investments in signal control hardware, communication networks, and comprehensive traffic studies, as well as the cost of periodic updates to adjust systems to changing traffic conditions. Both conventional and adaptive systems require periodic traffic studies and recalibration. Improvements in technologies associated with adaptive traffic control have paved the way for a next generation of adaptive systems that may spur broader implementation. Hardware memory and processors, including add-on processor boards for legacy hardware, now offer more powerful computing resources at a reasonable cost. Detector technology is also presenting new possibilities, including small, wireless, individual detectors. Finally, the presence of high-bandwidth communications networks in more locales creates new communications possibilities for transportation agencies. This Exploratory Advanced Research (EAR) project supports the development of the next-generation architecture and algorithms--RHODESNG--that can harness the power of these technologies. The goal of this EAR project is an intelligent system that continuously adapts its operations to changing traffic conditions via high-speed communications with vehicles and infrastructure. This system uses self-adaptive algorithms to integrate the position, speed, and queue data received from vehicles and infrastructure sensors and transmitters, accurately perform high-speed computations, make predictions, and continuously adjust its critical parameters based on incoming data--a strategy of monitor, learn, predict, and respond optimally. In addition, data collected through the system can be used for regional and other planning functions.
KW - Adaptive control
KW - Automated highways
KW - Control devices
KW - Research projects
KW - Smart growth
KW - Traffic delays
KW - Traffic signal control systems
KW - Traffic signal timing
KW - Travel time
UR - http://www.fhwa.dot.gov/advancedresearch/pubs/NextGener.cfm
UR - https://trid.trb.org/view/1254341
ER -
TY - ABST
AN - 01460204
TI - Center for Transportation Injury Research
AB - No summary provided.
KW - Crash analysis
KW - Crash injuries
KW - Crash injury research
KW - Injuries
KW - Injury severity
KW - Injury types
KW - Research projects
KW - Traffic safety
UR - https://trid.trb.org/view/1228420
ER -
TY - RPRT
AN - 01079273
AU - Federal Highway Administration
AU - Department of Transportation
TI - Growth in Highway Construction and Maintenance Costs
PY - 2007/09/26
SP - 44p
AB - The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), enacted in August 2005, provides $244.1 billion for highway and transit projects for fiscal year (FY) 2005 through FY 2009. Within a year of its enactment, dramatic cost increases led some state planners to cancel or delay highway projects due to insufficient funds. An April 2006 survey by the American Association of State Highway and Transportation Officials (AASHTO) confirmed this trend, with 42 states and the District of Columbia indicating that they were witnessing significant growth in the costs of their highway projects. This rapid cost escalation has significant implications for the funding levels needed in the next highway bill to maintain or expand highway construction nationwide. In September 2006, the House Committee on Transportation and Infrastructure requested that the Office of Inspector General (OIG) analyze the growth in highway project costs. Its objectives were to determine: (1) the extent of recent cost increases for highway construction and maintenance projects, (2) whether the cost increases are the product of transitory factors or indicative of longer term structural changes that need to be incorporated into future transportation funding plans, and (3) the degree to which the cost increases are subject to regional variations. Briefly, OIG found that highway construction and maintenance costs nationwide grew approximately three times faster from 2003 through 2006 than their fastest rate during any 3-year period between 1990 and 2003, substantially reducing the purchasing power of highway funds. These increases are largely the result of escalation in the costs of commodities used in highway projects, such as steel and asphalt, and reflect structural, not transitory, economic changes. Consequently, OIG expects these commodity costs to remain elevated, and possibly continue expanding, in the near term. Finally, OIG found that highway project cost growth varied across states due primarily to differences in costs of transporting commodity inputs. Continuing elevated highway construction costs will create a significant challenge for both Congress and the Administration as they consider, in the next highway bill, how best to maintain and improve the nation’s aging highway infrastructure. Higher construction costs have significantly reduced the purchasing power of current highway funding. The next highway bill may need to provide a significant increase in funding just to maintain, let alone exceed, the volumes of highway construction and maintenance undertaken prior to 2003.
KW - Asphalt
KW - Construction projects
KW - Costs
KW - Economic impacts
KW - Financing
KW - Highway maintenance
KW - Highways
KW - Regions
KW - Road construction
KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW - Steel
KW - United States
UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Growth_in_Highway_Construction_and_Maintenance_Costs_Final.pdf
UR - https://trid.trb.org/view/836900
ER -
TY - ABST
AN - 01464726
TI - Research for AASHTO Standing Committee on Highways. Task 238. Conceptual Development of an AASHTO Guide to Systems Operations and Management
AB - The objective of this project is to develop a scope and detailed table of contents for an AASHTO Guide to Systems Operations and Management based on input from operations professionals, knowledge of the industry, and familiarity with existing AASHTO guides.
KW - Development
KW - Handbooks
KW - Management
KW - Operations research
KW - System operations
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1563
UR - https://trid.trb.org/view/1232958
ER -
TY - ABST
AN - 01464619
TI - Research for the AASHTO Standing Committee on the Environment. Task 39. Improving Project Environmental Cost Estimates
AB - Improvement of transportation project cost estimating practices and the tracking of estimates as they evolve is critical to greater financial accountability and more accurate project scheduling. Cost estimating refers to the processes used to predict the cost of a project at various points in the project development process. Estimate tracking is the ability to document changes in estimated project costs, and the reason for these changes, over time. One key issue is developing an effective process for developing and refining project cost estimates given a process that involves the public and other agencies in decision making. A framework for accurate cost estimation must recognize that changes in the scope of project are a natural part of a collaborative decision making process. The objective of this study is to develop guidelines on improved environmental cost estimating methodologies for transportation projects.
KW - Cost estimating
KW - Decision making
KW - Environment
KW - Environmental impact statements
KW - Project management
KW - Tracking systems
KW - Transportation projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1657
UR - https://trid.trb.org/view/1232850
ER -
TY - ABST
AN - 01464614
TI - Research for the AASHTO Standing Committee on the Environment. Task 44. Development and Implementation of a Transportation and Climate Change Clearinghouse
AB - Greenhouse gas emissions and the related subject of global climate change is an emerging and critical issue for the transportation community. Currently, the transportation sector contributes 28 percent of all U.S. greenhouse gas emissions. Climate change will have substantial and far reaching impacts on transportation operations and infrastructure due to increased temperatures, intensity of storms, sea level rise, and changes in precipitation. Currently, there is a lack of knowledge and understanding within the transportation community about the relationship between transportation and climate change, which limits the ability of transportation professionals and policy makers to make informed decisions. The objective of this project is to develop and implement a clearinghouse to serve as a "one-stop" source of information for the transportation community on transportation and climate change issues.
KW - Air quality management
KW - Climate change
KW - Emission control systems
KW - Environment
KW - Environmental impacts
KW - Global warming
KW - Greenhouse gases
KW - Research projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1662
UR - https://trid.trb.org/view/1232845
ER -
TY - ABST
AN - 01464586
TI - Production of the Year 2010 Highway Capacity Manual
AB - The current Highway Capacity Manual (HCM) has been a great success with over 16,000 copies distributed since 2000. The HCM has become the model for similar capacity manuals in many other countries. However, since its publication, great strides have been made in microscopic traffic simulation, operations analysis, and the management and control of traffic facilities. In addition, better tools are needed for evaluating context-sensitive solutions, travel-time reliability, and over-capacity conditions so that cost-effective capital and operations decisions can be made. These tools must also include non-motorized and transit modes. Recognizing the continuing need to update the current Year 2000 HCM, NCHRP has funded 8 projects for $4.5 million over the last 6 years: NCHRP Project 03-60, "Capacity and Quality of Service of Interchange Ramp Terminals"; NCHRP Project 03-64, "Highway Capacity Manual Applications Guide"; NCHRP Project 03-65, "Applying Roundabouts in the United States"; NCHRP Project 03-70, "Multimodal Level of Service Analysis for Urban Streets"; NCHRP Project 03-75, "Analysis of Freeway Weaving Sections"; NCHRP Project 03-79, "Measuring and Predicting the Performance of Automobile Traffic on Urban Streets"; NCHRP Project 03-82, "Default Values for Capacity and Quality of Service Analyses"; and NCHRP Project 03-85, "Guidance for the Use of Alternative Traffic Analysis Tools in Highway Capacity Analyses". In addition, the second Strategic Highway Research Program (SHRP2) is developing new tools that could be beneficially included in the HCM, particularly in projects L03, "Analytic Procedures for Determining the Impacts of Reliability Improvement Strategies, and L07, "Evaluation of Costs and Effectiveness of Highway Design Features to Improve Travel Time Reliability". An overall HCM production research project is needed to pull this information together and update the HCM so that it continues to be a consistent and coherent guide to the latest accepted capacity and operations analysis practice for the United States. The objective of this research is to develop an up-to-date HCM that is directly relevant to the facility planning and design needs of engineers and planners in 2010. The manual will provide a comprehensive set of methodologies for quantifying congestion and overall facility performance and an integrated systems analysis approach for sizing facilities and for determining geometric design parameters. The approach will be applicable to automobile, truck, bus, bicycle, and pedestrian travel on a highway, street facility, sidewalk, or shared-use path in the public street or highway right-of-way.
KW - Context sensitive design
KW - Highway capacity
KW - Highway Capacity Manual
KW - Highway design
KW - Interchanges
KW - Ramps
KW - Right of way (Traffic)
KW - Traffic control devices
KW - Traffic simulation
KW - Travel time
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1612
UR - https://trid.trb.org/view/1232817
ER -
TY - ABST
AN - 01460205
TI - Improve the Functionality of the ACS Life Software
AB - No summary provided.
KW - Configuration management
KW - Functionality
KW - Improvements
KW - Research projects
KW - Software
KW - Software packages
UR - https://trid.trb.org/view/1228421
ER -
TY - ABST
AN - 01549597
TI - Research Program Design---Administration of Highway and Transportation Agencies. Measuring Performance Among State DOTs: Sharing Good Practices Based on the International Roughness Index
AB - Previous work under NCHRP Project 20-24(37) has demonstrated the benefits of measuring and comparing performance among peer state departments of transportation (DOTs). Keeping such comparisons in the proper context, they are meant to enhance the performance of participating peer state DOTs by identifying and sharing good practice. The purpose is not to rank state DOTs for the popular press, especially when such publicly available comparisons often rely on measures with incompatible data results. NCHRP Project 20-24(37) focused on the comparison of on-time, on-budget capital project delivery performance. The project successfully demonstrated how this comparative process is gathering user support as well as delivering timely feedback on good practices that have achieved successful results.< The project report, Measuring Performance among State DOTs, describes how state DOTs may increase their use of comparative performance measures and provides a foundation for further collaborative development of comparative performance measures by the American Association of State Highway and Transportation Officials (AASHTO) and its member states. NCHRP Project 20-24(37)A continued this effort by expanding the number of participating states and producing a summary of best practices, titled, Comparing State DOTs' Construction Project Cost & Schedule Performance-28 Best Practices from 9 States. It would be beneficial to continue the positive momentum realized from this cooperative success by directing it toward another key concern of transportation officials. Several years of experience with the Federal Highway Administration's Highway Performance Monitoring System (HPMS) and its Highway Statistics report have allowed state DOTs to establish a mature set of asset management data that's available for comparisons, making this set of data a very good source for continuing the process and to further demonstrate the concept of comparative performance measures. The Highway Statistics report has been published annually since 1945. It provides a wealth of transportation data for each state and is a readily available source of information to establish long-range trends. Unfortunately, as its publishers warn, inconsistencies in measurement interpretation and data collection practices limit the accuracy of this data for direct comparisons among the state agencies. The report suggests that care be taken to properly identify peer states before analyzing the data, but little guidance is provided.
KW - Best practices
KW - International Roughness Index
KW - Pavement performance
KW - Project management
KW - Roughness
KW - Roughness coefficient
KW - State departments of transportation
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1972
UR - https://trid.trb.org/view/1339751
ER -
TY - ABST
AN - 01464616
TI - Research for the AASHTO Standing Committee on the Environment. Task 42. Determine Alternative Calculations for Fine Particulate Emission Factors other than AP-42 Applicable to Calculate Re-Entrained Dust on Transportation Projects
AB - The US Environmental Protection Agency (EPA) emission factor document called "AP-42" provides emission factors for emissions of particulate matter from re-entrained dust on roadways. The way the calculations work, the amount of particulate matter (dust/silt loading) continues to increase with each passing vehicle. There is no upper limit on the amount of dust that can be created, even when there is only a finite amount of dust available on the roadway. Neither the national mobile source emission factor model, (MOBILE6.2) nor the California model (EMFAC) account for re-entrained dust, so the options available to analysts are to either conduct expensive field monitoring to develop site specific emissions or use AP-42 emission factor calculations. The objective of this study is to identify and develop guidelines for the use of more accurate calculation methods (or a more accurate modification of the existing AP-42 method) to calculate PM2.5 and PM10 emission factors for re-entrained road dust for both paved and unpaved roads that will be acceptable to the USEPA and states.
KW - Air quality management
KW - Dust
KW - Emission control systems
KW - Environment
KW - Environmental impacts
KW - Mobile sources
KW - Particulates
KW - Pollutants
KW - Silts
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1660
UR - https://trid.trb.org/view/1232847
ER -
TY - RPRT
AN - 01095692
AU - Lam, Ignatius Po
AU - Law, Hubert K
AU - Yang, Chien Tai
AU - Multidisciplinary Center for Earthquake Engineering Research
AU - Earth Mechanics Incorporated
AU - Federal Highway Administration
TI - Modeling of Seismic Wave Scattering on Pile Groups and Caissons
PY - 2007/09/17/Technical Report
SP - 106p
AB - This report documents practical modeling procedures adopted in the bridge engineering community involving seismic designs and retrofits of long span bridges relative to the treatment of wave propagation problems. It also discusses wave scattering issues arising fro irregular foundation boundaries affecting seismic loading of the bridges, which is not explicitly considered in the current design practice. Wave scattering is generally implemented in the nuclear power plant industry for seismic designs of various containment systems that often use frequency domain computer programs. To examine the subject of wave scattering for application to long span bridge foundations, systematic modeling is exercised using a time domain based computer program and verification is made against a frequency domain computer program.
KW - Bridge engineering
KW - Bridges
KW - Caissons
KW - Earthquake resistant design
KW - Pile driving
KW - Scattering
KW - Seismic prospecting
KW - Seismicity
KW - Structural engineering
KW - Wave scattering
UR - https://trid.trb.org/view/855835
ER -
TY - ABST
AN - 01557233
TI - Research for the AASHTO Standing Committee on Planning. Task 70. Scoping Study for Statewide Travel Forecasting National Model
AB - The objective of this research is to carry out a scoping study to estimate potential usefulness, scope, purposes, costs, and administration of a national travel forecasting model that can assist states in estimating external trips.
KW - Costs
KW - Statewide
KW - Traffic forecasting
KW - Travel
KW - Trip purpose
KW - Usefulness
UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2390
UR - https://trid.trb.org/view/1346893
ER -
TY - ABST
AN - 01460576
TI - ASCE/LTPP International Data Analysis Contest
AB - The objective of this project is to conduct, coordinate, and administer with the assistance of the American Society of Civil Engineers (ASCE) the ASCE-LTPP International Data Analysis Contest along with the FHWA/LTPP program. This project will use data supplied by the LTPP program through the LTPP-Products.com website for the development of technical papers
KW - Analysis
KW - Data collection
KW - International transportation
KW - Management
KW - Pavement performance
KW - Pavements
KW - Research projects
UR - https://trid.trb.org/view/1228793
ER -
TY - ABST
AN - 01460201
TI - Eradication of Markings Installation of 60 Mile Mthyl-Methacrylate Markings
AB - No summary provided.
KW - Installation
KW - Marking materials
KW - Methyl methacrylate
KW - Research projects
KW - Road markings
UR - https://trid.trb.org/view/1228417
ER -
TY - RPRT
AN - 01105009
AU - Cluett, Chris
AU - Jenq, Jeffery
AU - Battelle Seattle Research Center
AU - Federal Highway Administration
TI - A Case Study of the Maintenance Decision Support System (MDSS) in Maine
PY - 2007/09/10/Evaluation Report
SP - 56p
AB - This report presents the results of a case study evaluation of a Maintenance Decision Support System (MDSS) project under a program funded by the U.S. Department of Transportation’s (USDOT) Intelligent Transportation Systems (ITS) Joint Program Office. The Federal Highway Administration (FHWA) Road Weather Management Program (RWMP) has sponsored development of a prototype Maintenance Decision Support System (MDSS). The federal MDSS prototype software modules are available to private vendors who have utilized them to develop decision support applications tailored to the needs of state Departments of Transportation (DOTs). An MDSS is being offered to the Scarborough crew of the Maine Department of Transportation (MaineDOT), by Meteorlogix/DTN. The DTN system, known as WeatherSentry, includes MDSS capabilities. Experience to date suggests that significant benefits are possible from the use of an MDSS, including improved productivity (e.g., reduced material costs, more efficient use of labor), enhanced mobility, and improved safety. The MDSS offers guidance for maintenance managers and engineers that provides forecasts of weather and pavement conditions and recommendations on efficient maintenance treatment strategies. The MDSS is a unique tool that provides an integrated GIS platform along with significant educational value to users. This research is being conducted to evaluate the concept of an MDSS by assessing the uses and benefits of MDSS deployment on a segment of interstate in the vicinity of Portland, ME, based upon a comparison of historical winter maintenance practices and those practices facilitated through the use of the MDSS tools. The objectives of this research are to assess institutional issues and potential benefits of using an MDSS, and to identify from MaineDOT’s experience lessons of value to other DOTs across the country. The evaluation team worked with MaineDOT to identify these benefits and lessons from their use of the MDSS in support of winter maintenance operations during the winter of 2006-2007. This assessment examined the institutional challenges faced by MaineDOT’s Scarborough crew and the strategies they employed as they used a variety of tools, including the MDSS, to fight each of the winter storm events they faced. Using a detailed event reconstruction approach, data were collected for 12 winter storm events that required a maintenance response in order to characterize the uses of the MDSS as a maintenance tool, versus not using an MDSS (i.e., how maintenance operations would have been conducted prior to having access to an MDSS). Lessons learned are derived from the reconstruction of these storm events that may be of use to other state DOTs considering implementing the MDSS technology.
KW - Decision support systems
KW - Geographic information systems
KW - Intelligent transportation systems
KW - Interstate highways
KW - Maine
KW - Maintenance Decision Support System (MDSS)
KW - Road weather information systems
KW - Snowstorms
KW - Winter maintenance
UR - http://ntl.bts.gov/lib/30000/30200/30234/14387.htm
UR - http://ntl.bts.gov/lib/30000/30200/30234/14387_files/14387.pdf
UR - https://trid.trb.org/view/864074
ER -
TY - RPRT
AN - 01095694
AU - Shinozuka, M
AU - Banerjee, Swagata
AU - Kim, Sang-Hoon
AU - Multidisciplinary Center for Earthquake Engineering Research
AU - University of California, Irvine
AU - Federal Highway Administration
TI - Statistical and Mechanistic Fragility Analysis of Concrete Bridges
PY - 2007/09/10/Technical Report
SP - 196p
AB - This report represents dynamic progressive failure modes that are defined and used for interpreting fragility characteristics of typical Caltrans’ bridges of various dimensions and configurations. To investigate the effect of ground motion intensity on the variation of bridge response behavior, a model bridge is analyzed under ground acceleration time histories at different levels of annual exceedance probability. The bridge is analyzed as a system with the aid of finite element method integrating appropriate nonlinear elements to represent plastic hinge formation at the column ends, pounding at the expansion joints and restrainer failures. The analysis shows that the dynamic progressive failure represents important progression of bridge failures.
KW - Bridge design
KW - Concrete bridges
KW - Earthquake resistant design
KW - Failure
KW - Finite element method
KW - Risk analysis
KW - Risk assessment
KW - Risk management
KW - Seismicity
UR - https://trid.trb.org/view/855832
ER -
TY - ABST
AN - 01560770
TI - Core Program Services for a Highway Research, Development, and Technology Program
AB - The objective of this project is to provide a mechanism for State transportation departments to support the Transportation Research Board's (TRB's) core program and services.
KW - Highway research
KW - Information technology
KW - State departments of transportation
KW - Support groups
KW - Technology
KW - Transportation Research Board
UR - http://www.pooledfund.org/Details/Study/360
UR - https://trid.trb.org/view/1351333
ER -
TY - ABST
AN - 01462797
TI - Evaluation of Speed Activated Displays on Curves
AB - The objective of this research project is to evaluate the effectiveness of low-cost, speed activated dynamic curve warning systems on speeding and safety on horizontal curves in rural roadways.
KW - Evaluation and assessment
KW - Highway curves
KW - Research projects
KW - Speed
KW - Speed displays (Radar-triggered)
KW - Traffic speed
UR - http://www.intrans.iastate.edu/research/detail.cfm?projectID=1246486313
UR - https://trid.trb.org/view/1231020
ER -
TY - RPRT
AN - 01340653
AU - Line, Daniel E
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Monitoring the Effects of Highway Construction in the Sedgefield Lakes Watershed
PY - 2007/09/04/Final Report
SP - 35p
AB - This report summarizes the results of a water quality monitoring project to document the effects of the construction of the I40 bypass around Greensboro on the water quality of residential lakes in the Sedgefield and King’s Mill communities. This project was a continuation of the monitoring at 6 locations begun during HWY 2004-26. At each monitoring site, discharge was monitored continuously and samples of stream discharge collected on a flow-proportional basis throughout the project. All samples were analyzed for total suspended solids (TSS), total solids, and turbidity. A recording raingage was also maintained for all of the monitoring period in the Sedgefield lakes watershed and in-situ measurements of temperature, dissolved oxygen, conductivity, and pH were made periodically at each site. Monitoring data at all sites documented continued elevated sediment export and turbidity during the construction period as compared to the pre-construction period. The greatest increase in sediment export and turbidity occurred at the upstream site on the Tilly tributary. For this site, which was located just downstream of the highway corridor, a large percentage of the sediment load during the entire construction period was associated with two tropical storm systems that occurred in September 2004. At this time the highway was particularly susceptible to erosion because more than 20 ft of fill had recently been added to bring the road surface to near grade and the sideslopes were not vegetated yet. Increases in sediment loading and turbidity at the other sites during highway construction were less severe and more like what would be expected. Mean turbidity levels during construction at all sites downstream of highway construction were greater than 50 NTU. Limited monitoring of temperature, specific conductance, dissolved oxygen, and pH for all six sites showed that highway construction had little, if any, effect on these parameters, except possibly temperature, which appeared to increase at Tilly-up and King’s Mill-down, but this was not confirmed at the other sites. There were not enough samples analyzed to determine if the highway construction had any effect on nitrogen and phosphorus concentrations in discharge.
KW - Environmental monitoring
KW - Greensboro (North Carolina)
KW - Road construction
KW - Runoff
KW - Sediments
KW - Total suspended solids
KW - Turbidity
KW - Water quality
KW - Watersheds
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2007-17finalreport.pdf
UR - http://ntl.bts.gov/lib/37000/37900/37930/2007-17finalreport.pdf
UR - https://trid.trb.org/view/1102733
ER -