TY - RPRT AN - 01088903 AU - Sung, Myung H AU - Bunner, Rodney P AU - Tillery, Richard AU - Chase, Keith AU - Anater, Patrick AU - Gannett Fleming AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Forecasting Short-term Ridership Activities (TBEST) PY - 2007/09/04/Final Report SP - 39p AB - The Pennsylvania Department of Transportation (PennDOT) has initiated a pilot project to implement a new short-term transit planning model called TBEST (Transit Boardings Estimation and Simulation Tool). TBEST was developed by the Florida Department of Transportation’s (FDOT) Public Transit Office (PTO) to provide support for Transit Agencies in developing their Transit Development Plans (TDP’s). TBEST will be useful in this respect because it is capable of estimating transit ridership at the route stop-level and can then aggregate the ridership to the segment, route, and system levels. The TBEST pilot project for PennDOT entails the development of statewide socioeconomic data which is compatible with TBEST, the development of the Endless Mountains Transportation Authority’s (EMTA) and York County Transportation Authority’s (RabbitTransit) TBEST networks, the calibration of each model, and the performance of the scenario based model analysis for both systems. This document explains the input data, process, and products used for the development of the Pennsylvania statewide socio-economic data and the development and coding of the EMTA and RabbitTransit TBEST networks. KW - Forecasting KW - Measurement KW - Performance KW - Planning KW - Public transit KW - Ridership KW - Routes KW - Simulation KW - Socioeconomic development UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Quality%20of%20Life/060110%20TBEST%20Final%20Report.pdf UR - https://trid.trb.org/view/849655 ER - TY - ABST AN - 01573551 TI - Development and Evaluation of Selected Mobility Applications for Vehicle-Infrastructure Integration AB - The objectives of this project are to design, test, and evaluate three ways of employing wireless communication, specifically to:  (1) Use probe vehicle data to characterize local freeway traffic speed and density, and then use that information to generate reference speed advisories back to individual drivers and vehicles to enact the speed control, to dissipate shock waves, and to improve throughput.  (2) Use vehicle-to-vehicle communication to generate reference speed and gap adjustment commands to cooperative adaptive cruise control systems, to enable them to follow more closely and safely, and also dissipate shock waves and increase throughput.  (3) Use vehicle-to-vehicle communication between heavy trucks to enable them to operate in close-formation automated platoons, increasing lane capacity, and reducing aerodynamic drag.  The fundamental technical approach follows the general iterative system paradigm of model-design-test-model. Mathematical and computer models will be used to predict system performance and interactions with the operating environment. These models will be the basis for making design trade-offs and focusing on the preferred designs for testing. The preferred designs will be developed in prototype hardware and software (building on extensive legacy hardware and software from previous projects), and then tested under the most realistic conditions that are possible within schedule and budget constraints. The results of the tests will then be used to update the models, and the models will be used to predict the impacts of widespread implementation. Additional milestones have been defined for the intermediate completion of stages of system design, for the completion of test vehicle hardware and software installations, and for demonstrations that will be offered to the sponsors and stakeholders. KW - Mobility KW - Probe vehicles KW - Traffic density KW - Traffic platooning KW - Traffic speed KW - Truck traffic KW - Vehicle to vehicle communications KW - Wireless communication systems UR - http://ntl.bts.gov/lib/52000/52200/52272/UCB-ITS-PRR-2011-9.pdf UR - https://trid.trb.org/view/1366749 ER - TY - ABST AN - 01557232 TI - Research for the AASHTO Standing Committee on Planning. Task 71. Disclosure Avoidance Techniques to Improve ACS Data Availability AB - The American Community Survey (ACS) is expected to deliver tabulations similar to decennial Census "long form" for population characteristics, including workplaces and worker flows between home and work. The ACS is a new Census Bureau program that uses a continuous data collection methodology to replace the traditional decennial "long form" data collection, and should provide small area data nationwide, after 5 years of data accumulation. With the change to the ACS, the Census Bureau Disclosure Review Board is suggesting that they will again implement rounding and thresholds rules as used for Census 2000. Exacerbating the data loss problems under ACS is the fact that ACS has a smaller sample size than the old "long form" methodology, even when data is aggregated over 5-years. Under ACS, the transportation community believes that even more of the flow data will fail to meet the threshold. Because of this potential loss of data, the AASHTO Standing Committee on Planning Census Data Working Group believes that an investigation into the production of high quality synthetic data that both meets the data users' needs as well as satisfying the Disclosure Review Board rules is urgently needed.

The objective of this research is to examine the scope of the problem, and attempt to provide methods and techniques to develop a high quality synthetic database for potential use as a special product from the American Community Survey (ACS).  This research should result in a standard approach that can be applied across the board instead of limiting the tabulations from the ACS and requiring each Metropolitan Planning Organization (MPO) or State Department of Transportation (DOT) to create their own routines for synthesizing small area, multivariate tables. KW - Census KW - City planning KW - Data collection KW - Disclosure KW - Metropolitan planning organizations KW - Public transit KW - State departments of transportation KW - Surveying methods and processes UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2391 UR - https://trid.trb.org/view/1346892 ER - TY - RPRT AN - 01454618 AU - Peeta, Srinivas AU - Kalafatas, Georgios AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Critical Route Network for Earthquake Response and Dynamic Route Analysis PY - 2007/09//Final Report SP - 92p AB - Earthquakes can significantly disrupt societal functioning, cause ecological damage, and lead to loss of human lives and property, warranting a coordinated and efficient response to mitigate their negative impacts. Preparedness against earthquakes entails a pre-disaster planning aspect and a post disaster operational aspect. In the JTRP study “Emergency Earthquake Routes for the State of Indiana; Part I: Criteria for Selection of Primary Routes: Transportation Aspects”, a multicommodity maximal covering network design formulation based optimization methodology was proposed to identify a critical routes sub-network for the Indiana component of the Wabash Valley Seismic Zone in the INDOT Vincennes District. Addressed from a planning perspective, the primary objective was to strengthen the bridges on this sub-network through an effective seismic retrofit scheme so as to increase the likelihood of the critical routes being available to first responders following an earthquake to maximize response effectiveness. The critical routes of a transportation network are the set of routes whose functionality is critical to the effectiveness of earthquake response, or equivalently, the routes that provide the quickest response (least travel time) to most of the population (maximal coverage). The above study considered all Interstates, US Roads and State Roads in identifying the critical routes sub-network that should be seismically strengthened. However, Part II of that study “Route Seismic Vulnerability Aspects”, which addressed the bridge seismic retrofit aspects, considered only the sub-network corresponding to the National Highway System and the National Truck Network in identifying the bridges for retrofit. Hence, the first objective of the current study is to analyze whether the sub-network corresponding to the National Highway System and the National Truck Network compares well, from a costs-benefits perspective, to that suggested by the previous study. The second objective, which arises in the operational context, aims to determine a methodological framework for dynamically rerouting first responders when part of a route is unavailable after an earthquake. It provides back-up operational response plans when specific road segments of the recommended critical routes sub-network fail during an actual earthquake. KW - Critical routes KW - Disaster preparedness KW - Disasters and emergency operations KW - Earthquakes KW - Emergency management KW - Indiana KW - Road networks KW - Routes and routing UR - http://dx.doi.org/10.5703/1288284314232 UR - https://trid.trb.org/view/1218811 ER - TY - RPRT AN - 01155450 AU - Stone, John R AU - Han, Yang AU - Khattak, Asad J AU - Fan, Yingling AU - Huntsinger, Leta F AU - Mei, Bing AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - University of North Carolina, Chapel Hill AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Guidelines for Developing Travel Demand Models: Medium Communities and Metropolitan Planning Organizations PY - 2007/09//Phase II Final Report SP - 187p AB - This report is the second of two reports that develop guidelines to simplify and standardize travel demand modeling in terms of a community size, needs and issues. The first report (Phase I) documented simplified methods and guidelines for estimating travel in small communities with populations up to 10,000 people. The focus of this report (Phase II) is on medium size communities with populations of 10,000 to 50,000 people, and on MPOs and cities with 50,000 or more people. Instead of using the typical data intensive, survey based methods for all communities regardless of size, the guidelines recommend appropriately scaled approaches and short cut methods to reduce time and cost, yet provide adequate estimates of traffic volumes and impacts. Methods for medium size communities include synthetic estimation of through trips and external trips and quick response travel models. Of particular interest are simplified submodels for trip generation, trip distribution, and mode choice. Also, proposed are innovative submodels for pedestrian, bicycle and transit trip generation that depend on land use characteristics. Case studies demonstrate the methods. KW - Medium sized cities KW - Metropolitan planning organizations KW - Mode choice KW - Traffic forecasting KW - Travel demand KW - Trip distribution KW - Trip generation UR - https://trid.trb.org/view/916305 ER - TY - RPRT AN - 01152597 AU - Stone, John R AU - Huntsinger, Leta F AU - Khattak, Asad J AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - University of North Carolina, Chapel Hill AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Guidelines for Developing Travel Demand Models: Small Communities PY - 2007/09//Phase 1 Final Report SP - 182p AB - This research develops guidelines to simplify and standardize travel demand modeling in terms of a community size, needs and issues. The focus is on smaller communities with populations less than 10,000. Instead of using the usual computerized network-based model for all communities regardless of size, the guidelines recommend appropriately scaled approaches to reduce time and cost, yet provide adequate estimates of traffic volumes and impacts. Methods include trend line traffic forecasts, context sensitive solutions (CSS), geographic information systems (GIS), and/or manual travel allocation. As the size of the study area grows, sketch planning and quick response computer methods are suitable. The guidelines suggest available sources for model data including national and state average trip rates, and whether new travel behavior surveys are necessary. The guidelines also point to new tools for CSS evaluation, land development potential, manual trip allocation, trip distribution, and mode choice. Case studies demonstrate the guidelines and models. KW - Rural areas KW - Small cities KW - Traffic forecasting KW - Transportation planning KW - Travel demand UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-11finalreportphasei.pdf UR - https://trid.trb.org/view/913583 ER - TY - RPRT AN - 01144505 AU - Martin Sas AU - Carlson, Susan AU - Kim, Eugene AU - Quant, Michael AU - Booz Allen Hamilton AU - HNTB Corporation AU - Federal Highway Administration TI - Considerations for High Occupancy Vehicle (HOV) to High Occupancy Toll (HOT) Lane Conversions Primer PY - 2007/09//Final Report SP - 30p AB - This primer presents key issues and challenges related to the conversion of high occupancy vehicle (HOV) lanes to high occupancy toll (HOT) lanes. The primer is intended for community leaders, administrators, the public, and other stakeholders responsible for making policy decisions for improving HOV lane and highway mainline operations through conversion to HOT lanes. More detailed information is available in the Considerations for HOV to HOT Lane Conversions Guidebook. The primary audience for the guidebook is transportation professionals responsible for planning, designing, funding, operating, enforcing, monitoring, and managing HOV and HOT lanes. KW - Financing KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Highway design KW - Highway operations UR - http://ntl.bts.gov/lib/30000/30800/30822/FHWA_HOT_Primer.pdf UR - https://trid.trb.org/view/904390 ER - TY - RPRT AN - 01126246 AU - Vap, Derek AU - Sun, Carlos AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Investigating Large Truck-Passenger Vehicle Interactions PY - 2007/09//Final Report SP - 37p AB - An analysis of truck-passenger car interactions was performed for Missouri urban and rural freeways. Trucks were found to travel 2 mph slower than other vehicles on urban interstates and 3.5 mph slower on rural interstates. These speed differences between trucks and passenger vehicles were not very large. Thus, there was no evidence that, on the average, trucks were traveling much faster than passenger cars. An implementation of differential speed limits could increase significantly the speed differences between trucks and passenger vehicles. In terms of lane usage, trucks concentrated mainly in the middle lanes and avoided the slow and fast lanes in situations with 5 and 6 lanes. The application of truck lane restrictions could alter the current truck lane usage significantly and increase the truck usage in the lane nearest the shoulder. In terms of number of crashes, trucks accounted for a smaller percentage of crashes as compared to passenger vehicles. However, an analysis of RSEC ratios showed that on urban freeways, the percentage of truck crashes is disproportionately larger when considering the volume or exposure of trucks. In contrast, the rural data in general shows that truck crashes are not as disproportional to the crash rates of passenger vehicles. These results point to a greater safety concern in truck-passenger vehicle interactions on urban freeways. KW - Automobiles KW - Car-truck interaction KW - Freeways KW - Highway safety KW - Lane distribution KW - Missouri KW - Rural areas KW - Speed difference KW - Speed limits KW - Truck crashes KW - Trucks KW - Urban areas UR - http://library.modot.mo.gov/RDT/reports/Ri07006/or08005.pdf UR - http://ntl.bts.gov/lib/30000/30600/30668/or08005.pdf UR - https://trid.trb.org/view/887429 ER - TY - RPRT AN - 01118760 AU - Al-Ostaz, Ahmed AU - University of Mississippi, University AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Inputs of Portland Cement Concrete Parameters Needed for the Design of New and Rehabilitated Pavements in Mississippi PY - 2007/09//Final Report SP - 320p AB - The use of a hierarchical approach in the 2002 Mechanistic-Empirical Pavement Design Guide to determine inputs for structural analysis and design allows the user considerable flexibility for obtaining input data. This approach consists of three levels. The first level of inputs requires laboratory or field testing which provides the highest level of accuracy. Laboratory assessment was made to generate the PCC required parameters for implementations of the design of rigid pavement. More specifically, the following parameters were obtained for typical concrete mixes used throughout the state which include five types of aggregates and four different blends of cements: (1) Modulus of Rupture (ASTM C 78); (2)Compressive Strength (ASTM C 39); (3) Modulus of Elasticity (ASTM C 469); (4)Tensile Strength (ASTM C 469); (5) Coefficient of Thermal Expansion (AASHTO T P60); (6) Concrete Shrinkage (ASTM C 157); (7) Unit Weight (ASTM C 138); and (8) Poisson’s Ratio (ASTM C 469). As an outcome of this research, the requisite values were obtained for the input parameters for the common concrete mixes used in Mississippi. These values would then be entered into a materials library for use by a pavement designer off the new design code. KW - Compressive strength KW - Mechanistic-Empirical Pavement Design Guide KW - Mississippi KW - Modulus of rupture KW - Pavement design KW - Pavement maintenance KW - Portland cement concrete KW - Rigid pavements KW - Shrinkage KW - Tensile strength UR - https://trid.trb.org/view/878513 ER - TY - RPRT AN - 01118758 AU - Battey, Randy L AU - Whittington, Jordan S AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Construction, Testing and Performance Report on the Resin Modified Pavement Demonstration Project PY - 2007/09//Final Report SP - 169p AB - Resin Modified Pavement (RMP) is a composite paving material consisting of a thin layer (2 inches) of open graded hot mix asphalt (HMA) whose internal air voids (approximately 30% voids) are filled with a latex rubber-modified portland cement grout. The objective of this project was to construct test sections composed of three different types of pavement; RMP, 3 inch thick ultra-thin whitetopping and Superpave performance graded 82-22 polymer modified HMA pavement. This project was constructed at two signalized intersections on US 72 in Corinth, Mississippi in April of 2001 and will be monitored for a period of five years. Using the information gained from these test sections, the Mississippi Department of Transportation will be able to develop a “paving strategy” for heavily trafficked intersections within our highway network based on both economics and performance. KW - Hot mix asphalt KW - Mississippi KW - Paving KW - Resin modified pavement KW - Road construction KW - Ruts (Pavements) KW - Rutting KW - Superpave KW - Ultrathin whitetopping KW - Whitetopping UR - http://ntl.bts.gov/lib/44000/44500/44544/State_Study_137_-_Resin_Modified_Pavement_Demonstration_Project.pdf UR - https://trid.trb.org/view/878505 ER - TY - RPRT AN - 01118732 AU - Al-Ostaz, Ahmed AU - University of Mississippi, University AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Effect of Moisture Content on the Coefficient of Thermal Expansion Concrete PY - 2007/09//Final Report SP - 75p AB - The purpose of this report is to discuss a study conducted on twenty separate mix designs of concrete and the effects of the aggregate type, moisture content, and temperature on the coefficient of thermal expansion(CTE). These results are to be used for the knowledge of proper choice of mix design for placement of concrete in structures dependent upon the moisture and temperature variations of the area. There will be three separate types of tests performed to evaluate the effects on the concrete. The three tests are the AASHTO TP60-00 test, Danish T1-B method, and the Strain Gage method. An ANSYS program will be used for a Finite Element Analysis (FEA) to be performed for comparison of the capability of FEA in calculating CTE. The results concluded in this report showed that humidity was not as great of a controlling factor as the aggregate type. The major controlling element was the aggregate due to the concrete’s composition being approximately seventy percent aggregate and with the different mixtures porosities and accumulated moisture not having as great of an impact on the CTE. KW - Aggregates KW - Coefficient of thermal expansion KW - Finite element method KW - Humidity KW - Mix design KW - Moisture content KW - Porosity KW - Temperature KW - Thermal expansion UR - http://ntl.bts.gov/lib/44000/44500/44571/State_Study_187_-_Effect_of_Moisture_Content_on_the_Coefficient_of_Thermal_Expansion_of_Concrete.pdf UR - https://trid.trb.org/view/878506 ER - TY - RPRT AN - 01113498 AU - Crabtree, Joseph Dale AU - Frost, Christopher W AU - Walton, Jennifer R AU - Crossfield, John M AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Analysis of Procurement Processes and Development of Recommendations for Intelligent Transportation Systems (ITS) Procurements PY - 2007/09//Final Report SP - 108p AB - Traditional state procurement processes are not well-suited to the procurement of Intelligent Transportation Systems (ITS). The objective of this study was to analyze Kentucky's existing procurement processes, identify strengths and weaknesses of each, and develop recommendations for a revised process (or processes) that would meet the unique requirements of ITS procurements. Four existing processes were identified, studied, documented, and assessed. The study also looked at design-build processes, both in Kentucky and in other states. Recommendations were developed for statutory changes to improve Kentucky's ability to procure ITS technologies and systems. KW - Design build KW - Intelligent transportation systems KW - Kentucky KW - Procurement KW - Recommendations KW - State laws UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_28_SPR_242_02_1F.pdf UR - https://trid.trb.org/view/873193 ER - TY - RPRT AN - 01108458 AU - Kinder, Frank D AU - Sabinash, Steven J AU - Colorado Department of Transportation AU - Federal Highway Administration TI - I-70 West Integration Project (FY01 Earmark): Local Evaluation Report PY - 2007/09//Local Evaluation Report SP - 42p AB - The I-70 West Integration Project is the result of an FY01 congressionally designated earmark to support improvements in 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). The project included $595,210 in federal funding and $596,523 in matching state funds, yielding a project value of $1,191,733. With FHWA concurrence, the project was divided into six task orders to address ITS needs of the Colorado Department of Transportation (CDOT) in areas ranging from planning through detailed design and implementation. Specific activities focused on deploying selected field devices to collect vehicle data for the speed map and travel time subsystems of CDOT’s developing central command and control system; and communications equipment, computer hardware and software needed to achieve better communications and data exchange with CDOT’s Hanging Lake Tunnel Control Center and the City & County of Denver. Award of the I-70 West Integration Project funds allowed CDOT to augment previous ITS work and jump-start priority subsystems and was therefore an important building block for Colorado, providing critically needed systems integration activities and device deployment. The project allowed CDOT to increase data exchange capabilities and expand the number, speed, accuracy and reliability of data collection and information dissemination subsystems, yielding a more powerful and utile statewide ITS. Most importantly, the project has provided a significant amount of “behind-the-scenes” work allowing follow-on state and federal projects to be more easily deployed. CDOT believes the I-70 West Integration Project has been a successful venture. Project goals and objectives were met or exceeded. Deficiencies in ITS infrastructure; functionality; automation; traveler information dissemination; CVO; data sharing; and amount, accuracy and timeliness of data were addressed across the six task orders. The project dovetailed well with other ITS activities and initiatives along the same corridor. Most importantly, the project has been an important building block and catalyst leading to greater and more visible advancements in later projects along I-70 to the west of Denver. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Colorado KW - Evaluation and assessment KW - Intelligent transportation systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14385.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14385_files/14385.pdf UR - https://trid.trb.org/view/868442 ER - TY - RPRT AN - 01105647 AU - Matthews, Ron AU - Hall, Matt AU - Hedrick, John AU - Kibler, Clark AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Solutions to the Engine Failures That Occurred Soon After Galveston Ferry Operations Began Using Texas Low Emissions Diesel Fuel PY - 2007/09//Technical Report SP - 42p AB - The research team found that the Galveston Ferry Operations (GFO) engine failures were the result of three factors: 1) the poor ring pack design of these engines, which results in a high oil consumption rate, 2) the high ash content of the re-refined oil that was used in the ferries, and 3) the decreased flame temperature for TxLED relative to 2D on-road diesel. The research team evaluated nine candidate oils as potential replacements for the re-refined oil that GFO was using as a result of a recommendation from a prior project that was conducted at a different university. These oils were evaluated based upon their effects on the oil consumption rate, engine wear, and in-cylinder calcium deposits. All of the candidate oils performed much better than the re-refined oil in all metrics. The research team recommends that GFO begin using Exxon Elite 20W50 in all of its ferries. A hardware solution was also identified. Although the hardware solution is not essential (as the failure problems are solved via use of a different oil), the hardware solution results in significantly decreased oil consumption, and thus is worthwhile. KW - Diesel fuels KW - Engine oils KW - Engine performance KW - Ferries KW - Galveston Ferry Operations KW - Marine diesel engines UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5532_1.pdf UR - https://trid.trb.org/view/865198 ER - TY - RPRT AN - 01102285 AU - Federal Highway Administration TI - Peace Bridge expansion project, capacity improvements to the Peace Bridge, plazas and connecting roadways, City of Buffalo, Erie County, New York, Town of Fort Erie, Ontario, Canada : environmental impact statement PY - 2007/09//Volumes held: Draft KW - Environmental impact statements UR - https://trid.trb.org/view/862246 ER - TY - RPRT AN - 01100241 AU - Jauregui, David Villegas AU - Licon-Lozano, Alicia AU - Kulkarni, Kundan AU - New Mexico State University, Las Cruces AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Improved Load Rating of Reinforced Concrete Slab Bridges PY - 2007/09 SP - 109p AB - In New Mexico, many reinforced concrete slab (RCS) bridges provide service on interstates I-10, I-25, and I-40. An accurate strength evaluation of interstate bridges is essential to avoid unnecessary load restrictions. The AASHTO load rating factor for this type of bridge largely depends on the live-load moment per foot of slab width. As a result, the main objective of this study was to determine a more accurate value for the equivalent strip width (using higher level evaluation techniques including diagnostic load testing and finite element analysis) for use in the AASHTO rating. A continuous, RCS bridge located in Las Cruces, New Mexico was evaluated in this study. An AASHTO load rating analysis based on the load and Resistance Factor Rating (LRFR) approach was first performed using code-prescribed equations for the equivalent strip width to determine the live-load effects. A diagnostic load test was then conducted to measure the strain response at selected points in the positive and negative moment regions of an exterior and interior span. The measured response showed that the slab stiffness fit within cracked and gross section behavior. Furthermore, bending moments from finite element analysis agreed reasonably well with those derived from the experimental strain data (using the average of the cracked and gross section modulus). Using refined analysis, it was shown that the equivalent strip widths for positive moment were 26.1% and 22.1% greater than those calculated by the AASHTO approximate method for the exterior and interior spans, respectively. Furthermore, the refined widths for negative moment were greater than AASHTO by 13.1% for the exterior span and 11.1% for the interior span. This increase in the equivalent strip width reduced the live-load effects, which proportionally increased the rating factors. Accordingly, the inventory and operating rating factors for the bridge increased from 0.84 to 0.93 and 1.08 to 1.20, respectively. The factors increased by just 11% (rather than over 20%) since the rating was controlled by negative moment. KW - Bending moments KW - Finite element method KW - Interstate highways KW - Live loads KW - Load and resistance factor design KW - Load factor KW - Load rating (Bridges) KW - Load tests KW - New Mexico KW - Reinforced concrete bridges KW - Slab bridges UR - http://www.worldcat.org/title/improved-load-rating-of-reinforced-concrete-slab-bridges/oclc/217271445 UR - https://trid.trb.org/view/860141 ER - TY - RPRT AN - 01100213 AU - Rupnow, Tyson D AU - Schaefer, Vernon Ray AU - Wang, Kejin AU - Hermanson, Benjamin L AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Improving Portland Cement Concrete Mix Consistency and Production Rate through Two-Stage Mixing PY - 2007/09//Final Report SP - 93p AB - A two-stage mixing process for concrete involves mixing a slurry of cementitious materials and water, then adding the slurry to coarse and fine aggregate to form concrete. Some research has indicated that this process might facilitate dispersion of cementitious materials and improve cement hydration, the characteristics of the interfacial transition zone (ITZ) between aggregate and paste, and concrete homogeneity. The goal of the study was to find optimal mixing procedures for production of a homogeneous and workable mixture and quality concrete using a two-stage mixing operation. The specific objectives of the study are as follows: (1) To achieve optimal mixing energy and time for a homogeneous cementitious material, (2) To characterize the homogeneity and flow property of the pastes, (3) To investigate effective methods for coating aggregate particles with cement slurry, (4) To study the effect of the two-stage mixing procedure on concrete properties, (5) To obtain the improved production rates. Parameters measured for Phase I included: heat of hydration, maturity, and rheology tests were performed on the fresh paste samples, and compressive strength, degree of hydration, and scanning electron microscope (SEM) imaging tests were conducted on the cured specimens. For Phases II and III tests included slump and air content on fresh concrete and compressive and tensile strengths, rapid air void analysis, and rapid chloride permeability on hardened concrete. KW - Air content KW - Air voids KW - Chloride permeability KW - Compressive strength KW - Concrete mixing KW - Consistency KW - Heat of hydration KW - Homogeneity KW - Hydration KW - Portland cement concrete KW - Productivity KW - Rheological properties KW - Scanning electron microscopy KW - Slump test KW - Tensile strength UR - http://publications.iowa.gov/id/eprint/19972 UR - https://trid.trb.org/view/860066 ER - TY - RPRT AN - 01099865 AU - Hunsucker, David Q AU - Jones, Justin AU - Hopkins, Tommy C AU - Sun, Charlie AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Developing a Byproduct Materials Information System for the Kentucky Transportation Cabinet PY - 2007/09//Final Report SP - 70p AB - Kentucky has numerous coal-fired, electric generating facilities and, as a result, there are abundant byproduct materials being produced from these facilities that have environmental, engineering, and economic potential as materials for use in common highway construction and maintenance related activities throughout the Commonwealth. Other byproduct materials are being produced and are available that may have potential uses as well. Although large quantities of byproduct materials are produced in Kentucky and many of those materials have positive or neutral environmental impacts and excellent engineering properties, a formal regulatory framework for selecting, characterizing, recovering, and recycling these material types does not exist. Fundamentally, the lack of a regulatory protocol is an obstacle to recycling byproducts and discourages the use of byproduct materials by the Kentucky Transportation Cabinet. During this research effort, a byproduct materials information system was developed to guide the selection and use of ponded ashes in highway construction and maintenance activities. The information system was designed to be modular so that additional recovered and recyclable materials could be included within the matrices as these materials are evaluated at some future date. It is fully anticipated that the byproduct information system eventually will encompass any recovered or recycled materials that are shown through the prescribed method of evaluation to possess satisfactory environmental, engineering and economic characteristics that make them suitable for use in highway construction and maintenance activities. KW - Bottom ash KW - Coal combustion byproducts KW - Fly ash KW - Highway maintenance KW - Information systems KW - Kentucky KW - Recycled materials KW - Recycling KW - Road construction KW - Waste products UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_19_SPR_296_05_1F.pdf UR - https://trid.trb.org/view/859599 ER - TY - RPRT AN - 01099554 AU - Cook, Thomas J AU - Lawrie, Judson J AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Performance-Based Budgeting for North Carolina Public Transportation Systems PY - 2007/09//Final Report SP - 89p AB - The North Carolina Department of Transportation, Public Transportation Division (NCDOT/PTD) intends to take performance measurement and benchmarking at NC public transportation systems to the next level—performance-based budgeting (PBB). This intention is driven by the Division’s goal to continuously improve the performance of these transit systems and to help direct public funding toward programs and services that best achieve desired results. In addition, NCDOT/PTD’s goal is to provide good stewardship of local, state and federal public funding dollars. PBB is a management and budgeting system used by many state, county and local governments as well as by the federal government to link budgetary decision making with performance. It is designed to integrate the allocation of budget resources with the achievement of agency goals and objectives based on measurable performance results. The objectives of this study were to: (1) Extend the concept of performance measurement and benchmarking into transit agency budgeting practices. (2) Evaluate the use of PBB in various public transportation and governmental agencies. (3) Develop a PBB process for use by the public transportation agencies in North Carolina. (4) Produce a guidebook to help the agencies conduct performance-based budgeting. Anticipated benefits from the use of PBB include: (1) A closer linkage between agency goals and objectives, performance, and budgetary decision making and resource allocation. (2) Enhanced ability to improve individual transit system performance. (3) Increased accountability for the use of public funds. Interested readers are also referred to a separate document, an accompanying Performance-Based Budgeting Guidebook, for detailed information about a recommended approach and process for implementing PBB. KW - Accounting KW - Benchmarks KW - Budgeting KW - Decision making KW - Federal aid KW - Financial analysis KW - Management and organization KW - North Carolina KW - Performance measurement KW - Public transit KW - Resource allocation KW - Strategic planning KW - Transit operating agencies UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2007-16finalreport.pdf UR - https://trid.trb.org/view/857479 ER - TY - RPRT AN - 01099491 AU - Beagan, Daniel F AU - Fischer, Michael J AU - Kuppam, Arun R AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Quick Response Freight Manual II PY - 2007/09//Final Report SP - 298p AB - This manual is an update to the Quick Response Freight Manual developed for the Federal Highway Administration (FHWA) in 1996. Like its predecessor, it is designed to provide background information on the freight transportation system and factors affecting freight demand to planners who may be relatively new to this area; to help planners locate available data and freight-related forecasts compiled by others, and to apply this information in developing forecasts for specific facilities; to provide simple techniques and transferable parameters that can be used to develop freight vehicle trip tables. KW - Commodity flow KW - Forecasting KW - Freight traffic KW - Freight transportation KW - Handbooks KW - Origin and destination KW - Transportation by load KW - Trip tables UR - http://www.ops.fhwa.dot.gov/freight/publications/qrfm2/index.htm UR - http://www.ops.fhwa.dot.gov/freight/publications/qrfm2/qrfm.pdf UR - https://trid.trb.org/view/859168 ER - TY - RPRT AN - 01099041 AU - Won, Moon C AU - Fowler, David W AU - Whitney, David P AU - Crawford, Taylor AU - Stringer, Megan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Interim Repair Guidelines for Longitudinal Cracking and Joint Separations PY - 2007/09//Technical Report SP - 18p AB - This publication contains interim repair guidelines for longitudinal cracking and joint separations in concrete pavements. KW - Concrete pavements KW - Guidelines KW - Joint separation (Pavements) KW - Longitudinal cracking KW - Pavement joints KW - Repairing UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5444_1.pdf UR - https://trid.trb.org/view/859410 ER - TY - RPRT AN - 01099025 AU - Forsyth, Ann AU - Jacobson, Justin AU - Thering, Katie AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - American Institute of Architects AU - Federal Highway Administration TI - Moving Design: Spaces of Transportation PY - 2007/09//Final Report SP - 42p AB - Focusing on the design issues involved in two key types of transportation environments—context sensitive solutions and transit-oriented development—the report investigates design benefits measured in aesthetic and humanistic terms. These include issues of community identity, appearance, scenic quality, and cultural value. These characteristics are difficult to measure, more difficult to quantify, and even more difficult to cast in terms of monetary costs and benefits. Despite the difficulty of measuring it, design is an important element for the success of transportation projects and should not be overlooked. It is critical that we be able to measure the qualities of design so we can discuss it in a systematic and reliable way. In order to capture important details and reflect a range of potential definitions of good design, this report examined case studies in three regions—in Northern Virginia, the Saint Louis Metropolitan area and Missouri, and Northern California. In each it tested six approaches to measuring design quality: using a short score sheet rating tool and a longer inventory, eliciting the opinions of design experts and some of the users and creators of the spaces, using standardized drawing and mapping techniques to compare designs, and by assessing photographs. KW - Aesthetics KW - Architecture KW - Case studies KW - Context sensitive design KW - Cultural landscapes KW - Design quality KW - Landscape architecture KW - Measurement KW - Transit oriented development KW - Transportation projects KW - Urban design KW - Visual quality UR - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1530 UR - https://trid.trb.org/view/859365 ER - TY - RPRT AN - 01099022 AU - Schively, Carissa AU - Beekman, Meagan AU - Carlson, Cynthia AU - Reed, Jenn AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - American Institute of Architects AU - Federal Highway Administration TI - Enhancing Transportation: The Effects of Public Involvement in Planning and Design Processes PY - 2007/09//Final Report SP - 28p AB - This research examines the nature and effects of inclusive and effective participation in the planning and design of transportation facilities. The study develops a common base of information to guide the development and organization of planning and design processes for transportation facilities and provide a consistent methodology for evaluating process outcomes. The study places a particular focus on the criteria for effective participation, techniques used to engage the public, as well as the implications of public involvement on type, location, design, and program for transportation projects. In addition, the research identifies broader community benefits associated with effective participation processes. The study includes an additional focus on understanding the role of professional design experts in participatory processes. Six transportation project case studies are examined, pointing to a number of lessons to be considered by designers, agencies, and the public. The study concludes with best practices for public involvement in planning and design processes for transportation projects. KW - Best practices KW - Case studies KW - Context sensitive design KW - Highway design KW - Land use planning KW - Lessons learned KW - Public participation KW - Rail transit facilities KW - Streetscape KW - Traffic calming KW - Transit oriented development KW - Transportation projects UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownloadl.pl?id=1296 UR - https://trid.trb.org/view/859363 ER - TY - RPRT AN - 01099019 AU - Neckar, Lance AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - American Institute of Architects AU - Federal Highway Administration TI - Moving Communities Forward: Synthesis PY - 2007/09//Final Report SP - 48p AB - This project summarizes and synthesizes quantitative and qualitative measures and best practices relative to the integration of design in the planning and implementation of beneficial transportation projects. This project examines the composite benefits discovered in four research projects under the rubric of "The Role of Well-Design Transportation Projects Enhancing Communities." These four research studies are analytical \ case studies of transportation projects, predominantly of two types: transit-oriented development (TOD), and context sensitive design and solutions (CSD/CSS). The studies focus on community enhancements through good design in each of four specific areas: economic development; public health, safety, and the environment; visual improvement; and citizen participation. This project matches key synergies of community design and planning processes to the outcomes in these cases. Highlighting both critical similarities and differences across the cases, the findings set new standards of integrative design excellence as they also suggest design principles that both broaden and focus design practices in community transportation projects. A final report summary of the study will be prepared and published. KW - Best practices KW - Case studies KW - Communities KW - Context sensitive design KW - Economic development KW - Environment KW - Integrated design KW - Public health KW - Public participation KW - Safety KW - Transit oriented design KW - Transportation projects KW - Visual quality UR - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1538 UR - https://trid.trb.org/view/859364 ER - TY - RPRT AN - 01091823 AU - Henry, Micah AU - Wendtland, Michael AU - ITS Engineers and Constructors, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Intelligent Transportation Systems (ITS) Concepts for Rural Corridor Management PY - 2007/09//Final Report SP - 165p AB - The Arizona Department of Transportation's (ADOT's) SPR-570: Rural ITS Progress Study - Arizona 2004 provided 20 key recommendations for improved utilization of the rural Intelligent Transportation Systems (ITS) infrastructure. Two years later, in reviewing the outcomes of the 2004 study and the ongoing rural technology deployments, the Department identified several of the key concerns as still being unresolved. In general, ADOT has been successful in implementing the recommendations of the 2004 statewide review, but five areas of unmet needs or unfulfilled potential remain. These five gap areas are the primary focus of this new research project, to fully implement the potential of all of the recommendations from the 2004 study. The five primary focus areas are: ITS maintenance, weather information systems, highway advisory radio, motorist assist patrols, and information sharing. The research team interviewed the project's stakeholders from Arizona's rural districts to identify recent changes in their ITS deployment, goals, and visions for future deployment, as well as current needs and desires since the previous 2004 study. The investigators also reviewed the current practices and concepts of rural ITS among other transportation agencies throughout the country. This included conducting personal interviews with recognized industry leaders, attending industry conferences, and performing extensive research in literature, products (both off-the-shelf and in-development), and on-line. Based on the interviews and state-of-the-practice research components, the investigators developed a list of ITS concepts that might service the rural needs of the Department. Each of the five focus areas contains several concepts that address needs identified as original project goals, or new topics identified during the field interviews. Each discussion section provides a conceptual approach and application of ITS technology or state-of-the-practice development, a breakdown of benefits and challenges for implementation, implementation recommendations and a breakdown of the engineer's opinion of cost. Each concept has been ranked by the project advisory group based on implementation priority. A potential process owner and potential resources for deployment are also identified. KW - Arizona Department of Transportation KW - Corridor management KW - Data sharing KW - Highway advisory radio KW - Implementation KW - Intelligent transportation systems KW - Maintenance KW - Motorist aid systems KW - Road weather information systems KW - Rural areas KW - Technology UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ615.pdf UR - https://trid.trb.org/view/851335 ER - TY - RPRT AN - 01090492 AU - Davis, Gary A AU - University of Minnesota, Minneapolis AU - American Institute of Architects AU - Federal Highway Administration TI - Traffic Safety Methodologies PY - 2007/09//Final Report SP - 12p AB - The main objective of this research was to review how, and to what extent, safety issues are treated in context-sensitive design activities. The ideal to which the author refers is that safety issues should be an explicit and quantitative component of design decision-making. This means that ideally, numerical predictions of the safety effects of different design alternatives should be part of how those alternatives are evaluated. Because a review of safety in all its aspects is beyond the scope of this project, the author focused on pedestrian safety and its relation to traffic-calming design elements. Safety is cited as a dominant concern in roadway design but, as Hauer (1988) has pointed out, a federal commission charged with evaluating the safety impacts of proposed highway rehabilitation initiatives found the existing knowledge base inadequate to the task. This concern and the knowledge gap have led to a major effort on the part of the Federal Highway Administration, the Association of American State Highway and Transportation Officials, and the Transportation Research Board to produce the first edition of a Highway Safety Manual (HSM). This document, similar in spirit to the Highway Capacity Manual, is aimed at providing transportation engineers with tools for explicitly predicted the changes in crash frequency expected from different roadway design components. Although quantitative safety prediction can be done for certain design elements, such as installation of a traffic signal at an intersection or removal of roadside obstacles, science-based prediction for the type and scope of design activities characterizing context-sensitive designs is much more difficult. This is especially true for predictions related to pedestrian safety, and produces a gap between the design ideal described above and design as it is practiced. It is recommended that measurement of safety effects be included as part of context-sensitive design projects, to expand the knowledge base on which a future prediction capability can be built. KW - Context sensitive design KW - Countermeasures KW - Crash rates KW - Highway design KW - Highway safety KW - Pedestrian safety KW - Traffic calming KW - Traffic safety UR - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1534 UR - https://trid.trb.org/view/850776 ER - TY - RPRT AN - 01090241 AU - Kuhn, Beverly AU - Balke, Kevin AU - Chaudhary, Nadeem A AU - Jasek, Deborah L AU - Karkee, Ganesh J AU - Obeng-Boampong, Kwaku AU - Shelton, Jeffrey AU - Venglar, Steven AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Managed Lanes Strategies Feasible for Freeway Ramp Applications PY - 2007/09//Technical Report SP - 410p AB - Current funding constraints and difficulty in gaining environmental and public approval for large-scale construction projects has forced the Texas Department of Transportation (TxDOT) to continue considering alternative solutions to roadway widening to mitigate congestion. One area for potentially improving freeway performance is ramp locations. Current ramp treatments only address point demand. Applying managed lanes operational strategies to ramps could maximize existing capacity, manage demand, offer choices, improve safety, and generate revenue. This project investigates the application of these demand management strategies to mainlane ramps and managed lane ramp operations during the peak period; i.e., “managed ramps.” Such strategies could include peak-period use of both mainlane or managed lanes entrance and exit ramps by user group, possibly influencing mode choice, enhancing mobility, improving safety in a freeway corridor, and helping ensure the integrity and free-flow operations of a managed lanes facility. This research: (1) investigated under what conditions should managed ramps be considered for both mainlanes and managed lanes based on relevant factors including target users in the corridor, congestion level, ramp spacing/density, ramp volumes, accident history, etc.; (2) assessed the impacts and benefits of managed ramps; and (3) developed general guidelines and best practices for operating and enforcing managed ramps. KW - Highway operations KW - Managed lanes KW - Mobility KW - Mode choice KW - Off ramps KW - On ramps KW - Peak hour traffic KW - Texas KW - Traffic congestion KW - Traffic flow KW - Traffic lanes KW - Traffic simulation KW - Traffic volume UR - http://tti.tamu.edu/documents/0-5284-2.pdf UR - https://trid.trb.org/view/850703 ER - TY - RPRT AN - 01090134 AU - Chen, Mei AU - Xia, Jingxin AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Archived Data Management System In Kentucky PY - 2007/09//Final Report SP - 39p AB - Archived Data User Service (ADUS) was added to the national ITS architecture in 1999 to enable multiple uses for ITS-generated data. In Kentucky, ARTIMIS and TRIMARC are collecting volume, speed, occupancy, length-based classification, and incident data on a continuous basis. This study developed the Kentucky Archived Data Management System (ADMS) to archive and disseminate data collected by sensors in ARTIMIS and TRIMARC systems. This system is designed to be the prototype of ITS data clearinghouse in Kentucky. The Kentucky ADMS operates on a web server that allows users to retrieve traffic data (i.e., volume, speed, lane occupancy) in 15 minute increments from a GIS-based map. Some freeway performance measures such as AADT are also provided. Data quality control and assurance were also performed to identify the erroneous data items and/or records and to provide statistically more accurate estimates. KW - Archived data user services KW - Data banks KW - Data quality KW - Database management systems KW - Geographic information systems KW - Intelligent transportation systems KW - Kentucky KW - Lane occupancy KW - Traffic data KW - Traffic speed KW - Traffic volume UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_25_STP_279_03_1F.pdf UR - https://trid.trb.org/view/850320 ER - TY - RPRT AN - 01089778 AU - Simpson, Amy L AU - Schmalzer, Peter Nils AU - Rada, Gonzalo R AU - MACTEC Engineering and Consulting, Incorporated AU - Federal Highway Administration TI - Long Term Pavement Performance Project Laboratory Materials Testing and Handling Guide PY - 2007/09//Final Report SP - 587 AB - The Long Term Pavement Performance (LTPP) Laboratory Materials Testing Guide was originally prepared for laboratory material handling and testing of material specimens and samples of asphalt materials, portland cement concrete, aggregates, and soils under the supervision of the Strategic Highway Research Program. This version of the Guide has been updated to provide a historical reference document for analysts of the LTPP data. It provides the basis for the quality control program used in performing the laboratory testing, the protocols used in testing the material samples, and the guidelines for handling these samples in the laboratory. Additionally, this document provides the guidelines used for identifying the pavement structure based on the material properties of the sampled layers. KW - Aggregates KW - Asphalt cement KW - Asphalt concrete KW - Bituminous materials KW - Concrete KW - Handbooks KW - Laboratory tests KW - Long-Term Pavement Performance Program KW - Materials tests KW - Portland cement concrete KW - Properties of materials KW - Quality control KW - Sample handling KW - Soils KW - Strategic Highway Research Program KW - Test protocols UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/07052/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/07052/07052.pdf UR - http://ntl.bts.gov/lib/30000/30500/30550/07052.pdf UR - https://trid.trb.org/view/850339 ER - TY - RPRT AN - 01088793 AU - Foisey, Michael J AU - Ringgold, William Aron AU - Rhode Island Department of Transportation AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Development and Verification of a New Method to Determine the Available Alkali in Pozzolan (Fly Ash) or Ground Granular Blast Furnace Slag (GGBFS) PY - 2007/09//Final Report SP - 40p AB - The available alklali test was performed at the standard temperature of 100 degrees F per ASTM C-311, and at 125 degrees F. The pozzolans tested at the higher temperature produced greater sodium and potassium solubility. The 100 degree F curve approached the 125 degree F curve of solubility vs. time asymptotically at later times. For ground granular blast furnace slags (GGBFS), solubility seemed more rapid, possibly due to fineness. Results for GGBFS show that the test of available alkalis might have been done in 14 days at 125 degrees F due to rapid solubility at the higher temperature. KW - Alkali KW - Fly ash KW - Potassium KW - Pozzolan KW - Slag KW - Sodium KW - Solubility KW - Temperature KW - Time UR - https://trid.trb.org/view/849697 ER - TY - RPRT AN - 01088298 AU - Roque, Reynaldo AU - Guarin, Alvaro AU - Wang, Guangming AU - Zou, Jian AU - Mork, Helge AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Develop Methodologies/Protocols to Assess Cracking Potential of Asphalt Mixtures Using Accelerated Pavement Testing PY - 2007/09//Final Report SP - 141p AB - Methodologies were identified which involved the use of the accelerated pavement aging system (APAS) to induce age-hardening of the pavement in the accelerated pavement testing (APT) facility and achieve stiffness profiles consistent with those observed in field-aged pavements, followed by loading with and without wander using the heavy vehicle simulator (HVS). These approaches would allow the evaluation of several hypotheses associated with the development and accumulation of damage and its effect on top-down cracking, as well as hypotheses associated with the energy-based cracking criteria developed in earlier Florida Department of Transportation (FDOT) research efforts. Properties determined from falling weight deflectometer (FWD) tests on the pavement sections and Superpave indirect tension tests (IDT) performed on asphalt concrete cores obtained from the pavements at different aging levels have been used to predict stresses, strains, and energies due to applied wheel loads. Excellent correspondence has been observed between predicted and measured strains. Strains measured using gages epoxied to the surface of the pavement are excellent tools for evaluation of pavement load response, but are not good indicators of the development of damage. Top-down cracking was achieved only when the pavement was aged beyond normal levels to reduce fracture resistance and minimize healing potential. However, in contrast with field observations, where top-down cracks are longitudinal, the cracks developed by the heavy vehicle simulator (HVS) were transverse. Theoretical analyses indicated that transverse cracks were explained by the much slower speed of the HVS load that resulted in much greater damage in the longitudinal direction than in the transverse direction. Several recommendations were made to conduct further investigations and modify the existing APT system to better simulate the mechanisms that lead to top-down cracking in the field. KW - Accelerated tests KW - Age hardening KW - Asphalt concrete KW - Asphalt concrete pavements KW - Cracking KW - Falling weight deflectometers KW - Heavy vehicle simulators KW - Indirect tension test KW - Longitudinal cracking KW - Test protocols KW - Top down cracking (Pavements) KW - Transverse cracking UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD545_49_rpt.pdf UR - https://trid.trb.org/view/849562 ER - TY - JOUR AN - 01084515 JO - Public Roads PB - Federal Highway Administration AU - Chavez, Richard G AU - Kosup, Allan AU - Desai, Bart AU - Huey, Donna TI - Accountability at a Glance PY - 2007/09 VL - 71 IS - 2 SP - pp 10-15 AB - This article describes how California is using the power of the Internet to provide transparency of management regarding a $3 billion program of transportation improvements. San Diego voters acted in 2004 to extend TransNet, an existing local sales tax, to finance highway, transit, and local road projects that are aimed at reducing traffic congestion in San Diego County. The $3 billion TransNet-funded Early Action Program includes 21 highway and transit projects along six major corridors. As trustees of the public's money, the San Diego Association of Governments (SANDAG) and the California Department of Transportation (Caltrans) developed the TransNet Dashboard, an Internet communications tool. The Dashboard's core function is to incorporate data from various sources and provide real-time information regarding budgets and expenditures, scheduling, and information related to project scope, risk, and cost estimates. By providing regular updates on a project's budget and schedule, the Dashboard enables the public, elected officials, other representatives of SANDAG member governments, and the Independent Taxpayer Oversight Committee to track the progress of the overall Early Action Program and its various components. The Dashboard also functions as a sophisticated program management tool by providing a single platform that SANDAG, Caltrans, and their partners can use to share data. The Dashboard made its online debut in August 2006. In its first 7 months, the site had approximately 127,000 hits, for an average of 18,142 per month. KW - Accountability KW - Budgeting KW - California Department of Transportation KW - Communication KW - Construction projects KW - Highways KW - Information dissemination KW - Information management KW - Information storage and retrieval systems KW - Internet KW - Project management KW - Public transit KW - Real time information KW - Roads KW - San Diego (California) KW - San Diego Association of Governments KW - Schedules and scheduling KW - Taxes KW - TransNet (Sales tax) UR - http://www.fhwa.dot.gov/publications/publicroads/07sep/02.cfm UR - https://trid.trb.org/view/842461 ER - TY - JOUR AN - 01084498 JO - Public Roads PB - Federal Highway Administration AU - Moler, Steve TI - The Low-Cost Dropoff Solution PY - 2007/09 VL - 71 IS - 2 SP - pp 2-9 AB - A condition known as pavement-edge dropoff (PEDO), the uneven edge or vertical dropoff between the paved travel lane and the unpaved shoulder, is a relatively rare but serious factor in accidents. This article describes the PEDO problem and highlights countermeasures that can reduce the risk. Highway safety experts consider a dropoff of 12.7 cm or more to be unsafe and a dropoff of 5.1 cm to be a potential driving hazard. When a vehicle slips off the pavement and onto an unpaved shoulder, the steep edge can make it difficult for a driver to reenter the paved travel lane safely. When a driver encounters a steep pavement edge, he or she attempts to return immediately to the paved travel lane but in doing so tends to oversteer, causing intense rubbing of vehicle tires against the pavement edge, which initially prevents the vehicle from climbing back onto the pavement. This oversteering can cause loss of control at the moment when the right rear tire climbs back onto the pavement, causing the vehicle to fishtail or go into a broadside skid. According to FHWA, an estimated 11,000 people suffer injuries and roughly 160 die annually in crashes related to unsafe pavement edges. One solution is to install a 30- to 35-degree tapered asphalt wedge or fillet, known as a safety edge, along each side of the roadway during resurfacing projects. The safety edge not only provides an angled and compacted transition that eliminates the abrupt dropoff, but it also provides for a stronger and more stable pavement edge, which makes it easier for drivers to maneuver their vehicles safely back onto the roadway. By offering a tapered, rather than vertical, transition between the paved surface and the unpaved shoulder, the safety edge is a low-cost means of improving highway safety. KW - Countermeasures KW - Dropoffs (Pavements) KW - Highway safety KW - Loss of control KW - Oversteer KW - Pavement design KW - Pavement edge KW - Resurfacing KW - Road shoulders KW - Wedges UR - http://www.fhwa.dot.gov/publications/publicroads/07sep/01.cfm UR - https://trid.trb.org/view/842460 ER - TY - JOUR AN - 01084493 JO - Public Roads PB - Federal Highway Administration AU - Chong, Shuang-Ling AU - Yao, Yuan TI - Selecting Overcoats for Bridges PY - 2007/09 VL - 71 IS - 2 SP - pp 16-22 AB - Many bridges in the United States require rehabilitation to prevent corrosion. This paper discusses overcoating as a less costly alternative to the traditional practice of enclosing sections of a bridge for abrasive blasting, disposing of the removed paint, and repainting. To evaluate how various overcoat materials perform when they are applied to different types of aged steel substrates, Federal Highway Administration researchers selected six lead-free and low-volatile organic compound materials to apply over coated, aged, and rusted surfaces. Using a cyclic, accelerated testing method, they studied the overcoat systems in the laboratory and through field exposures, evaluating performance by assessing surface failures and rust creepage developed at scribes (scratches made through the overcoat surface down to the steel substrate). Comparing the results yielded a number of insights into overcoat performance when applied to the three types of substrates. Although rust creepage developed at the scribe and grew linearly over time for each sample, the overcoat materials performed differently though applied to the same primer substrates. The difference in performance depended upon the wetting or penetrating properties of the individual overcoat material, which contains different types and amounts of solvent and resins with varying penetrating power. The longer the overcoat material takes to cure, the more solvent is available to soften the coating substrate and thereby increase the primer's adhesion to steel. As a result, the researchers concluded that the difference in the amount of rust creepage at the scribe was due to the variability in primer. Overall, calcium sulfonate (CSA) performed the best on all three substrates. However, it is a soft material that picks up dirt easily. Given these strengths and weaknesses, bridge owners are advised to use their best judgment in deciding whether to use CSA as an overcoat material. KW - Accelerated tests KW - Anticorrosion coatings KW - Calcium sulfonates KW - Coated materials KW - Corrosion protection KW - Cyclic tests KW - Field tests KW - Laboratory tests KW - Materials tests KW - Metal bridges KW - Overcoating KW - Primers (Materials) KW - Properties of materials KW - Rehabilitation (Maintenance) KW - Rust prevention KW - Surfaces UR - http://www.fhwa.dot.gov/publications/publicroads/07sep/03.cfm UR - https://trid.trb.org/view/842464 ER - TY - JOUR AN - 01084483 JO - Public Roads PB - Federal Highway Administration AU - Corbin, John AU - Vasconez, Kimberly C AU - Helman, David TI - Unifying Incident Response PY - 2007/09 VL - 71 IS - 2 SP - pp 23-29 AB - This article describes a new multidisciplinary initiative called the National Unified Goal for Traffic Incident Management (NUG). The NUG was created by a coalition of 19 organizations representing emergency medial services, emergency communications personnel, fire and rescue services, law enforcement, transportation workers, towing and recovery operators and public information specialists. The NUG constitutes a national policy with 3 major goals: responder safety; safe, quick clearance of incidents; and prompt, reliable and interoperable communications. Strategies have been developed for meeting each of these goals. The coalition that developed the NUG encourages state and local transportation and public safety agencies to adopt this unified policy because it has the potential to dramatically improve the way traffic incidents are managed on U.S. roadways. KW - Coalitions KW - Communications KW - Emergency management KW - Highway safety KW - Incident management KW - Multidisciplinary teams KW - National Unified Goal for Traffic Incident Management KW - Policy KW - Policy making KW - Strategic planning KW - Traffic incidents KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/publicroads/07sep/04.cfm UR - https://trid.trb.org/view/842465 ER - TY - RPRT AN - 01084160 AU - MacDonald, Tracey AU - Erker, Matt AU - Carter & Burgess, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - STEP UP Phase II Statewide Implementation Report PY - 2007/09//Final Report SP - 20p AB - Strategic Transportation, Environmental and Planning Process for Urbanizing Places, or STEP UP, is an environmental streamlining pilot project involving the Colorado Department of Transportation (CDOT), the Federal Highway Administration (FHWA), the Environmental Protection Agency (EPA) and the North Front Range Metropolitan Planning Organization (NFRMPO). The primary objectives of the project are 1) development of an improved process for addressing environmental impacts related to transportation projects at the earliest possible stage, 2) development of GIS-based tools for early identification of impacts of transportation projects, and 3) incorporation of a cumulative effects assessment into NFRMPO’s Regional Transportation Plan process to help understand the effects of transportation development on both land use and environmental resources. This report discusses the recommended steps and costs for implementing STEP UP across Colorado. KW - Colorado KW - Costs KW - Cumulative effects assessment KW - Environmental impacts KW - Environmental streamlining KW - Geographic information systems KW - Implementation KW - Land use planning KW - Strategic planning KW - Transportation planning UR - http://www.dot.state.co.us/Publications/PDFFiles/step2.pdf UR - https://trid.trb.org/view/843101 ER - TY - RPRT AN - 01083345 AU - Mehta, Yusuf AU - Rowan University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of Interlayer Bonding in HMA Pavements PY - 2007/09//Final Report SP - 154p AB - Some state departments of transportation (DOTs), such as the Wisconsin DOT (WisDOT) have experienced pavement failures that were attributed to poor bonding at the interlayer. Three roads of WisDOT were analyzed in this study, which experienced varied degrees of slippage distress. The effect of slip can be minimized by making the surface layer sufficiently thick or stiff. It was observed that the stiffness ratio between the top two layers were higher for no distress sections than that of high distress sections. The additional thickness needed to increase structural capacity of a pavement with lower stiffness ratio to a level that will minimize slippage cracking was also investigated. The structural capacity of pavement with lower stiffness ratio (E1/E2 = 2) can be changed to the same structural capacity as that of a pavement with high E1/E2 (say, E1/E2 = 10) by providing additional thickness of 2 in. and 4 in. on existing top layer of 2 in. and 3 in. thickness, respectively. This study provides the state agency with tools during pavement design to minimize slippage cracking due to interlayer bonding failure. KW - Asphalt pavements KW - Bonding KW - Interlayer slip KW - Pavement cracking KW - Pavement layers KW - Pavement structural capacity KW - Stiffness KW - Thickness KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/02-13-interlayerbonding-f.pdf UR - http://ntl.bts.gov/lib/55000/55700/55716/02-13-INTERLAYERBONDING-F.PDF UR - https://trid.trb.org/view/842591 ER - TY - RPRT AN - 01082754 AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Initial Assessment of Compliance of Texas Roadside Safety Hardware with Proposed Update to NCHRP Report 350 PY - 2007/09//Technical Report SP - 136p AB - Guidelines for testing and evaluating the impact performance of roadside safety features are periodically updated to stay current with improvements in technology and changes in the vehicle fleet and impact conditions. NCHRP Report 350, which contains current recommendations for testing and evaluating roadside safety devices, was published in 1993. Research to develop an update to NCHRP Report 350 (Update) has recently been completed under NCHRP Project 22-14(02). Changes being proposed as part of the new guidelines include new design test vehicles, revised test matrices, and revised impact conditions. These changes will likely necessitate the re-evaluation of the impact performance of some existing roadside features. Under this project, researchers performed an initial assessment regarding the ability of Texas roadside safety hardware to comply with the Update. The impact performance assessment was based on crash test results, engineering analyses, and engineering judgment. Categories of roadside appurtenances evaluated include guard fence, median bariers, bridge rails, precast work zone barriers, breakaway sign supports, and work zone traffic control devices. Proprietary devices such as crash cushions and guardrail end treatments were not considered. The results of the performance assessment were used to prioritize additional testing and evaluation required to bring Texas roadside safety features into compliance with the new impact performance guidelines. This prioritization of hardware will help ensure efficient use of resources and provide a relatively seamless transition to the Update. KW - Breakaway supports KW - Bridge railings KW - Compliance KW - Crash barriers KW - Engineering KW - Evaluation and assessment KW - Guardrails KW - Highway safety KW - Impact tests KW - Median barriers KW - NCHRP Report 350 KW - Performance KW - Precast concrete KW - Roadside safety KW - Roadside safety hardware KW - Signs KW - Test vehicles KW - Texas KW - Traffic control devices KW - Work zone traffic control KW - Work zones UR - https://trid.trb.org/view/841737 ER - TY - RPRT AN - 01081202 AU - Sargand, Shad AU - Morrison, Jill AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Truck/Pavement/Economic Modeling and In-Situ Field Test Data Analysis Applications -- Volume 4: Effects of Slab Shape and Load Transfer Mechanisms on Portland Cement Concrete Pavement PY - 2007/09//Technical Report SP - 106p AB - A jointed concrete pavement on I-490 near Rochester, NY, was reconstructed using three different dowel bar spacings in eastbound test sections. Two sections in the westbound direction were instrumented to monitor environmental strain, deflections, and pavement temperatures. Monitoring of the westbound sections was conducted at the time of construction, after 28 days of curing, and at various intervals over the next two years. The instrumentation included deep and shallow linear variable differential transducers (LVDTs) to measure displacements in the center and the corners of the slabs, thermocouples at four depths near the center and at one corner of the slab, and vibrating wire strain gages with built-in thermistors in the center and the left wheel path. Air temperature data were also gathered during monitoring periods. Data were taken from the instruments at the time of construction, and at 37 days (after curing), 12 months, 16 months, and 28 months after construction. In addition to instrumentation readings taken over an approximately 24-hour period, each visit included slab shape measurements made with a Dipstick, and deflections measured with a falling weight deflectometer (FWD) on the westbound sections. The final data collection visit, in October 2004, also included FWD testing and profilometer measurements on the eastbound sections. In measuring the pavement response, the FWD and LVDT data both indicated some loss of support that varied in response to changing temperature conditions. Of the three dowel bar arrangements, the E2 arrangement that used bars with the smallest cross-section and the narrowest spacing had the best load transfer efficiency. KW - Concrete pavements KW - Deflection KW - Dipstick KW - Displacement (Pavements) KW - Dowels (Fasteners) KW - Economic models KW - Falling weight deflectometers KW - Field tests KW - Instrumentation KW - Linear variable differential transducers KW - Load transfer KW - Monitoring KW - Pavement performance KW - Portland cement concrete KW - Profilometers KW - Shape KW - Slabs KW - Spacing KW - Strain (Mechanics) KW - Strain gages KW - Temperature KW - Thermocouples KW - Trucks KW - Wheel paths UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2007/Pavements/147700-FR.pdf UR - http://ntl.bts.gov/lib/55000/55800/55800/FHWA-OH-2006-3D.PDF UR - http://ntl.bts.gov/lib/55000/55800/55801/FHWA-OH-2006-3D_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/840412 ER - TY - RPRT AN - 01080626 AU - Ozyildirim, Celik AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - High-Performance Continuously Reinforced Concrete Pavements in Richmond and Lynchburg, Virginia PY - 2007/09//Final Report SP - 31p AB - This study evaluated the properties of two high performance concrete (HPC) paving projects in Virginia. These continuously reinforced concrete pavements were placed on State Route 288 near Richmond and on the U.S. 29 Madison Heights Bypass in Lynchburg; a minimum flexural strength of 650 psi at 28 days was required for each. In an attempt to control cracking, reduced shrinkage was sought through the use of large maximum size well-graded aggregates and proper curing. The results showed that satisfactory strengths can be obtained at 28 days. Concretes with the lowest water content had the lowest shrinkage, as expected. For desired performance, good construction practices including a level base, correct steel placement, proper consolidation, timely texturing, and effective curing are required. Although pavement designs are based on flexural strength, compressive strength tests are more convenient and less variable than are flexural strength tests. Therefore, a correlation was established between flexural and compressive strength, and acceptance of the pavements was based on compressive strength. The findings of the study led to the following recommendations with regard to the concrete used in HPC paving projects: (1) Consider specifying strength at ages above 28 days to encourage the use of a higher percentage of pozzolanic material. (2) Specify the use of large maximum size aggregate in combination with well-graded aggregate to reduce water content and minimize segregation. (3) Use trial batches to determine the minimum cementitious materials content that provides acceptable strength and workability. (4) Use actual elastic modulus values to check and adjust the design of the pavement. (5) Use a test section before the start of the paving operation to determine if any changes to the equipment and placement procedures are needed. (6) Use compressive strength for the acceptance of a project after a correlation with flexural strength is established. (7) Permit maturity testing to estimate the strength of concrete in the pavement for opening to traffic based on concrete curing time and temperature. If as little as a 10 percent increase in service life were achieved by using HPC, the savings would be in the millions of dollars over the life of the pavement. With proper selection of the aggregates, a reduction in the cementitious material content of 50 lb/yd3 is possible and would translate to a savings of about $400,000 dollars for the two projects investigated in this study. The reduction in time for opening to traffic of new or reconstructed pavements through strength estimation by the maturity method and the use of appropriate earlier strength mixtures can lead to road user cost savings close to $0.5 million per year. KW - Aggregate gradation KW - Compressive strength KW - Concrete aggregates KW - Concrete curing KW - Concrete maturity KW - Continuously reinforced concrete pavements KW - Costs KW - Flexural strength KW - High performance concrete KW - Lynchburg (Virginia) KW - Maturity testing KW - Modulus of elasticity KW - Moisture content KW - Pavement design KW - Pozzolan KW - Richmond (Virginia) KW - Savings KW - Shrinkage KW - Size KW - Temperature KW - Time UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r4.pdf UR - http://ntl.bts.gov/lib/37000/37400/37408/08-r4.pdf UR - https://trid.trb.org/view/840044 ER - TY - RPRT AN - 01080623 AU - Sargand, Shad M AU - Masada, Teruhisa AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Long-Term Monitoring of Pipe Under Deep Cover PY - 2007/09//Final Report SP - 236p AB - In the study described in this report, the ORITE research team monitored from 2000 to 2005 the field structural performance of the eighteen thermoplastic pipe structures at the deep burial project site located in Albany, Ohio. In the fall of 2004, the team introduced controlled cuts or notches to the select pipe structures and recorded the pipe wall responses to the defects using strain gages. The team also removed small coupon specimens from the end sections of the select 7-year old thermoplastic pipes and examined them by the standard tensile modulus/strength test method in the laboratory. The long-term field data indicated that the pipe deflections had been fairly stable since the first year, while the soil pressures acting around the pipes had been fluctuating seasonally in each year. According to theoretical analysis, seasonal changes in the air temperature were responsible for the soil pressure fluctuations, not the seasonal changes in the soil moisture conditions. During the in-situ notching experiments, strains induced in the pipe wall by the notching process always disappeared quickly withing 10 seconds. There were no signs of slow crack growth observed. This was even true for the longitudinal cuts made at the crown, where tensile stresses usually exist. The laboratory tensile strength test results showed that the tensile properties of the thermoplastic did not degrade at all over the 7 year period. Overall, the long-term phase of the ORITE thermoplastic pipe deep burial project showed that stress relaxation tends to govern the field behaviors of the buried thermoplastic pipe more than creep. The long-term performance data collected during this unique field study reaffirmed the importance of installing these thermoplastic pipes properly according to the current Ohio Department of Transportation (ODOT) specifications. KW - Air KW - Creep KW - Deflection KW - Earth pressure KW - Excavations KW - Field studies KW - Performance KW - Pipe KW - Relaxation (Mechanics) KW - Seasons KW - Structural performance KW - Temperature KW - Tensile properties KW - Tensile strength KW - Thermoplastic materials KW - Underground structures UR - http://worldcat.org/arcviewer/1/OHI/2011/08/02/H1312313769334/viewer/file1.pdf UR - https://trid.trb.org/view/840003 ER - TY - RPRT AN - 01080521 AU - Hearn, George AU - Xi, Yunping AU - University of Colorado, Boulder AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Service Life and Cost Comparisons for Four Types of CDOT Bridge Decks PY - 2007/09//Final Report SP - 116p AB - This study examines costs and performance of four types of reinforced concrete bridge decks currently in service on Colorado Department of Transportation (CDOT) highway bridges. These four types allow a comparison between bare decks and decks with waterproofing membranes, and between decks with uncoated steel reinforcement and decks with epoxy-coated steel reinforcement. Histories of deck condition ratings are used to estimate deck service life and to generate population models of service life. Decks with waterproofing membrane have longer service life than bare decks. Condition data indicate longer service life for decks with uncoated reinforcing steel, but this outcome may be due to the limited extent of condition data for decks having epoxy-coated reinforcement. Costs for bridge decks are evaluated as initial costs, present values, and annualized costs. By all present value and annualized cost measures, decks with waterproofing membrane are least expensive. This outcome is not sensitive to the value of the discount factor. KW - Bridge decks KW - Colorado KW - Costs KW - Epoxy coatings KW - Performance KW - Reinforced concrete KW - Reinforcing bars KW - Service life KW - Waterproofing materials UR - http://www.dot.state.co.us/Publications/PDFFiles/bridgedecklife.pdf UR - https://trid.trb.org/view/839728 ER - TY - RPRT AN - 01080152 AU - O'Connor, Jim E AU - Driscoll, Daniel G AU - U.S. Geological Survey AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Applicability of Paleoflood Surveys to the Black Hills of Western South Dakota PY - 2007/09//Final Report SP - 45p AB - Flood-frequency analyses for the Black Hills area have large uncertainties because of several complicating factors, including: effects of the massive 1972 storm near Rapid City; geologic influences; and potential influences of topography on precipitation patterns. The objective of this study was to assess the applicability of paleoflood hydrology techniques to generate better historical records on the magnitude and frequency of peak-flood events in the Black Hills area. As the study evolved, it became apparent that the paleohydrologic approach of greatest potential utility is detailed stratigraphic analysis of sequential deposits of slackwater flood sediments in caves, alcoves, and rock shelters, along with radiocarbon dating of entrained organic materials. This approach has been used worldwide in suitable environments to assess the frequency of large and infrequent floods and was applied at French Creek and Spring Creek, where detailed analyses demonstrated the regional applicability of this approach. Stratigraphic records for multiple sites in each stream reach provided excellent chronologies of previous large floods, indicating various flood events within the previous several millennia approaching or exceeding the approximate magnitude of 1972 flooding. Ensuing regional reconnaissance efforts indicated that local conditions are ideal for formation and preservation of flood slackwater deposits, especially within Paleozoic carbonate rocks ringing the periphery of the Black Hills, where abundant caves and alcoves protect deposits from erosion. Generally arid conditions aid in preservation of stratigraphic boundaries and detrital organic materials necessary for reconstructing flood chronologies. The overall conclusion of this reconnaissance-level study is that improved understanding of flood frequencies for the Black Hills region would result from implementation of future studies using established paleoflood techniques. Flood slackwater deposits have been identified in canyon sections of most major drainages in the Black Hills. These deposits show stratigraphic records of large floods that can be effectively used with radiocarbon dating and hydraulic analysis to determine the approximate timing and discharge of previous large floods. Specific flood issues that could be addressed by Black Hills paleoflood studies include: (1) determination of the frequency, magnitude, and spatial characteristics of 1972-scale floods for several or all of the major Black Hills drainages; and (2) evaluation of spatial patterns of large-flood generation that owe to topography, geology, and climatology. KW - Black Hills (South Dakota) KW - Flood frequency KW - Flood slackwater deposits KW - Floods KW - Hydraulics KW - Hydrology KW - Paleoflood surveys KW - Radiocarbon dating KW - Stratigraphy KW - Topography UR - http://www.sddot.com/business/research/projects/docs/SD2005-12_Final_Report.pdf UR - https://trid.trb.org/view/839254 ER - TY - RPRT AN - 01080144 AU - O'Connor, Jim E AU - Driscoll, Daniel G AU - U.S. Geological Survey AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Applicability of Paleoflood Surveys to the Black Hills of Western South Dakota: Executive Summary PY - 2007/09//Executive Summary SP - 9p AB - Flood-frequency analyses for the Black Hills area have large uncertainties because of several complicating factors, including: effects of the massive 1972 storm near Rapid City; geologic influences; and potential influences of topography on precipitation patterns. The objective of this study was to assess the applicability of paleoflood hydrology techniques to generate better historical records on the magnitude and frequency of peak-flood events in the Black Hills area. As the study evolved, it became apparent that the paleohydrologic approach of greatest potential utility is detailed stratigraphic analysis of sequential deposits of slackwater flood sediments in caves, alcoves, and rock shelters, along with radiocarbon dating of entrained organic materials. This approach has been used worldwide in suitable environments to assess the frequency of large and infrequent floods and was applied at French Creek and Spring Creek, where detailed analyses demonstrated the regional applicability of this approach. Stratigraphic records for multiple sites in each stream reach provided excellent chronologies of previous large floods, indicating various flood events within the previous several millennia approaching or exceeding the approximate magnitude of 1972 flooding. Ensuing regional reconnaissance efforts indicated that local conditions are ideal for formation and preservation of flood slackwater deposits, especially within Paleozoic carbonate rocks ringing the periphery of the Black Hills, where abundant caves and alcoves protect deposits from erosion. Generally arid conditions aid in preservation of stratigraphic boundaries and detrital organic materials necessary for reconstructing flood chronologies. The overall conclusion of this reconnaissance-level study is that improved understanding of flood frequencies for the Black Hills region would result from implementation of future studies using established paleoflood techniques. Flood slackwater deposits have been identified in canyon sections of most major drainages in the Black Hills. These deposits show stratigraphic records of large floods that can be effectively used with radiocarbon dating and hydraulic analysis to determine the approximate timing and discharge of previous large floods. Specific flood issues that could be addressed by Black Hills paleoflood studies include: (1) determination of the frequency, magnitude, and spatial characteristics of 1972-scale floods for several or all of the major Black Hills drainages; and (2) evaluation of spatial patterns of large-flood generation that owe to topography, geology, and climatology. KW - Black Hills (South Dakota) KW - Flood frequency KW - Flood slackwater deposits KW - Floods KW - Hydraulics KW - Hydrology KW - Paleoflood surveys KW - Radiocarbon dating KW - Stratigraphy KW - Topography UR - http://www.sddot.com/business/research/projects/docs/SD2005-12_Executive_Summary.pdf UR - https://trid.trb.org/view/839252 ER - TY - RPRT AN - 01079300 AU - Kweon, Young-Jun AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development of a Safety Evaluation Procedure for Identifying High-Risk Signalized Intersections in the Virginia Department of Transportation’s Northern Virginia District PY - 2007/09//Final Report SP - 80p AB - This research was undertaken to develop an evaluation procedure to identify high-risk four-legged signalized intersections in the Virginia Department of Transportation's (VDOT’s) Northern Virginia district by traffic movements and times of day. By using the developed procedure, traffic engineers are expected to be able to identify signalized intersections where the traffic crash occurrences under different traffic conditions for different times of day are more frequent than would normally be expected. Using generalized linear models such as negative binomial models, one safety performance function was estimated for each of nine crash population reference groups formed by three traffic crash patterns (crash patterns 1, 4, and 6) and four times of day (A.M. peak, mid day, P.M. peak, and evening off peak). Crash pattern 1 is a same-direction crash (rear-end, sideswipe or angle crash) that occurs after exiting the intersection; crash pattern 4 is a right-angle crash between two adjacent straight-through vehicle movements in the intersection; and crash pattern 6 is an angle or head-on or opposite sideswipe crash between a straight-through vehicle movement and an opposing left-turn vehicle movement in the intersection. The procedure developed in this study is based on the empirical Bayes (EB) method. Additional data do not need to be collected in order to use the EB procedure because all the data required for applying the EB procedure should be obtainable from VDOT’s crash database and from Synchro input data that are already available to traffic engineers for traffic signal phase plans. Thus, the EB procedure is cost-effective and readily applicable. For easy application of the EB procedure, an EB spreadsheet was developed using Microsoft Excel, and a users’ guide was prepared. These are available from the author upon request. KW - Bayes' theorem KW - Crash analysis KW - Crash rates KW - Crash types KW - Evaluation KW - High risk locations KW - Highway safety KW - Northern Virginia KW - Periods of the day KW - Signalized intersections KW - Traffic crashes KW - Traffic safety UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r1.pdf UR - https://trid.trb.org/view/838906 ER - TY - RPRT AN - 01079279 AU - Kassner, Bernard L AU - Brown, Michael C AU - Schokker, Andrea J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Material Investigation of the Full-Depth, Precast Concrete Deck Panels of the Old Woodrow Wilson Bridge PY - 2007/09//Final Report SP - 42p AB - The Woodrow Wilson Memorial Bridge crossing the Potomac River near Washington, D.C., was replaced after more than 45 years of service. Researchers examined the full-depth, precast lightweight concrete deck panels that were installed on this structure in 1983. This report covers the visual survey and concrete material tests from this investigation. The concrete deck appeared to be in good condition overall, with no discernible cracks or signs of impending spalls on the top surface, except for a few signs of distress evidenced by asphalt patches. From below the deck, there were some indications of efflorescence and some panel joints exhibited rust staining, efflorescence, and small pop-out spalls. Closure pours for the expansion joints had more severe corrosion and efflorescence. Steel bearing plates and hold-down rods used for panel-to-deck connections were generally in good condition, although there were the occasional elements that rated poorly. The concrete sampled from the lightweight precast deck panels had an average compressive strength of 7.01 ksi (48.3 MPa), which represented little increase over the average 28-day strength. The average elastic modulus was 2,960 ksi (20.4 GPa), which is on the low end for typical modern concrete mixtures. The average splitting tensile strength was within a typical strength range at 535 psi (3.67 MPa). The average equilibrium unit weight of the plain concrete was 116.5 lb/ft3 (1866 kg/m3). The concrete was sound with no evidence of cracking or other deleterious reactions. The results of absorption, permeability, and chloride tests indicated a material matrix with the capability of absorbing moisture and other contaminants. An epoxy concrete surface layer, an asphaltic concrete wearing surface, and cover depths greater than 2 in. seemed to have limited harmful chloride exposure to the reinforcing steel, which appeared to be in good condition. The full-depth, precast lightweight concrete panels appeared to have performed well, with few maintenance issues observed. Reports of similar, more recent, projects have noted additional direct costs associated with precast deck systems on the order of $26 to $30 per square foot. However, anecdotal information from those projects, as well as an analysis of the construction alternatives presented herein, demonstrates that use of precast deck systems for deck replacement of existing bridges can shorten construction time by several weeks or months and induce far less disruption to travel than the conventional cast-in-place alternative, resulting in a dramatic reduction in user costs. When total life-cycle costs, including those associated with road user costs, construction time, construction safety, and maintenance, are taken into account full-depth precast concrete deck panels are the more economical alternative. The costs and benefits assessment demonstrated a clear advantage to using precast bridge deck technology for select deck rehabilitation projects. However, the nature of the estimates and the infrequency with which this sort of repair is implemented make it unreasonable to attribute a direct value in annual savings. KW - Absorption KW - Benefit cost analysis KW - Bridge condition KW - Bridge decks KW - Chloride content KW - Compressive strength KW - Life cycle costing KW - Materials tests KW - Modulus of elasticity KW - Panels KW - Permeability KW - Precast concrete KW - Rehabilitation (Maintenance) KW - Reinforcing steel KW - Tensile strength KW - Woodrow Wilson Memorial Bridge UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/08-r2.pdf UR - http://ntl.bts.gov/lib/37000/37400/37409/08-r2.pdf UR - https://trid.trb.org/view/838903 ER - TY - SER AN - 01079049 JO - Issue Briefs PB - Federal Highway Administration TI - Traffic Signals PY - 2007/09 IS - 5 SP - 8p AB - The introduction to this issue brief provides an overview of traffic signals (purpose, warrants for signal installation, advantages, disadvantages, and factors to consider) followed by an introduction to the contents of this issue brief (crash reduction factors, presentation of the crash reduction factors, and using the Table). The Table is designated "Signalization Countermeasures." KW - Countermeasures KW - Crash reduction factors KW - Traffic crashes KW - Traffic signals KW - Warrants (Traffic control devices) UR - http://www.ite.org/safety/issuebriefs/Traffic%20Signals%20Issue%20Brief.pdf UR - https://fhwaapps.fhwa.dot.gov/nhswt/reader?agency=District%20Of%20Columbia&fn=617+-+Traffic+Signals.pdf&type=standard UR - https://trid.trb.org/view/836938 ER - TY - SER AN - 01079047 JO - Issue Briefs PB - Federal Highway Administration TI - Toolbox of Countermeasures and Their Potential Effectiveness for Roadway Departure Crashes PY - 2007/09 IS - FHWA-SA-07-013 SP - 14p AB - This issue brief documents estimates of the crash reduction that might be expected if a specific countermeasure or group of countermeasures is implemented with respect to roadway departure crashes and other non-intersection crashes. The crash reduction estimates are presented as Crash Reduction Factors (CRFs). Traffic engineers and other transportation professionals can use the information contained in this issue brief when asking the following types of question: Which countermeasures might be considered along a particular section of a highway that is experiencing a high number of roadway departure crashes? What changes in the number of roadway departure crashes can be expected with the implementation of the various countermeasures? KW - Countermeasures KW - Crash reduction factors KW - Ran off road crashes KW - Traffic Safety Toolbox UR - http://www.ite.org/safety/issuebriefs/Roadway%20Departure%20Issue%20Brief.pdf UR - https://trid.trb.org/view/836941 ER - TY - RPRT AN - 01079044 AU - Bahar, Geni AU - Masliah, Maurice AU - Wolff, Rhys AU - Park, Peter AU - iTRANS Consulting Limited AU - Federal Highway Administration TI - Desktop Reference for Crash Reduction Factors PY - 2007/09 SP - 113p AB - This Desktop Reference documents the estimates of the crash reduction that might be expected if a specific countermeasure or group of countermeasures is implemented with respect to intersections, roadway departure and other non-intersection crashes, and pedestrian crashes. The estimates of crash reduction are known as Crash Reduction Factors (CRFs), and represent the information available to date. Where available, the Desktop Reference includes multiple CRFs for the same countermeasure to allow the reader to review the range of potential effectiveness. The CRFs are useful as a guide, but it remains necessary to apply engineering judgment and to consider site-specific environmental, traffic volume, traffic mix, geometric, and operational conditions which will affect the safety impact of a countermeasure. KW - Countermeasures KW - Crash reduction factors KW - Highway safety KW - Intersections KW - Pedestrian-vehicle crashes KW - Ran off road crashes UR - http://www.ite.org/safety/issuebriefs/Desktop%20Reference%20Complete.pdf UR - http://www.transportation.org/sites/safetymanagement/docs/Desktop%20Reference%20Complete.pdf UR - http://ntl.bts.gov/lib/27000/27000/27035/Desktop_Reference_Complete.pdf UR - https://trid.trb.org/view/836922 ER - TY - SER AN - 01079041 JO - Issue Briefs PB - Federal Highway Administration TI - Toolbox of Countermeasures and Their Potential Effectiveness for Intersection Crashes PY - 2007/09 IS - 8 SP - 14p AB - This issue brief documents estimates of the crash reduction that might be expected if a specific countermeasure or group of countermeasures is implemented with respect to intersection crashes. The crash reduction estimates are presented as Crash Reduction Factors (CRFs). Traffic engineers and other transportation professionals can use the information contained in this issue brief when asking the following types of question: Which countermeasures might be considered at the signalized intersection of Maple and Elm streets, an intersection experiencing a high number of total crashes and left-turn crashes? What change in the number of total crashes and left-turn crashes can be expected with the implementation of the various countermeasures? KW - Countermeasures KW - Crash reduction factors KW - Intersections KW - Left turns KW - Signalized intersections KW - Traffic crashes KW - Traffic Safety Toolbox UR - http://safety.fhwa.dot.gov/intersection/resources/fhwasa10005/docs/brief_8.pdf UR - http://www.ite.org/safety/issuebriefs/Intersection%20Issue%20Brief.pdf UR - https://trid.trb.org/view/836939 ER - TY - RPRT AN - 01077543 AU - Ruback, Leonard G AU - Balke, Kevin N AU - Engelbrecht, Roelof AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Non-Vital Advance Rail Preemption of Signalized Intersections near Highway-Rail Grade Crossings: Technical Report PY - 2007/09//Technical Report SP - 122p AB - The Texas Department of Transportation (TxDOT) primarily uses simultaneous preemption of traffic signals near highway-rail grade crossings to clear queued vehicles prior to the arrival of a train at the crossing. At some intersections, 20 seconds of advanced warning may not be sufficient to allow the traffic signal to clear pedestrians using the normal clearance intervals between phases. The research developed an alternative method (non-vital advance preemption) of ensuring adequate pedestrian clearance in the presence of an approaching train without interfering with the normal preemption sequence at the intersection or installing costly additional track circuitry needed to provide advance preemption. Two strategies were investigated to ensure pedestrian clearance time. The first utilizes a lower-level preemption sequence to guarantee full pedestrian clearance to a terminating phase before the traffic signal starts the preemption sequence. The second strategy uses the pedestrian-omit feature to prevent the controller from activating the pedestrian interval if there is not sufficient time in advance of the start of the preemption sequence to provide full pedestrian clearance. KW - Pedestrian clearance interval (Traffic signals) KW - Railroad grade crossings KW - Signalized intersections KW - Traffic signal preemption UR - http://tti.tamu.edu/documents/0-4746-3.pdf UR - https://trid.trb.org/view/836902 ER - TY - RPRT AN - 01077540 AU - Arndt, Jeffrey C AU - Cherrington, Linda K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Role of Private-for-Hire Vehicles in Transit in Texas PY - 2007/09//Technical Report SP - 68p AB - This report updates prior national research related to the private-for-hire vehicle (PHV) industry. The first section of the report provides an overview of the PHV industry in Texas and the perspectives of transit providers, both within Texas and nationally, on the use of these businesses in operating transit services. The second section of the report contains five Texas case studies where PHV companies are providing demand-responsive, circulator, fixed-route replacement, and medical transportation services in support of public transit operators. The final section of the report provides guidelines for the effective incorporation of contracted services using PHV companies, with a focus on addressing issues raised by public agencies as documented in the first section. KW - Case studies KW - Contracting out KW - Guidelines KW - Private for hire vehicles KW - Public transit KW - Texas KW - Transit services KW - United States UR - https://trid.trb.org/view/836881 ER - TY - ABST AN - 01460202 TI - Enhance Finite Element Analysis Crash Model of Tractor-Trailers AB - No summary provided. KW - Crash injuries KW - Crash injury research KW - Crashes KW - Finite element method KW - Truck tractors KW - Trucking UR - https://trid.trb.org/view/1228418 ER - TY - RPRT AN - 01089785 AU - Caldas, Carlos H AU - Gibson, G Edward AU - Le, Tiendung AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - TxDOT Best Practices Model and Implementation Guide for Advance Planning Risk Analysis for Transportation Projects PY - 2007/08/31 SP - 78p AB - The Advance Planning Risk Analysis (APRA) for transportation projects is a powerful and easy-to-use tool that offers a method to measure project scope definition for completeness and identify potential risks early in the project. In other words, it helps optimize the identification of project requirements during the project development process across all major disciplines, including right-of-way, utilities, environmental, design, transportation planning and programming, and construction. It identifies and precisely describes each critical element of the project scope and allows a project team to quickly predict factors impacting project risk. It is intended to evaluate the completeness of the scope definition at any point prior to plans, specifications, and estimates (PS&E) development and construction. This report provides a definition of APRA, discusses the benefits of APRA, gives instructions for assessing a project, discusses what an APRA score means, and offers concluding remarks of how to improve performance on future projects. KW - Best practices KW - Computer programs KW - Guidelines KW - Implementation KW - Programming (Planning) KW - Project development KW - Right of way (Land) KW - Risk analysis KW - Transportation projects UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5478_P2.pdf UR - https://trid.trb.org/view/850338 ER - TY - RPRT AN - 01089783 AU - Caldas, Carlos H AU - Gibson, G Edward AU - Le, Tiendung AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - User Guide for the Advance Planning Risk Analysis Tool for Transportation Projects PY - 2007/08/31 SP - 42p AB - This document is the User Guide for the Advance Planning Risk Analysis (APRA) computer tool (program), which was developed to help participants optimize the identification of requirements during the project development process through the analysis of risk elements. This document is a companion material to the Implementation Guide submitted to the Texas Department of Transportation (TxDOT) by the Center for Transportation Research (CTR): "TxDOT Best Practices Model and Implementation Guide for Advance Planning Risk Analysis for Transportation Projects," Report 0-5478-P2, August 2007. Therefore, this User Guide should be used in close conjunction with the Implementation Guide. It is assumed that those using this User Guide are familiar with the APRA method, its implementation, and terminology as described in the Implementation Guide. KW - Computer program documentation KW - Programming (Planning) KW - Project development KW - Right of way (Land) KW - Risk analysis KW - Transportation projects UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5478_P1.pdf UR - https://trid.trb.org/view/850337 ER - TY - RPRT AN - 01473122 AU - Leonard, Blaine D AU - Utah Department of Transportation AU - Federal Highway Administration TI - Annual UTRAC Workshop on Transportation Research Needs: 2007 Proceedings PY - 2007/08/30 SP - 240p AB - An annual workshop (known as the UTRAC Workshop) was held on March 6, 2007 to discuss and prioritize the research needs of the Utah Department of Transportation (UDOT) in preparation for the 2008 fiscal year. Participants included UDOT managers and employees, Federal Highway Administration (FHWA) staff, individuals from other government agencies, researchers from the local Universities, consultants, contractors, and other interested parties. Problem Statements, describing research needs of the Department, were submitted prior to the workshop and then evaluated, modified, and prioritized by working groups at the workshop. This document describes the UDOT research prioritization process, the UTRAC workshop and the resulting list of prioritized Problem Statements. The UTRAC Workshop included a plenary session, with a keynote address by Dr. Paul Tikalski, Ph. D., P.E., Chair of the University of Utah Department of Civil and Environmental Engineering, an update on the status of various on-going research projects, and the presentation of the Trailblazer Award to Dr. T. Leslie Youd, Professor Emeritus and Past Chair of the Brigham Young University Civil and Environmental Engineering Department, for his long contribution to transportation research. Much of the workshop was devoted to the evaluation of Problem Statements by groups of people organized by topic area. The nine topic area groups were: construction, maintenance, materials and pavements, environmental, planning and asset management, traffic management and safety, geotechnical, structural, and hydraulics. Each group used a voting process to determine the most important research needs in their discipline, in ranked order. A total of 77 unique Problem Statements were considered at the workshop, and 41 statements were prioritized. Of those 41 statements, 22 have been listed for potential funding by the Research Division. With a few exceptions, these 22 statements include the top two statements from each topic area group. The workshop was held at the Salt Lake Community College Miller Campus, in Sandy Utah. A total of 141 people participated in the workshop. KW - Asset management KW - Construction KW - Environmental impacts KW - Maintenance KW - Materials KW - Pavements KW - Research problem statements KW - Strategic planning KW - Traffic control KW - Traffic safety KW - Utah Department of Transportation UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=10891 UR - https://trid.trb.org/view/1243773 ER - TY - ABST AN - 01459893 TI - Field Installation and Monitoring of Modular FRP Panels for Pavement Rehabilitation AB - This project involves coordinating the design, manufacturing, and delivery of pre-finished modular FRP panels with FiberTech (Washington Courthouse, OH). The panels will be installed on a test section of highway and monitored for six months to collect data for future large-scale implementation. KW - Data collection KW - Fiber reinforced polymers KW - Field tests KW - Pavement design KW - Pavement maintenance KW - Pavements KW - Rehabilitation (Maintenance) KW - Washington County (Ohio) UR - https://trid.trb.org/view/1228108 ER - TY - RPRT AN - 01095695 AU - Constantinou, M C AU - Whittaker, A S AU - Kalpakidis, Y AU - Fenz, D M AU - Warn, Gordon P AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Performance of Seismic Isolation Hardware under Service and Seismic Loading PY - 2007/08/27/Technical Report SP - 440p AB - This report presents a comprehensive description of the current state of knowledge on the behavior of hardware used in seismic isolation and in seismic damping systems. Particular emphasis is placed on the description of fundamental behavior under both non-seismic, service-type loading conditions and under high-speed seismic conditions. Specific problems described and addressed in this report include the following: (1) aging of elastomeric and sliding bearings; (2) effect of ambient temperature on the behavior of elastomeric and sliding bearings; (3) prediction and experimental verification of effects of frictional heating on the sliding bearings; (4) prediction and experimental verification of effects of hysteric heating on the lead-rubber bearings; (5) analysis of elastomeric and sliding bearings; (6) design of elastomeric and sliding bearings based on principles of LRFD and ASD; (7) establishment of upper and lower bound values of properties of seismic isolation bearings for use in the analysis and design; and (8) detailed new testing protocols for seismic isolators and dampers. The presented information may represent the basis for the development of contemporary Guide Specifications for Seismic Isolation Design. KW - Base isolation KW - Bridge bearings KW - Computers KW - Earthquake resistant design KW - Experiments KW - Load tests KW - Seismic prospecting KW - Seismicity KW - Specifications UR - https://trid.trb.org/view/855834 ER - TY - ABST AN - 01459892 TI - Evaluating the Impacts of the Blennerhasset Island Bridge Crossing (Ohio River) on Wildlife AB - The West Virginia Department of Transportation initiated research of wildlife populations associated with bridge construction on the Tygart and Middle Fork Rivers (Corridor H) and Blennerhassett Island (Corridor D) to help improve bridge design and decrease negative impacts on wildlife. This research involves collecting wildlife data such as floral and fauna data, line transect surveys for breeding birds, vegetation sampling, and other wildlife studies and completing an analysis of the data collected. KW - Birds KW - Bridges KW - Data collection KW - Evaluation and assessment KW - Research projects KW - Roadside flora and fauna KW - Wildlife KW - Wildlife crossings UR - https://trid.trb.org/view/1228107 ER - TY - ABST AN - 01464871 TI - High-Performance/High-Strength Lightweight Concrete for Bridge Girders and Decks AB - Use of high-strength prestressed concrete girders and high-performance bridge decks has become accepted practice by many state highway agencies because of their technical and economic benefits. These girders and decks are generally manufactured with concrete made with natural normal weight aggregates. Use of manufactured lightweight coarse aggregates, such as expanded shale, slate, and clay to produce lightweight concrete offers the benefit of reducing the weight of the superstructure, leading to reductions in the size of girders, substructure, and foundations. These size and weight reductions facilitate shipping, handling, and construction or replacement of bridge elements, and result in economic benefits. Recent advances in high-performance/high-strength lightweight concrete have had limited application in bridge construction because of the lack of design and construction guidelines and concerns about material properties and their impact on performance. Research is needed to address the factors that significantly influence the design, constructability, and performance of high-strength prestressed concrete bridge girders and high-performance bridge decks and recommend changes to the AASHTO LRFD bridge specifications. These modified specifications will provide highway agencies with the information necessary for considering lightweight concrete mixtures that are expected to yield economic benefits. The objectives of this research are to (1) develop guide specifications for the use of lightweight concrete in high-strength prestressed concrete girders and in high-performance bridge decks and (2) recommend changes to the AASHTO LRFD Bridge Design and Construction Specifications relevant to high-strength lightweight concrete girders and high-performance lightweight concrete decks. It will deal with mixtures made with normal weight fine aggregates and manufactured lightweight shale, clay, or slate coarse aggregates to produce concrete with equilibrium density, as determined according to ASTM C 567, of not more than 125 pcf. KW - Bridge decks KW - Bridges KW - Concrete KW - Construction KW - Design KW - Girders KW - High performance concrete KW - High strength concrete KW - Lightweight concrete KW - Load and resistance factor design KW - National Cooperative Highway Research Program KW - Research projects KW - Specifications KW - Structural elements UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=481 UR - https://trid.trb.org/view/1233104 ER - TY - ABST AN - 01459894 TI - Monitoring of Nine Bridges with Parallam Bridge Decks AB - This project deals with monitoring bridges decks constructed with Parallam deck panels, which are composed of structural composite lumber that is stiffened by wide flange steel stringers. The objective is to conduct field testing and evaluation on all of the Parallam bridges in West Virginia and to propose appropriate changes to current practices and new specifications to make Parallam bridge decks the preferred bridge deck for low-volume roads. KW - Bridge decks KW - Deck panels KW - Field tests KW - Low volume roads KW - Lumber KW - Research projects KW - Wooden bridges UR - https://trid.trb.org/view/1228109 ER - TY - ABST AN - 01459887 TI - Field Evaluation of the Culloden IBRCP 400 KSI Bridge AB - The Culloden Railroad Overpass Bridge in West Virginia is a three-span continuous bridge with HPS 100W in the bottom flanges of the negative bending sections and is thus one of the first bridges in the U.S. to utilize this type of steel. The focus of this project is to experimentally and analytically evaluate design code applicability for girders fabricated from 100 ksi steel. Specifically, field testing of the Culloden Railroad Overpass bridge will be conducted in conjunction with 3D finite element analysis to assess the accuracy and consistency of the current AASHTO provisions for HPS 100W I-girders. KW - Bridge design KW - Bridge girders KW - Finite element method KW - Flanges KW - Railroad bridges KW - Research projects KW - West Virginia UR - https://trid.trb.org/view/1228102 ER - TY - ABST AN - 01459885 TI - Long Term Performance of West Virginia Smart Road AB - A heavily instrumented concrete pavement section consisting of 30 slabs was constructed on Corridor H near Elkins, where a new load transfer device, namely Shokbar, was installed in 2001. Early data collected from monitoring the performance of Shokbars versus regular dowel bars indicate a superior performance. The straining actions including bending moments and axial forces as well as joints opening measured on multiple Shokbar configurations and regular doweled joints show a significant increase in the joint openings indicating that the new device is able to provide better concrete pavement response to environmental loading. The objective of this study is to extend the instrumentation based monitoring of the test section of Corridor H in West Virginia for a period of 3 years where data records will be continuously collected and analyzed. A 10-year database containing detailed information of the long-term performance of concrete pavements will also be developed. KW - Concrete pavements KW - Dowel bars KW - Long term performance KW - Pavement joints KW - Pavement performance KW - Research projects KW - West Virginia UR - https://trid.trb.org/view/1228100 ER - TY - RPRT AN - 01088753 AU - Sinha, Sunil K AU - Thomas, H Randolph AU - Wang, Mian C AU - Jung, Yeun Jae AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Subsurface Utility Engineering Manual PY - 2007/08/20/Final Report SP - 136p AB - This report presents the results of a 12-month study that investigated the challenges and opportunities facing subsurface utility engineering (SUE) in Pennsylvania Department of Transportation (PennDOT) projects. The study took an in-depth analysis of ten SUE projects executed by PennDOT districts. Based on this analysis, a decision matrix tool to determine which projects should include SUE and the appropriate level of SUE investigation to be used has been developed. A detailed cost-benefit analysis was also performed on these ten SUE projects. All of the projects showed a strong relationship between SUE benefit-cost ratio and buried utility complexity level at the project site. The analysis clearly showed that there is no relationship between SUE benefit-cost ratio and project cost and also no relationship between buried utility complexity level and project cost. The conclusion of this research is that SUE quality levels A and B should be used based on the complexity of the buried utilities at the construction site to minimize associated risks and obtain maximum benefits. KW - Benefit cost analysis KW - Decision making KW - Manuals KW - Public utilities KW - Subsurface utility engineering KW - Underground structures UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/WO%208%20Final%20Report.pdf UR - https://trid.trb.org/view/849654 ER - TY - ABST AN - 01468470 TI - High Speed Pavement Analyzer AB - The long-term goal of this effort is to develop a device that will measure, at highway speeds, pavement structural condition which is known to impact the performance of PCC and composite pavements. Such a system needs to be able to process the collected measurements into an immediately usable form in near real-time. It is believed that the recent improvements in computers, laser measuring devices, and similar technologies will make the development of such a system possible. The goal of the work specifically described herein is to, in fact, determine if the required technologies exist and to what extent a market exists for such a device. KW - Asphalt Pavement Analyzer KW - Composite pavements KW - Condition surveys KW - Lasers KW - Measurement KW - Pavement design KW - Pavement performance KW - Pavements KW - Portland cement concrete UR - http://www.pooledfund.org/Details/Study/365 UR - https://trid.trb.org/view/1236707 ER - TY - ABST AN - 01464111 TI - A Guide to Transportation and Hazards Resources AB - Transportation plays an integral role in prevention, mitigation, preparedness, response, and recovery from natural and human-induced disasters. Transportation agencies, associations, and organizations have a broad and unique understanding of hazards that spans a myriad of issues. However, despite the demonstrated field-based expertise and commitment to responding to and mitigating hazards, their voice is often absent in discussions among the hazards, disasters, planning, and mitigation communities. Conversely, those working in transportation are often unaware of existing and cutting-edge research in the hazards community that may be of practical and theoretical use to the transportation community and those working broadly on transportation and security issues. Indeed, while the day-to-day activities and organizational goals of transportation agencies often embody the precepts of all-hazards mitigation, the transportation community may be unaware of programs, activities, research, and contacts of others active in this field.

The need for the cross-fertilization of ideas, information sharing, and capacity building is more crucial today than ever before. The Natural Hazards Center, in Boulder, Colorado, plays a vital role in reducing the risks posed by natural, technological, and human-induced hazards. For almost thirty years the Center has served as a national and international clearinghouse of knowledge concerning the social science and policy aspects of hazards and is an advocate for sustainability, interdisciplinary partnerships, and an all-hazards approach to the management of extreme events. Our basic goal is to strengthen communication among researchers, practitioners, policy makers, and other concerned individuals. The bimonthly Natural Hazards Observer, the Center's hard copy newsletter is one of the most prominent and highly regarded publications of its kind. Reaching approximately 37,000 readers worldwide, this timely resource of valuable information about hazards research, practice, and policy focuses on human adaptation and response to natural hazards and catastrophic events.

OBJECTIVE

To provide transportation agencies and operators with an overview of security-related research and resources, and to introduce them to the wide variety of ongoing, interdisciplinary research and applications that are currently being undertaken by the hazards research community.

Accomplishment of the project objective will require the following tasks:

TASKS

Task A. Conduct a U.S. and international review of hazards and security-related publications and training programs with potential applicability to North American transportation system owners, managers, and operators. The review items should be drawn from surface transportation, military, government, and other open sources as appropriate. Identification of open-source portals to secured information (e.g., nuclear, TSA's VISAT program) should also be identified.

Task B. Produce two (or more) draft documents for panel review, targeted to the transportation community to introduce it to the wide variety of ongoing, interdisciplinary research and applications that are currently being undertaken by the hazards research community.

Each document will be conceived, researched, and designed with a focus on audience needs. The documents may be stand-alone, companion pieces, or part of a series. Within an agreed-upon research framework, timeline, and collective understanding of the audience for these publications, the research team will solicit appropriate transportation and hazards professionals for detailed input into the scope of these documents.

With the intent of creating synergy among disciplines and instilling working relationships between researchers and practitioners, the panel envisions that these publications will accomplish some or all of the following:

Task C. Submit revised drafts based on comments received from the NCHRP reviews of the draft documents.

Status: Completed. Publication is pending. KW - Communication systems KW - Data collection KW - Disaster preparedness KW - Disasters and emergency operations KW - Evacuation KW - Guidelines KW - Hazards and emergency operations KW - Research projects KW - Transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=643 UR - https://trid.trb.org/view/1232339 ER - TY - ABST AN - 01459886 TI - Manual for Assessing the Service Life of Corrosion-Deteriorated Reinforced Concrete Members of Highway Bridges in West Virginia AB - The object of this research project is to develop a manual for use by the West Virginia Department of Highways (WVDOH) that will aim at providing a step-by-step procedure for a) assessing the condition of reinforced concrete bridge members subjected to corrosion-induced deterioration, b) predicting the remaining service life of these members, and c) quantifying their service life extension expected from alternative maintenance and repair options. The study will deal only with concrete bridge members reinforced with epoxy-coated and/or "black" rebars. KW - Bridges KW - Corrosion KW - Deterioration KW - Reinforced concrete KW - Reinforced concrete bridges KW - Research projects KW - Service life KW - West Virginia UR - https://trid.trb.org/view/1228101 ER - TY - RPRT AN - 01089308 AU - Gindy, Mayrai AU - Prezioso, Andrew AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Assessment of Road and Bridge Data for the Development of an Automated Oversize/Overweight Vehicle Routing and Permitting System PY - 2007/08/16/Final Report SP - 101p AB - This study was undertaken to evaluate the feasibility of the Rhode Island Department of Transportation (RIDOT) to institute an automated oversize/overweight (OS/OW) vehicle routing and permitting system. Currently, 2.5 full-time equivalent (FTE) engineers from RIDOT are allocated to the review and management of OS/OW vehicle permits for the state of Rhode Island. These engineers rely mostly on printed maps, bridge tables, basic structural analysis programs, and engineering judgment. As a result, the current process is labor-intensive, time consuming, and prone to human error. Moreover, with limited resources and the continual increase in the number of permit requests, the current OS/OW vehicle permitting process will impose a greater demand on the time and effort of the reviewer. Consequently, the development of an automated system offers several benefits including significant time and cost savings and improved customer service to motor carriers. To confidently establish the feasibility of introducing an automated system, more information regarding the current RIDOT OS/OW permitting process including the interrelations between different RIDOT sections as well as the state-of-the-practice among other states was required. Consequently four specific objectives were outlines: (1) describe in detail the current OS/OW vehicle permitting process used by the RIDOT, (2) gather in-depth expert knowledge of currently maintained databases from various sections within RIDOT, (3) survey other state DOTs, including New England states, about current practices for issuance of OS/OW vehicle permits, and (4) determine the feasibility of and recommend steps for introducing a fully automated OS/OW system. KW - Automation KW - Axle loads KW - Bridges KW - Feasibility analysis KW - Highways KW - Interagency relations KW - Motor carriers KW - Oversize loads KW - Overweight loads KW - Pavement performance KW - Permits KW - Routing KW - Trucking KW - Trucks UR - https://trid.trb.org/view/849904 ER - TY - ABST AN - 01460245 TI - UMASS Safe to Conduct a Follow Up Evaluation of Rational Speed Limits in Natick, Massachusetts AB - No summary provided. KW - Evaluation and assessment KW - Highway safety KW - Massachusetts KW - Research projects KW - Speed limits UR - https://trid.trb.org/view/1228461 ER - TY - RPRT AN - 01152599 AU - Khosla, N Paul AU - Kadayam, Vijay V AU - Harikrishnan, K I AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Development of APA Design Criteria for Surface Mixtures PY - 2007/08/15/Final Report SP - 131p AB - Several test methods are in practice to assess the rutting potential of a mixture. The commonly used procedures are Diametral tests, Uniaxial test, Triaxial tests, Shear tests, Empirical tests, and Simulative tests. Of all these test methods, simulative test methods are relatively easier to use and ready for immediate adoption. The APA test is the most widely used simulative test. It is imperative that the rut depth criteria for the APA test should be developed for its employment. In a recent study conducted at NCSU, it was concluded that the APA could clearly detect poorly performing mixtures. With the limited availability of data, a reasonable correlation was observed between the APA tests and Repeated Shear at Constant Height (RSCH) tests. A comprehensive research study was conducted on all surface mixtures of NCDOT. The rut depths measured from the APA test were compared with the corresponding shear strains of the RSCH test. In addition, the shear and APA tests were fine-tuned by addressing issues related to air voids, test temperatures and aggregate sources. Statistical analysis was performed on the test results as measured by the APA and the RSCH tests. This was used to characterize rut resistance of mixtures used in this study. The correlations estimated using the data obtained from the APA and Shear tests were used to develop rut depth criteria for the APA test. The developed rut depth criteria for the APA test could be adopted for immediate use in practice. KW - Asphalt mixtures KW - Asphalt Pavement Analyzer KW - Asphalt tests KW - Depth KW - Ruts (Pavements) KW - Rutting KW - Shear tests KW - Surface course (Pavements) UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-13FinalReport.pdf UR - https://trid.trb.org/view/913599 ER - TY - RPRT AN - 01151299 AU - Kane, Martin R AU - Kone, Caroline M AU - Eagle, William Andrew AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Signal Replacement with an Interchange PY - 2007/08/14/Final Report SP - 170p AB - The purpose of this research effort is to evaluate unique intersection designs for their suitability for use in lieu of an existing or proposed traffic signal. Traffic signals can cause unnecessary delay and capacity restrictions due to the operational characteristics of signalized intersections. This project identified alternative intersection (interchange) designs that could be implemented at signalized intersections that would serve the current traffic and also provide a higher capacity for the main traffic movement. Analyses were conducted primarily using SYNCHRO 6 software from Trafficware Ltd. To model the different intersection/interchange designs identified for analysis. Eight designs were selected for in-depth analysis: Continuous Flow, Center –Turn Overpass, Echelon, Median U-turn, Michigan Diamond, Quadrant, SPUI, and Tight Diamond. While the Tight Diamond performed very well in the simulation, the consensus of experienced traffic engineers (Thrower, Naylor, et al.) was that there were errors in the simulation that resulted in much better than expected results. Further analysis will be conducted on this design, not related to this project, to see if the problem can be identified. Because of the lack of confidence in the Tight Diamond results, the Tight Diamond will not be included in the recommendations. When the different designs were evaluated at selected locations in different areas of the state, the lower cost designs usually prevailed based on predicted traffic levels and construction costs. The evaluated designs did indicate a significant increase in capacity when compared to a “regular” signalized intersection. KW - Highway capacity KW - Highway design KW - Highway traffic control KW - Interchanges and intersections KW - Traffic flow KW - Types of interchanges UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-11FinalReport.pdf UR - https://trid.trb.org/view/913312 ER - TY - RPRT AN - 01131280 AU - McLaughlin, Richard A AU - King, Scott E AU - Jennings, Gregory D AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluating Systems to Reduce Road Improvement Impacts on Mountain Streams PY - 2007/08/14/Final Report SP - 41p AB - Sediment is the most common pollutant affecting North Carolina’s waterways, impacting a range of aquatic organisms, reducing reservoir capacity, and hurting their aesthetic value. Construction activities, including roadway projects, are a significant contributor of state-wide sediment loading. The North Carolina Department of Transportation (NCDOT) program of widening and paving rural roads in the mountain region provided an opportunity to evaluate new types of roadside erosion control best management practices (BMPs) with the goal of protecting the particularly sensitive trout streams commonly found there. Two roadway paving projects were each divided into experimental sections installed with either 1) the standard DOT BMPs consisting of narrow sediment traps and rock checks, 2) the new fiber wattle check dams (consisting of a mix of straw wattles and coir logs) with 100 grams of granulated polyacrylamide (anionic PAM 705) added to each, or 3) the new wattle check dams alone (no PAM added). The results suggest a significant advantage to the use of the new BMPs. At the first site, from June 2006 to March 2007, the average turbidity values (in NTUs) for the stormwater runoff were 4,198 for the Standard BMPs, 30 for the Experimental BMPs with PAM, and 187 for the Experimental BMPs alone. The second site showed similar results with average turbidity values of 64 for the Experimental BMPs with PAM, as compared to 852 for the Standard BMPs. Sediment loading at both sites was similarly skewed with dramatic decreases in sediment discharged off site from the new BMPs. At the first site, the Standard BMPs lost an average of 944 lb (428 kg) of sediment per storm event as compared to just 1.93 lb (0.88 kg) for the BMPs with PAM and 6.53 lb (2.96 kg) for the Experimental BMPs alone. At the second site, the Standard BMPs lost an average of 8.84 lb (3.63 kg) per storm event compared with 1.67 lb (0.76 kg) for the Experimental BMPs with PAM. As a result, the authors recommend that the new BMPs be implemented on a wider basis by the DOT on similar roadway improvement projects, particularly in areas adjacent to sensitive habitat waters. KW - Best practices KW - Erosion control KW - Fiber wattle check dams KW - Polyacrylamide KW - Road construction KW - Runoff KW - Sediment control KW - Sediment traps KW - Sediments KW - Streams KW - Turbidity UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-05FinalReport.pdf UR - https://trid.trb.org/view/891107 ER - TY - ABST AN - 01464766 TI - LTPP Analysis Task Order: Estimation of Key PCC, Base, Subbase, and Component Engineering Properties from Routine Tests and Physical Characteristics AB - This project will yield information that will enable pavement design and materials engineers to make well-founded decisions about material and material specifications to be used in pavement construction. Potential cost savings resulting from better materials selection, fewer premature pavement failures, or avoidance of over-design are significant. The findings of this project will impact materials selection, materials specification, section design, and pavement management. 1. Identify a set of material engineering properties for which predictive relationships would be useful in pavement design, construction quality control and quality assurance, and/or pavement management applications. 2. Establish and/or validate relationship(s) between these engineering properties and routine test results, index properties, and/or other readily available information. 3. Develop a practical guide (possibly accompanied by user-friendly software) for applying the results of Tasks 2 and 3 in pavement design, construction quality control and assurance, and pavement management. KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement management systems KW - Pavement performance KW - Quality assurance KW - Quality control KW - Research projects KW - Subbase (Pavements) UR - http://www.fhwa.dot.gov/pavement/ltpp/projects.cfm UR - https://trid.trb.org/view/1232998 ER - TY - ABST AN - 01464764 TI - LTPP Analysis Task Order: Impact of Design Features on Pavement Response and Performance in Rehabilitated Flexible and Rigid Pavements AB - The Specific Pavement Studies (SPS) 5 and 6 experiments were undertaken to provide critically needed information to support pavement rehabilitation decisions. Findings drawn from this study can help highway agency engineers and managers make sound pavement design, construction, and rehabilitation decisions. Analysis pursued at this time can maximize both the near-term and long-term benefits accrued from the tremendous investment made in the construction and monitoring of these test sites. Based on the pavement response and performance data accumulated for the LTPP SPS-5 (rehabilitated asphalt concrete pavements) and SPS -6 (rehabilitated jointed plain concrete pavements) as well as other applicable experiments, determine for specific site conditions: 1) Impact of the different design, construction, and rehabilitation features considered on pavement response (as measured by deflection and strain). 2) Contributions of these features to achieving different levels of performance (as measured by type and extent of distress or smoothness). Based on the findings, report the inferences drawn from the LTPP experiments, as to the likely long-term performance impact of these features and the corresponding predictions from the M-E PDG software. In addition, provide recommendations on any corrective actions that should be considered to improve the future analytical potential of the experiment considered in this investigation. KW - Flexible pavements KW - Long term performance KW - Pavement design KW - Pavement performance KW - Pavements KW - Rehabilitation (Maintenance) KW - Research projects KW - Rigid pavements UR - http://www.fhwa.dot.gov/pavement/ltpp/projects.cfm UR - https://trid.trb.org/view/1232996 ER - TY - ABST AN - 01464712 TI - Guide Specification for the Design of Externally Bonded FRP Systems for Repair and Strengthening of Concrete Bridge Elements AB - Use of externally bonded fiber-reinforced polymer (FRP) systems for the repair and strengthening of reinforced and prestressed concrete bridge structures has become accepted practice by some state highway agencies because of their technical and economic benefits. Such FRP systems are lightweight, exhibit high tensile strength, and are easy to install; these features facilitate handling and help expedite repair or construction, enhance long-term performance, and result in cost savings. In addition, research has shown that external bonding of FRP composites improves flexural behavior of concrete members and increases the capacity of concrete bents and columns.  In spite of their potential benefits, use of externally bonded FRP systems is hampered by the lack of nationally accepted design specifications for bridges. Research is needed to review available information and develop a recommended guide specification, in AASHTO LRFD format, for the design of externally bonded FRP systems. This specification will help highway agencies consider FRP systems among the options for the repair and strengthening of concrete bridge elements and select options that are expected to yield economic and other benefits. The objective of this research is to develop a recommended guide specification, in AASHTO LRFD format, for the design of externally bonded FRP composite systems for repair and strengthening of reinforced and prestressed concrete highway bridge elements.

KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Concrete bridges KW - Fiber reinforced concrete KW - Load factor KW - Prestressed concrete KW - Specifications KW - Strengthening (Maintenance) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=293 UR - https://trid.trb.org/view/1232944 ER - TY - RPRT AN - 01088821 AU - Taylor, R AU - Buchan, R AU - Cichocki, J AU - Hill, W AU - Gannett Fleming, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Future Direction of the Roadway Weather Information System (RWIS) at PennDOT PY - 2007/08/06/Final Report SP - 239p AB - Weather events have a significant impact on our transportation network. Motorist safety can be jeopardized if roadways are not maintained in the most efficient method possible or if motorists are uninformed about roadway conditions. Mobility can be impacted by weather-related incidents, and weather conditions may slow traffic resulting in lower operational levels of service. Additionally, weather can impact the productivity of public agencies and private business resulting in additional economic burdens. One way to address these weather impacts is through roadway weather management practices as well as other operational strategies to advise agencies and motorists, control/regulate roadway conditions, and treat roadways efficiently. All of these strategies rely on gathering accurate information, processing data quickly and efficiently, and disseminating that information to stakeholders in a format that supports their needs. Roadway Weather Information Systems (RWIS) may provide situational awareness of roadway weather conditions that when combined with other information and decision making tools would allow decision makers to implement the appropriate advisory, control and/or treatment strategy. The future direction of the RWIS program must consider what is needed in order to manage roadway weather maintenance and transportation operations including emergency management activities. Decision makers need to have access to the same information and resources so that they can introduce the right combination of strategies. Communication, coordination tools and management practices need to be adopted that allow advisory, control and treatment strategies to be implemented in a coordinated manner. This guided the suggested direction presented below. KW - Highway maintenance KW - Highway operations KW - Pennsylvania KW - Road weather information systems KW - Strategic planning KW - Weather conditions KW - Winter maintenance UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete Projects/Planning/060201 RWIS FINAL REPORT.pdf UR - http://ntl.bts.gov/lib/54000/54700/54766/060201_RWIS_FINAL_REPORT.pdf UR - https://trid.trb.org/view/849653 ER - TY - RPRT AN - 01090476 AU - National Center for Atmospheric Research AU - Federal Highway Administration TI - A Comparison of Road Temperature Models: FASST, METRo, and SNTHERM PY - 2007/08/03/Version 2.0 SP - 24p AB - The Maintenance Decision Support System (MDSS) is designed to provide weather and road condition forecasts, along with treatment recommendations, in support of winter maintenance operations. The treatment recommendations produced by the system are highly dependent on the predicted weather and its anticipated impact on pavement conditions. The Federal Highway Administration (FHWA) prototype MDSS relies on several weather forecast models to create a consensus forecast of atmospheric conditions, while one surface energy balance model is used to generate forecasts of road temperature, as well as snow depth on the road. In conjunction with weather forecast data, these road condition forecasts are used to calculate the effects of actual and potential chemical applications on the road surface. The current implementation of the MDSS uses a road temperature model known as SNTHERM. SNTHERM is a one-dimensional energy and mass balanced model, written at the U.S. Army Corps of Engineers, Cold Regions Research & Engineering Laboratory (CRREL) in the 1980s. CRREL has elected to no longer actively maintain SNTHERM, as a newer road temperature model with similar skill has been developed by CRREL. As a result, the MDSS will need to find a replacement road temperature model to be included in its releases to the public sector. The road temperature model that replaces SNTHERM will need to be supported by its authors simply because neither NCAR nor the FHWA have intimate knowledge of the model. This study evaluates two potential replacement road temperature models. Criteria include forecast performance, code stability, support, efficiency, and ease of use. The replacement model must produce forecasts with skill equal to or better than SNTHERM. SNTHERM’s forecasts are the benchmark for this accuracy. The two road temperature models being evaluated are CRREL’s new energy balance model called the Fast All-season Soil Strength (FASST) model and a Canadian energy balance model called the Model of the Environment and Temperature of Roads (METRo). KW - Computer models KW - Decision support systems KW - Ease of use KW - Evaluation and assessment KW - Forecasting KW - Performance KW - Roads KW - Temperature UR - http://www.rap.ucar.edu/projects/rdwx_mdss/documents/RoadModel_Comparison_Report_v2.0_8_3_07.pdf UR - https://trid.trb.org/view/850222 ER - TY - ABST AN - 01464759 TI - Research for AASHTO Standing Committee on Highways. Task 234. Guidelines for Selection of Bridge Deck Overlays, Sealers, and Treatments AB - This study will survey transportation agencies to identify existing guidelines, practices, special notes, or qualified product lists for deck overlays, sealers, and treatments.   A work plan has been reviewed and accepted.   Survey has been prepared and distributed to highway agencies.  Responses have been collected and are being reviewed and analyzed.  Work is proceeding on schedule.  KW - Bridge decks KW - Guidelines KW - Sealing compounds KW - Surface treating UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1559 UR - https://trid.trb.org/view/1232991 ER - TY - ABST AN - 01460246 TI - CATS to Conduct a Follow Up Evaluation of Rational Speed Limits in Indiana AB - No summary provided. KW - Crash rates KW - Evaluation and assessment KW - Highway safety KW - Indiana KW - Research projects KW - Speed limits UR - https://trid.trb.org/view/1228462 ER - TY - RPRT AN - 01531731 AU - Carpenter, Alberta C AU - Gardner, Kevin H AU - University of Wisconsin, Madison AU - University of New Hampshire, Durham AU - Federal Highway Administration TI - Recycled Material Highway Construction Environmental Assessment: Life Cycle Based Risk Assessment of Recycled Materials In Roadway Construction PY - 2007/08//Final Report SP - 23p AB - This paper uses a life-cycle assessment (LCA) framework to characterize comparative environmental impacts from the use of virgin aggregate and recycled materials in roadway construction. To evaluate site-specific human toxicity potential (HTP) in a more robust manner, metals release data from a demonstration site were combined with an unsaturated contaminant transport model to predict long-term impacts to groundwater. The LCA determined that there were reduced energy and water consumption, air emissions, Pb, Hg and hazardous waste generation and non-cancer HTP when bottom ash was used in lieu of virgin crushed rock. Conversely, using bottom ash instead of virgin crushed rock increased the cancer HTP risk due to potential leachate generation by the bottom ash. At this scale of analysis, the trade-offs are clearly between the cancer HTP (higher for bottom ash) and all of the other impacts listed above (lower for bottom ash). The site-specific analysis predicted that the contaminants (Cd, Cr, Se and Ag for this study) transported from the bottom ash to the groundwater resulted in very low unsaturated zone contaminant concentrations over a 200 year period due to retardation in the vadose zone. The level of contaminants predicted to reach the groundwater after 200 years was significantly less than groundwater Maximum Contaminant Levels (MCL) set by the U.S. Environmental Protection Agency (US EPA) for drinking water. Results of the site-specific contaminant release estimates vary depending on numerous site and material specific factors. However, the combination of the LCA and the site specific analysis can provide an appropriate context for decision making. Trade-offs are inherent in making decisions about recycled versus virgin material use, and regulatory frameworks should recognize and explicitly acknowledge these trade-offs in decision processes. KW - Bottom ash KW - Environmental impacts KW - Groundwater KW - Leachate KW - Life cycle analysis KW - Metals KW - Recycled materials KW - Road construction KW - Toxicity KW - Trace elements UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/P43Final.pdf UR - https://trid.trb.org/view/1316332 ER - TY - RPRT AN - 01525545 AU - King, Gayle N AU - Federal Highway Administration AU - National Center for Pavement Preservation TI - Spray Applied Polymer Surface Seals: Lessons Learned Workbook PY - 2007/08//Final Report SP - 372p AB - This study addresses the problem of asphalt cement hardening in pavements and was undertaken to determine the effects of spray applied surface seals on the long-term performance of asphalt pavements. This study was designed to evaluate the effectiveness of this preventive maintenance strategy. Traditionally, these treatments, often called fog or flush seals, are applied to pavements to arrest pitting and raveling, to reduce shrinkage tendencies, to decrease permeability, to decrease traffic and snow plow damage, and to rejuvenate the properties of the existing asphalt cement. These treatments are also used to improve appearance. Different types of sealers and rejuvenators are available in the marketplace. Sealers such as SS-1 (Slow Setting emulsified asphalt) or CSS-1 (Cationic Slow Setting emulsified asphalt) are commonly used to “seal” the pavement surface or to “bind” or “lock” cover material or fines in place reducing surface attrition. Rejuvenators, on the other hand, are designed to penetrate into the existing age-hardened asphalt cement, thereby modifying and improving existing chemical and rheological properties. The product selection is dependent upon the problem being solved and the existing pavement type. The most prevalent use of rejuvenator products is on dense graded asphalt surfaces. Sealer products, on the other hand, are more commonly applied on chip seals and friction courses where binding or enrichment is the main purpose. Both product types have been used successfully on all three surface types. To better understand the process of embrittlement in flexible pavements, it should be remembered that the oxidation of asphalt occurs during both the construction phase and during the service life of the pavement. Asphalt hardening during the construction operation can be predicted, to a large degree, by laboratory aging procedures. Hence, the initial rheology of the binder can be adjusted to account for typical changes expected during hot mix asphalt (HMA) mixing and compaction. The long-term aging of asphalt during the in-service pavement life is much more difficult to control. It is closely linked to the asphalt’s crude source, the environment, and interconnected air voids near the surface through which oxygen and moisture can infiltrate. Sealers and rejuvenators are used in a preventive maintenance strategy to prevent surface asphalt from reaching the limiting stiffness where surface cracks begin to appear. This study was initiated to determine the effectiveness of seals and evaluate the effects and possible mitigation efforts on safety. This project has four main tasks: collecting existing information; placement of several experimental sections within different climates, traffic levels and surface characteristics; evaluation of field and laboratory test methods and data collected from the test sections; and disseminating the lessons learned. KW - Asphalt pavements KW - Flexible pavements KW - Preventive maintenance KW - Rheological properties KW - Seal coats KW - Service life KW - Sprays (Materials) UR - https://trid.trb.org/view/1308526 ER - TY - RPRT AN - 01457333 AU - Russell, H G AU - Russell (Henry G.), Incorporated AU - Federal Highway Administration TI - Synthesis of Research and Provisions Regarding the Use of Lightweight Concrete in Highway Bridges PY - 2007/08//Final Report SP - 114p AB - The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications and the AASHTO LRFD Bridge Construction Specifications were reviewed to identify provisions that affect the use of lightweight concrete. A synthesis of research relevant to the provisions was then compiled. Proposed research problem statements were developed to generate data to update the specifications in areas where gaps exist for lightweight concrete. KW - AASHTO LRFD Bridge Construction Specifications KW - AASHTO LRFD Bridge Design Specifications KW - American Association of State Highway and Transportation Officials KW - Highway bridges KW - Lightweight concrete KW - Research KW - Specifications UR - https://trid.trb.org/view/1225527 ER - TY - RPRT AN - 01387091 AU - Ogden, B D AU - United States. Federal Highway Administration (FHWA). Office of Safety Design AU - Korve Engineering TI - Railroad-highway grade crossing handbook PY - 2007/08//Revised 2nd ed IS - FHWA/SA-07-010 SP - 316p AB - The purpose of the Railroad-Highway Grade Crossing Handbook - Revised Second Edition is to provide a single reference document on prevalent and best practices as well as adopted standards relative to highway-rail grade crossings. The handbook provides general information on highway-rail crossings; characteristics of the crossing environment and users; and the physical and operational improvements that can be made at highway-rail grade crossings to enhance the safety and operation of both highway and rail traffic over crossing intersections. The guidelines and alternative improvements presented in this handbook are primarily those that have proved effective and are accepted nationwide. This handbook supersedes the Railroad-Highway Grade Crossing Handbook, published in September 1986. This update includes a compendium of materials that were included in the previous version of the handbook, supplemented with new information and regulations that were available at the time of the update. Updates were drawn from the current versions of relevant legislation, policy memoranda, Federal Register notices, and regulatory actions. KW - Accident countermeasure KW - Design guide KW - Design guide KW - Highway safety KW - Highway traffic control KW - Level crossing KW - Maintenance KW - Maintenance KW - Railroad grade crossings KW - Road safety KW - Road safety (engineering and vehicles) KW - Safety audit KW - Traffic control KW - Traffic safety KW - Usa UR - http://www.ite.org/bookstore/gradecrossing/index.htm UR - https://trid.trb.org/view/1154855 ER - TY - RPRT AN - 01384866 AU - Kumarasena, S AU - Jones, N P AU - Irwin, P AU - Taylor, P AU - United States. Federal Highway Administration (FHWA). Office of Infrastructure Research and Development TI - Wind-induced vibrations of stay cables PY - 2007/08 IS - FHWA-RD-05-083 SP - 269p AB - Cable-stayed bridges have become the form of choice over the past several decades for bridges in the medium- to long-span range. In some cases, serviceability problems involving large amplitude vibrations of stay cables under certain wind and rain conditions have been observed. This study was conducted to develop a set of consistent design guidelines for mitigation of excessive cable vibrations on cable-stayed bridges. To accomplish this objective, the project team started with a thorough review of existing literature to determine the state of knowledge and identify any gaps that must be filled to enable the formation of a consistent set of design recommendations. This review indicated that while the rain/wind problem is known in sufficient detail, galloping of dry inclined cables was the most critical wind-induced vibration mechanism in need of further experimental research. A series of wind tunnel tests was performed to study this mechanism. Analytical and experimental research was performed to study mitigation methods, covering a range of linear and nonlinear dampers and crossties. The study also included brief studies on live load-induced vibrations and establishing driver/pedestrian comfort criteria. Based on the above, design guidelines for mitigation of wind-induced vibrations of stay cables were developed. KW - Bearing capacity KW - Bridge design KW - Bridge design KW - Bridge loads KW - Bridge testing KW - Bridges KW - Cable KW - Cable stayed bridge KW - Cable stayed bridges KW - Cables KW - Rain KW - Rain KW - Vibration KW - Vibration KW - Wind KW - Wind UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/05083/ UR - https://trid.trb.org/view/1152625 ER - TY - RPRT AN - 01369786 AU - New York State Department of Transportation AU - Federal Highway Administration TI - Bruckner-Sheridan Expressway Interchange and Hunts Point Peninsula Access EIS (Design Phases I-IV). NEPA Scoping Report PY - 2007/08 SP - 55p AB - This report summarizes the scoping process, pursuant to the National Environmental Policy Act (NEPA), for the New York State Department of Transportation Bruckner-Sheridan Interchange Reconstruction and Hunts Point Peninsula Access Improvement environmental impact statement (EIS). It concludes with the selection of alternatives which will be included in the project's draft EIS (DEIS) and therefore the report also serves to document the closing of the scoping process. The NEPA scoping process began on February 20, 2003 when a notice of intent to prepare an EIS was published in the Federal Register by the Federal Highway Administration. A draft briefing document for the project was published and made available to the public and other interested groups and public agencies in March 2003. The draft briefing document included an initial purpose and need statement as well as a preliminary set of goals and objectives, project alternatives and environmental analyses to be conducted in the EIS. Two public scoping hearings were held in March 2003 and, as discussed below, public participation and agency coordination has continued throughout the scoping process. A final briefing document, which responded to comments received during the scoping hearings and subsequent comment period, was issued on August 7, 2003. It is currently posted on the project's website. KW - Alternatives analysis KW - Construction projects KW - Environmental impact statements KW - Environmental impacts KW - Highway design KW - Interchanges KW - National Environmental Policy Act of 1969 KW - New York (State) KW - New York State Department of Transportation KW - Public participation UR - https://www.dot.ny.gov/regional-offices/region11/projects/project-repository/bese/pdf/final_nepa_scoping_report_aug07.pdf?nd=nysdot UR - https://trid.trb.org/view/1138935 ER - TY - RPRT AN - 01164857 AU - Maher, Ali AU - Jafari, Mohsen AU - Weissman, Sarah 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 Safety Resource Center (TSRC) PY - 2007/08//Final Report SP - 10p AB - The Transportation Safety Resource Center (TSRC) is a partnership between federal and state transportation agencies, local stakeholders, academic institutions, and the private sector to provide technical and educational services to address transportation safety in New Jersey. The center will strive to assist the New Jersey Department of Transportation (NJDOT) in their efforts to improve highway safety by creating a new core program that consolidates existing efforts championed by both the Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA). The TSRC will provide services to the NJDOT Division of Traffic Engineering and Safety Programs, along with technical support on merging specialized data sources with the New Jersey Crash Records System. More specifically the TSRC will partner with the NJDOT to develop and deliver training programs and technical assistance programs to supply the locals with the preliminary analysis of crash data using advanced decision support systems. The TSRC will also provide support to the New Jersey Safety Conscious Planning (SCP) Network that has been established between NJDOT and the Metropolitan Planning Organizations (MPOs). Research and technical support will also be provided to NJDOT with the efforts to establish a comprehensive safety management system (SMS) which will integrate existing and yet to be identified databases involving both traditional and non-traditional stakeholders. The TSRC will be focused on assisting locals with developing safety solutions that meet the “tier one” or quick fix/low cost projects. By using the resources of the TSRC, the local users will package and present their problems to NJDOT along with potential solutions. This will then allow for a much more efficient and objective response from the NJDOT. KW - Crash data KW - Crash records KW - Decision support systems KW - Highway safety KW - Local government agencies KW - Metropolitan planning organizations KW - New Jersey KW - New Jersey Department of Transportation KW - Records management KW - Safety Management Systems KW - Technical assistance KW - Technical support KW - Training programs KW - Transportation Safety Resource Center UR - http://cait.rutgers.edu/files/150-RU9142.pdf UR - https://trid.trb.org/view/925765 ER - TY - RPRT AN - 01158174 AU - McClure, Scott AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Public Private Partnerships: Evaluating ESALS and Weigh-in-Motion Data for US 550 in Northern New Mexico; RoadLIFE – ALTRIS Vehicle Classification System PY - 2007/08//Final Report SP - 47p AB - Public-private partnerships as an alternative means of delivering goods and services are receiving increased attention as state departments of transportation consider ways to maximize limited resources. In 1998 the New Mexico Department of Transportation (NMDOT, formerly New Mexico State Highway and Transportation Department) entered into an innovative partnership with a private consultant to design and manage the reconstruction of a major highway, and the numerous innovations of the agreement included a first-of-its-kind long term performance warranty. The innovations used on this project, primarily regarding features of the public-private partnership between the parties, make this project one of national interest and significance. This paper provides an examination into one aspect of the performance warranty: administration and management of the procedures used to ensure accurate monitoring of equivalent single axle loads (ESALs), which is one of three factors used in determining expiration of the warranty. Accurate, reliable collection and processing of weigh-in-motion data is of paramount importance, as early termination of the warranty due to accumulation of ESALs has significant financial implications for the NMDOT. The paper describes a custom computer application developed specifically to calculate ESALs according to unique contractual requirements, and discusses other uses of weigh-in-motion data for performing long-term research into the benefits of this public-private partnership. KW - Data collection KW - Equivalent single axle loads KW - Monitoring KW - New Mexico Department of Transportation KW - Public private partnerships KW - Reconstruction KW - Software KW - United States Highway 550 KW - Vehicle classification KW - Warranty KW - Weigh in motion UR - http://dot.state.nm.us/content/dam/nmdot/Research/ALTRISReportPhase1_11_15_07.pdf UR - https://trid.trb.org/view/918692 ER - TY - RPRT AN - 01158146 AU - Woodland, Jon AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Cost Benefit of Privatizing Wall Barrier PY - 2007/08//Final Report SP - 31p AB - This project began as an attempt to perform a formal comparative cost benefit analysis of privatized wall barrier purchase/management and New Mexico Department of Transportation (NMDOT) wall barrier purchase/management in order to answer the question “What are the costs and benefits of privatizing portable concrete highway wall barrier?” Attempts to model private and public costs were hampered by lack of data. As a result, data research was replaced by policy research. Informational interviews and surveys were performed, a policy discussion meeting was held, and a set of policy recommendations was arrived at. KW - Barriers (Roads) KW - Benefit cost analysis KW - Contracting out KW - Financing KW - New Mexico Department of Transportation KW - Policy KW - Private enterprise KW - Privatization KW - Public private partnerships KW - Temporary barriers UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM05MNT01WallBarrierPrivatization2007.pdf UR - https://trid.trb.org/view/918665 ER - TY - RPRT AN - 01155877 AU - McLaughlin, Richard A AU - Markusic, Melanie S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluating Sediment Capture Rates for Different Sediment Basin Designs PY - 2007/08//Final Report SP - 28p AB - The effectiveness of sediment control devices was studied on a large North Carolina Department of Transportation project to determine the effects of different designs and conditions. Flow and sediment content of water exiting six different traps and basins were measured and the amount of sediment trapped estimated from periodic surveys. Sediment trapping and discharges strongly suggested that commonly used designs are relatively ineffective. The three devices with rock dam outlets had sediment retention of <57% of sediment entering the traps and discharged up to 20 t ac to the -1 power during up to 12 months of monitoring. In contrast, the skimmer basins with surface outlets, stable sides and inlets, and porous baffles, retained more that 90% of sediment entering them, as long as they were properly maintained. While the skimmer basins retained most of the sediment entering it, the discharges were still relatively turbid and contained considerable suspended solids. The skimmer basin which was monitored longest (one year) had average turbidity of 891 nephelpmetric turbidity units (NTU) and total suspended solids (TSS) of 537 mg L to the -1 power. It is likely that the remaining suspended materials are very fine and will not settle by gravity alone under typical retention times. The more efficient designs tended to retain more of the coarse fraction entering the basins than the less efficient designs. The improvement in sediment retention with the design improvements will significantly reduce the impacts of land disturbances from construction activity on water quality in nearby streams. KW - Baffles KW - Construction projects KW - Detention basins KW - Runoff KW - Sediment control KW - Sediment traps KW - Sedimentation KW - Streams KW - Suspended sediments KW - Total suspended solids KW - Turbidity KW - Water quality management UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-17FinalReport.pdf UR - https://trid.trb.org/view/916546 ER - TY - RPRT AN - 01152596 AU - Vepraskas, M J AU - White, J G AU - Amoozegar, A AU - Hesterberg, D L AU - Huffman, R L AU - Skaggs, R W AU - Gregory, J D AU - Broome, S W AU - Caldwell, P V AU - Davis, K M AU - Abit, S AU - Smith, H C AU - Zelasko, A J AU - Brownfield, C S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Methodology to Assess Soil, Hydrologic, and Site Parameters that Affect Wetland Restoration: Phase 2 PY - 2007/08//Final Report SP - 241p AB - Juniper Bay is a 750 acre Carolina Bay that was purchased by the NC Department of Transportation for wetland restoration. The experimental results reported here were completed at the site between 2003 and 2007, that were completed at Juniper Bay and at three reference bays. Hydrologic studies showed that a Pond Pine Woodland plant community is growing in reference bays where water ponds above the surface for 45 to 135 days per year. At Juniper Bay, such conditions may occur in the mineral soils along the bay’s perimeter. The Nonriverine Swamp Forest community is found in organic soils that have water ponded on the surface for 300-320 days per year. This community may develop in the central portion of Juniper Bay. Because soil organic carbon levels in Juniper Bay soils generally exceed 3%, the soils should become anaerobic within a week after saturating. Other related biogeochemical reactions necessary for wetland functions should occur in Juniper Bay soils as well. Large storms (greater than 2 in. per day) cause relatively large quantities of dissolved organic carbon, phosphorus, calcium and magnesium to enter surface and ground waters at Juniper Bay. These chemicals may be transported offsite in ditch water leaving the site. The quantity of phosphorus can exceed 1 ppm in organic soils because of the large amount of dissolved organic carbon produced in the soils. These phosphorus concentrations should be monitored because they may be large enough to contribute to eutrophication of downstream waters. KW - Ecosystems KW - Environmental quality KW - Hydrology KW - Land use KW - Natural resources KW - Restoration ecology KW - Soils KW - Wetlands UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-19FinalReport.pdf UR - http://ntl.bts.gov/lib/56000/56100/56177/WETLAND-2-1-10.PDF UR - https://trid.trb.org/view/913355 ER - TY - RPRT AN - 01135345 AU - Federal Highway Administration TI - Monthly Motor Fuel Report by States, December 2006 PY - 2007/08 SP - 17p AB - Based on reports of 51 Entities, gasoline consumption for January - December 2006 changed by -0.4 percent compared to the same period in 2005. 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/894301 ER - TY - RPRT AN - 01128956 AU - Civjan, Scott A AU - Mann, Ray K AU - Mitchell, Michael J AU - University of Massachusetts, Amherst AU - Massachusetts Executive Office of Transportation and Public Works AU - Federal Highway Administration TI - Terrazzo Cracking PY - 2007/08//Final Report SP - 140p AB - Terrazzo is generally a versatile, durable and low maintenance flooring material. However, widespread terrazzo cracking has occurred in several elevated walkway bridge structures at Logan International Airport. Cracking was broadly defined to include separation of terrazzo from divider strips and deterioration from impact loadings. Cracking typically occurred shortly after opening of the walkways, but some new cracking has appeared after a period of time in service. Installation techniques and construction methods were altered during construction of individual pedestrian bridge structures to mitigate problems as they were discovered and some repairs have been completed. While the extent of cracking varies in the elevated walkways, some cracking has occurred in all elevated walkways. The objectives of this research project were to determine the causes of terrazzo cracking at the walkway bridge structures at Logan International Airport, develop specifications for terrazzo installation to prevent cracking in future structures, and develop guidelines for repairing existing cracks. In order to provide a means for impacting current practice, quality assurance/quality control (QA/QC) and implementation procedures were also addressed. This report also serves as documentation of advancements in terrazzo construction practice for terrazzo implemented in recent Massachusetts Port Authority projects. KW - Construction management KW - Cracking KW - Footbridges KW - Logan International Airport KW - Quality assurance KW - Quality control KW - Repairing KW - Terrazzo UR - https://trid.trb.org/view/889043 ER - TY - RPRT AN - 01122957 AU - Reuer, Courtney AU - HDR Engineering, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Synthesis of Animal-Vehicle Collision Mitigation Measures PY - 2007/08//Final Report SP - 26p AB - In all western states, domestic animal and wildlife populations are increasing as well as the vehicular traffic volumes. Consequently, increases in animal-vehicle collisions have been reported by many states. The purpose of this report is to provide a synthesis of animal-vehicle collision mitigation measures utilized by other states and to provide a cost-effective recommendation for the Arizona Department of Transportation to further reduce animal-vehicle collisions. Preparation for this report included assembling documented studies currently underway and existing reports, and conducting a survey among selected states and countries to learn what practices have been used for solving or alleviating animal-vehicle collisions. KW - Accident mitigation KW - Animal vehicle collisions KW - Animals KW - Arizona KW - Highway safety KW - Literature reviews KW - State of the practice KW - Surveys KW - Wildlife UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ612.pdf UR - https://trid.trb.org/view/884436 ER - TY - RPRT AN - 01122380 AU - Huijser, Marcel P AU - McGowen, Patrick Tracy AU - Fuller, Julie AU - Hardy, Amanda AU - Kociolek, A AU - Western Transportation Institute AU - Federal Highway Administration TI - Wildlife-Vehicle Collision Reduction Study: Report to Congress PY - 2007/08 SP - 262p AB - Americ’s highways allow people and products to travel to every corner of our nation. Along the way, these roads cross through the habitat of many native wildlife species. When these paths intersect, collisions can occur, and in greater numbers than most people realize. Based on the results of this study, there are an estimated one to two million collisions between cars and large animals every year in the U.S. This presents a real danger to human safety as well as wildlife survival. State and local transportation agencies are looking for ways to meet the needs of the traveling public, maintain human safety and conserve wildlife. Under Section 1119 (n) of the Safe Accountable Flexible Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the US Congress directed the Secretary of Transportation to conduct a national Wildlife Vehicle Collision (WVC) study. This study details the causes and impacts of wildlife vehicle collisions and identifies potential solutions to this growing safety problem. The report focuses on mitigation methods that reduce the number of collisions between vehicles and large wildlife, such as deer, because these accidents present the greatest safety danger to travelers, and cause the most damage. KW - Animals KW - Crashes KW - Deer KW - Deer-vehicle collisions KW - Fences KW - Habitat (Ecology) KW - Highway safety KW - Wildlife crossings UR - http://www.westerntransportationinstitute.org/documents/reports/4W1612_Report_to_Congress.pdf UR - https://trid.trb.org/view/884083 ER - TY - SER AN - 01120534 JO - NHTS Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - National Household Travel Survey: Congestion: Who is Traveling in the Peak? PY - 2007/08 SP - 3p AB - Continuing the series of briefs on congestion, this brief looks at the trends, amount, and characteristics of non-work vehicle trips during the peak periods. The average American is taking approximately four more trips a week than a decade ago for non-work purposes; travel for eating out, recreational activities, and shopping have all increased. Travelers know that Friday peaks are the worst. Besides commuting to work, people travel during the peak to take their child to school, run out to buy milk before work, go to the gym, arrive at the doctor’s office early to avoid a wait, or pick up their dry cleaning. KW - Highway travel KW - Medical trips KW - Nonwork trips KW - Peak hour traffic KW - School trips KW - Shopping trips KW - Traffic congestion KW - Travel behavior KW - Travel surveys KW - Trip purpose KW - Weekdays KW - Work trips UR - http://nhts.ornl.gov/briefs/Congestion%20-%20Peak%20Travelers.pdf UR - https://trid.trb.org/view/879139 ER - TY - RPRT AN - 01118716 AU - Chesser, Zack B AU - Byrd, John D AU - Mississippi State University, Mississippi State AU - Federal Highway Administration AU - Mississippi Department of Transportation TI - Cogongrass Inventory and Management PY - 2007/08//Final Report SP - 18p AB - A field study was conducted from 2005-2006 to test broad scale classification of cogongrass [Imperata cylindrica (L.) Beauv.] on Mississippi highway rights of ways with aerial imagery. Four mosaics of high resolution multispectral images of median and rights of way along Interstate 59 between Meridian and Laurel, Ms and rights of way along MS Hwy 528 between Bay Springs, MS and Interstate 59 were used for analysis and classification. The basis for this study was to test basic user classification methods on high resolution imagery for broad scale detection of cogongrass. The imagery was analyzed by supervised and unsupervised classification techniques based on a 5-class system in ERDAS imagine. The unsupervised classification technique began with 100 classes which were narrowed down to the five classes of interest, whereas the supervised classification technique trained the system for the five classes of interest. Near infrared (NIR), red, green, and blue spectral reflectance values for each known class area within the images, along with spatial patterns and expert knowledge, were analyzed and used to train and recode the classified image. Areas of the images suspected to be cogongrass, other roadside vegetation, road/bare soil, forest, and shadow/water were used to train the system for supervised classification and used to recode the unsupervised classification. A database of GPS points of known locations for each class within each image were used to test the accuracy of each classification. Overall accuracies for supervised classification of the images ranged from 85 to 95%, while unsupervised classification resulted in 75 to 90% accurate. Producers’ accuracies for the cogongrass class ranged from 54 to 71% with unsupervised techniques; however, supervised classification techniques resulted in 54-100% accuracy to depict cogongrass. Both classification techniques produced 100% cogongrass class user’s accuracies for all images. All other classes produced lower user’s accuracies. The results from this study show good results for cogongrass detection with basic knowledge classification techniques. KW - Active Tracer High resolution Atmospheric Model (ATHAM) KW - Aerial photogrammetry KW - Cogongrass KW - Geographic information systems KW - Global Positioning System KW - Grasses KW - Mississippi KW - Roadside flora KW - Roadside improvement KW - Vegetation control UR - http://ntl.bts.gov/lib/44000/44500/44567/State_Study_178_-_Cogongrass_Inventory_and_Management.pdf UR - https://trid.trb.org/view/878503 ER - TY - RPRT AN - 01118118 AU - Patterson, Kat AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Cold Weather Waterborne Traffic Paint With XSR PY - 2007/08//Final Report SP - 27p AB - In an effort to extend the striping season, the Vermont Agency of Transportation applied an experimental pavement marking material, known as Cold Weather Waterborne Paint with XSR, to a preexisting roadway on VT 100B in the town of Moretown in October of 2006 when ambient air and pavement temperatures ranged from 28 degrees F to 48 degrees F with a dew point of 22 degrees F. In accordance with the manufacturer’s specifications, the experimental marking material is reported to dry within 9 minutes at an ambient air temperature of 35 degrees F and rising. Following the placement of the markings, data collection, including retroreflectivity and wear readings, was conducted using uniform methods. All of the white XSR marking and the majority of the yellow XSR markings were found to be in compliance with ASTM 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. While both traffic marking materials continued to decay as would be expected, the standard traffic markings decayed more readily with considerably lower retroreflectivity readings as compared to the experimental markings. During the spring of 2007, the retroreflectivity readings collected from the XSR substrate were twice that of the standard marking material. In accordance with a cost analysis, the Cold Weather Paint with XSR was found to be more cost effective as compared to standard waterborne paint traffic markings. Overall, the application of Cold Weather Paint with XSR is recommended for late season striping when ambient air temperatures are below 50 degrees F. KW - Cold weather KW - Retroreflectivity KW - Road marking materials KW - Striping materials KW - Traffic paint KW - Vermont KW - Wear KW - Winter UR - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT_XSRFinalReport2007.pdf UR - https://trid.trb.org/view/875386 ER - TY - RPRT AN - 01112758 AU - Mohammad, Louay N AU - Gaspard, Kevin AU - Herath, Ananda AU - Nazzal, Munir Darwish AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Comparative Evaluation of Subgrade Resilient Modulus from Non-destructive, In-situ, and Laboratory Methods PY - 2007/08//Final Report SP - 86p AB - Field and laboratory testing programs were conducted to develop models that predict the resilient modulus of subgrade soils from the test results of Dynamic Cone Penetrometer (DCP), Continuous Intrusion Miniature Cone Penetrometer (CIMCPT), Falling Weight Deflectometer (FWD), Dynaflect, and soil properties. The field testing program included DCP, CIMCPT, FWD, and Dynaflect testing, whereas the laboratory program included repeated load triaxial resilient modulus tests and physical properties and compaction tests. Nine overlay rehabilitation pavement projects in Louisiana were selected. A total of four soil types (A-4, A-6, A-7-5, and A-7-6) were considered at different moisture-dry unit weight levels. The results of the laboratory and field testing programs were analyzed and critically evaluated. A comprehensive statistical analysis was conducted on the collected data. The results showed a good agreement between the predicted and measured resilient modulus from the various field test methods considered. The DCP and CIMCPT models were enhanced when the soil moisture content and dry unit weight were incorporated. The results also showed that, among all backcalculated FWD moduli, those backcalculated using ELMOD 5.1.69 software had the best correlation with the measured resilient modulus. Finally, the resilient modulus values estimated using the approach currently adopted by the Louisiana Department of Transportation and Development were found to correlate poorly with the measured resilient modulus values. KW - Backcalculation KW - Cone penetrometers KW - Dynaflect KW - ELMOD (Computer program) KW - Falling weight deflectometers KW - Field tests KW - Laboratory tests KW - Modulus of resilience KW - Nondestructive tests KW - Repeated load triaxial tests KW - Soil compaction test KW - Soil properties KW - Statistical analysis KW - Subgrade (Pavements) UR - http://www.ltrc.lsu.edu/pdf/2008/fr_417.pdf UR - https://trid.trb.org/view/872637 ER - TY - SER AN - 01108705 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Elseifi, Mostafa A AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Hot-Mix Asphalt Sampling Techniques PY - 2007/08//Research Report IS - 07-010 SP - 62p AB - Insuring the integrity and security of hot mix asphalt (HMA) samples is critical to assuring the quality of the installed product and complying with Federal requirements. Samples of HMA are often taken at the plant with limited state supervision. Further, samples are taken from a truck where obtaining a representative sample can be difficult. The concept of moving the sample location to the job site offers the potential to address the weaknesses cited above. However, there are a number of different approaches, each with advantages and disadvantages. The objective of the proposed research project was to produce a review of successful methods and practices currently used to sample HMA during production and installation. This included visiting other states and providing detailed documentation of the visits. While achieving this objective, sufficient data were collected to allow Illinois Department of Transportation's (IDOT’s) personnel to draw a final recommendation for the optimum technique to be adopted for HMA sampling in future projects. During the course of this project, sampling practices in six highway agencies were evaluated (Kansas, Iowa, Ohio, Michigan, Florida, and Ministry of Transportation of Ontario). Four of these agencies specify roadway sampling, while one agency is experimenting with a new generation of mechanical sampling device and another agency samples directly from a Material Transfer Device (MTD). During the course of this project, areas of improvement in the current Illinois QC/QA program were also identified. In general, sampling behind the paver is being conducted by many states without much difficulty. Based on the site visits conducted in this research, the TRP group determined that the roadway sampling procedure adopted by Michigan Department of Transportation (DOT) is the most appropriate for possible implementation in Illinois. In addition to this sampling technique, sealed bags adopted by Iowa DOT may be used, if necessary, to safely transport samples from the field to lab. Results of this research project also indicated that all visited states have a much higher sampling/testing frequency than Illinois and have successfully implemented an incentive/disincentive specification system. In addition, all visited states comply with the FHWA Technical Advisory (TA) or are in the process of making changes to comply with the TA. Based on these findings, the TRP has determined that the current Illinois QC/QA program is in need of several modifications to ensure successful implementation of roadway sampling, to comply with the TA, and to encourage high-quality construction of HMA. While changing sample location would improve sample security, it would not address shortcomings of the existing QC/QA program. In conjunction with implementation of roadway sampling, it is recommended to base sampling on tons instead of time, that IDOT personnel determine random sampling locations, witness samples taken, and take immediate possession of samples; adopt incentive and disincentive pay; and accept density based on field cores. It is also recommended that the formed TRP group continue effort in revising the QC/QA program to gain compliance with the TA and to introduce changes deemed necessary from our field visits. KW - Asphalt mixtures KW - Hot mix asphalt KW - Illinois KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Paving KW - Quality assurance KW - Quality control KW - Sampling UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-010.pdf UR - https://trid.trb.org/view/866204 ER - TY - SER AN - 01108654 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Heckel, Laura B AU - Ouyang, Yanfeng AU - Heckel Engineering, Research, and Education, Incorporated AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Update of Condition Rating Survey (CRS) Calculation/Prediction Models Final Report PY - 2007/08//Final Report IS - 07-012 SP - 34p AB - The Illinois Department of Transportation (IDOT) uses the Condition Rating Survey (CRS) procedure to evaluate the condition of pavements and to project their future performance. Since 1994, IDOT has been using mathematical models to calculate CRS and to predict the future CRS of the pavements. The objective of this study was to update the existing CRS calculation and prediction models and to create new models for pavement types without models. Neither the CRS calculation nor prediction models have been updated in the last seven to ten years. As a result of the project, three CRS calculation models were created for pavement types without existing calculation models, and eight CRS calculation models were revised. Additionally, CRS prediction models were created for four pavement types without existing prediction models, and CRS prediction models were revised for 23 pavement types. This report summarizes the creation and revision of the CRS calculation and CRS prediction models. KW - Asset management KW - Calculation KW - Condition surveys KW - Fatigue life prediction KW - Illinois KW - Pavement management systems KW - Pavement performance KW - Pavements UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-012.pdf UR - https://trid.trb.org/view/866402 ER - TY - SER AN - 01108598 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Heckel, Laura B AU - Ouyang, Yanfeng AU - Heckel Engineering, Research, and Education, Incorporated AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration TI - Phase III: CRS Prediction Model Development PY - 2007/08//Research Report IS - 07-011 SP - 81p AB - The Illinois Department of Transportation (IDOT) determines a Condition Rating Survey (CRS) value for each roadway section using CRS calculation models. After the rating values have been determined, IDOT uses prediction models to estimate the condition of the pavements in the future. The objective of Phase 3 was to revise the existing prediction models and develop new models for pavement types that currently have none. Models were created or revised for 28 pavement types. Both D-cracking and the use of SMART (thin overlays) are known to reduce the expected life of pavements. Therefore, D-cracking and SMART models were created whenever possible. KW - Condition surveys KW - Cracking KW - Fatigue life prediction KW - Illinois KW - Pavement design KW - Pavement distress KW - Pavement maintenance KW - Pavements KW - Service life KW - Surveys UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-011.pdf UR - https://trid.trb.org/view/866323 ER - TY - RPRT AN - 01108444 AU - Ferragut, Theodore R AU - Rasmussen, Robert Otto AU - Wiegand, Paul AU - Mun, Eric AU - Cackler, E Thomas AU - Iowa State University, Ames AU - Federal Highway Administration TI - ISU-FHWA-ACPA Concrete Pavement Surface Characteristics Program Part 2: Preliminary Field Data Collection PY - 2007/08//Final Report SP - 374p AB - Highway noise is one of the most pressing of the surface characteristics issues facing the concrete paving industry. This is particularly true in urban areas, where not only is there a higher population density near major thoroughfares, but also a greater volume of commuter traffic. In 2004 and 2005, the Federal Highway Administration, Iowa State University, and the American Concrete Pavement Association initiated a five-year, multi-million dollar Portland Cement Concrete Surface Characteristics Program. This program is administered through the National Concrete Pavement Technology Center located at Iowa State University. The purpose of the program is to determine the interrelationship among noise, friction, smoothness, and texture properties of concrete pavements. This report addresses work conducted under Part 2 of the program. In Part 2, data were collected on 1,012 test sections totaling 240,000 ft, representing 395 unique pavement textures. This is the most comprehensive inventory of concrete pavement surface textures ever compiled. The inventory includes transverse and longitudinal tining, diamond grinding, various drag textures, grooving, exposed aggregate, shot peening, cold milling, and some asphalt pavements and surface treatments. A preliminary analysis of the data has revealed a number of important findings. For example, relationships between texture and noise are beginning to emerge. These are not based on nominal texture dimensions, however, since a second finding is that nominal dimensions are rarely observed to be found in place. Friction and noise are also found to have no relationship, demonstrating that quieter concrete pavements can be achieved without compromising this important characteristic. KW - Concrete pavements KW - Data collection KW - Friction KW - Smoothness KW - Surface characteristics KW - Test sections KW - Texture KW - Tire/pavement noise UR - http://www.ctre.iastate.edu/reports/surface-char-part2.pdf UR - http://ntl.bts.gov/lib/56000/56000/56097/SURFACE-CHAR-PART2.PDF UR - https://trid.trb.org/view/868395 ER - TY - RPRT AN - 01106152 AU - Nassif, Hani AU - Suksawang, Nakin AU - Shah, Nirali AU - Abu-Amra, Talat AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Field Implementation and Monitoring of Bridge Approach Slabs PY - 2007/08//Final Report SP - 87p AB - Bridge approach slabs are designed to function as a transitional roadway to the bridge deck spanning the distance between the abutment and road pavement. However, the number of rough-riding approaches with heavy maintenance requirements is sufficient to convince highway agencies that a serious problem exists. The objective of this study was to implement and evaluate proposed design alternatives for bridge approach slabs under field conditions. Two design alternatives, Embedded Beam (EB) and Constant Thickness (CT), were implemented in the Doremus Avenue Bridge project. The study included installation of sensors at various locations in bridge projects under contract and verifying the findings of the Phase I probable causes of cracking, location of cracks, factors influencing crack development, and recommending new design alternatives that could reduce or eliminate crack development in approach slabs. A field study was conducted and data were collected from field observations. Measured results were compared with those predicted by the finite element model to determine the reliability and the consistency of the model. Subsequently, several design alternatives were studied and compared to determine their effectiveness in reducing the possibility of crack development and tolerating higher vehicular loads. The EB is recommended based on results from field observations and long term monitoring of their performance under normal traffic and environmental conditions. The new EB design alternative is adopted by the New Jersey Department of Transportation as the detail for future use in the design of approach slabs. KW - Approach slabs KW - Bridge approaches KW - Cracking KW - Design KW - Field studies KW - Finite element method KW - Mathematical models KW - Monitoring KW - Recommendations KW - Sensors UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-012.pdf UR - https://trid.trb.org/view/865820 ER - TY - RPRT AN - 01104906 AU - Klobucar, Michael AU - Fricker, Jon D AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Feasibility Study for Bicycle Safety: Data Assessment and Network Evaluation PY - 2007/08//Final Report SP - 80p AB - Bicycles offer a promising transportation alternative to private motor vehicles, especially in areas with congestion, poor air quality, and high fuel prices. This study sought rational methods for evaluating the benefits of incorporating bicycle-friendly features into highway project designs. Data on recent bicyclist fatalities and other collisions involving bicyclists in Indiana were analyzed to determine factors that could help to explain the incidents and offer insights into countermeasures or remedies. Human error – on the part of the bicyclist or the motorist – was found to be the most common factor. Poor lighting and noncompliance with sidewalk ordinances also were frequent causes of bicycle crashes. A Bicycle Network Analysis Tool was developed to assess the level of service offered to bicyclists in a study area. The tool uses route length and measures of perceived safety to quantify the bicycle friendliness of a street network. The tool can be used to compare networks and assist in the selection of locations for bicycle facility improvements. KW - Bicycle crashes KW - Bicycle facilities KW - Bicycle lanes KW - Bicycle travel KW - Crash analysis KW - Cyclists KW - Highway safety KW - Nonmotorized transportation KW - Route choice KW - Safety UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1720&context=jtrp UR - https://trid.trb.org/view/864648 ER - TY - RPRT AN - 01104388 AU - Lyn, Dennis A AU - Cooper, Thomas J AU - Condon, Charles A AU - Gan, Lu AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Factors in Debris Accumulation at Bridge Piers PY - 2007/08//Final Report SP - 105p AB - Debris accumulation at bridge piers has been a significant problem at a number of bridge sites in Indiana, increasing risks of upstream flooding, scour, and stream instability. The current study aimed at identifying factors contributing to debris accumulation in order to formulate guidelines for the design of new bridges that would minimize their occurrence or impact. Three related approaches were taken: i) a systematic study of the available underwater bridge inspections reports, ii) a program of periodic visits and visual examination of bridge sites that were thought to be prone to debris accumulation, and iii) continued video monitoring of three bridge sites, and analysis of video images recorded during debris-transporting events. The available underwater bridge inspection reports spanned a period of 10 years and covered 370 structures. Heavy debris accumulation was observed at ≈20% of these sites, with the heaviest accumulations being concentrated in southwestern Indiana. Almost all of the sites in south-central and southern Indiana experienced at least moderate debris accumulation at one time. Sites with estimated volume of debris accumulation greater than 1000 cubic yards (‘mega’ sites), sites where heavy debris accumulation was observed during more than one inspection (‘chronic’ sites), and sites with at most minor debris accumulation during more than one inspection (‘lite’ sites) were examined in greater detail with regards to their crosssectional geometry and the placement of the piers, and the specific location of debris accumulation. A program of periodic site inspections was undertaken that eventually covered 22 sites, including 4 ‘mega’ sites and 6 ‘chronic’ sites. The sites were visited at intervals of 3 – 4 months over a 16-month period, and visually examined with regards to the occurrence and location of any debris accumulation, and other features, such as the presence of upstream bridges, that might be related to debris accumulation. These observations were combined with cross-section information from underwater bridge inspection reports to corroborate or refine the conclusions drawn from the broader study of underwater bridge inspection reports. Issues that could not be resolved from the bridge inspection reports, such as the behavior over time of debris accumulation, and the relationship to hydrologic events, were of particular interest in the periodic-site inspections. Although some sites suffered what might be classed as ‘heavy’ accumulation during the study period, no ‘mega’ accumulation occurred at any site, suggesting that average recurrence intervals for such events are more than 16 months, at least for larger rivers. Finally, video monitoring of debris-transporting events was conducted at three sites including one ‘mega’ site. This yielded the most detailed information regarding aspects that were visible above the water surface. This included including the variation of debris ‘discharge’ and amount of debris accumulated with time, typical debris trajectories, and even direct evidence of disaggregation of already accumulated debris. At two of the sites, extensive debris accumulations, possibly approaching ‘mega’ class at one site, were recorded. In contrast, little debris accumulation was noted at the third site in spite of quite heavy debris transport during at least one large flow event. For larger, longer-duration flow events, debris transport seemed to be concentrated towards the earlier rising part, such as the first 12 – 18 hours, of the event. Little correlation between the lateral location within the stream where debris transport is high and the thalweg in the immediate vicinity of the bridge crossing was found. On the basis of the observations made during the study, recommended practices are suggested for designing bridges with the aim of minimizing debris accumulation. KW - Banks (Waterways) KW - Bridge piers KW - Bridge substructures KW - Bridges KW - Debris flows KW - Floods KW - Hydraulics KW - Indiana KW - Piers (Supports) KW - Scour KW - Streams UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1712&context=jtrp UR - https://trid.trb.org/view/864214 ER - TY - RPRT AN - 01102187 AU - Federal Highway Administration TI - South Logan to Providence transportation corridor, 100 East: 300 South (Logan) to Providence Lane (Providence) : environmental impact statement PY - 2007/08//Volumes held: Draft, F KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/862148 ER - TY - RPRT AN - 01099569 AU - Ghorbanpoor, Al AU - Dudek, John A AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Bridge Integrated Analysis and Decision Support: Case Histories PY - 2007/08//Final Report SP - 160p AB - This report presents a database of case histories of incidents due to impact, fire and scour for sixteen bridges in Wisconsin. It is intended to expand and use such case history and other relevant data in a future study to develop a decision support system. Such decision support system can aid bridge engineers take appropriate actions when rapid response is required in emergency cases such as major bridge damage or failure. The case history information presented here was assembled using available archived data from various department of transportation (DOT) offices and through interviews with various active and retired staff of the Wisconsin Department of transportation (WisDOT) Districts and the City of Milwaukee. Each case history document includes information regarding any associated event, remediation, and past repair and maintenance. Essential structural and geometric data is also included with each case history document. As a part of this study, incident response procedures for WisDOT and the City of Milwaukee were developed through consultation with appropriate staff of those offices. The database is searchable with keywords and can be accessed through the web. User's manuals for both users and system administrators are included in the report. KW - Case studies KW - Decision support systems KW - Disaster preparedness KW - Emergency response time KW - Fires KW - Information systems KW - Traffic characteristics KW - Traffic incidents KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-15-bridgedecisionsupport-f.pdf UR - https://trid.trb.org/view/859145 ER - TY - RPRT AN - 01099050 AU - Koehler, Eric P AU - Fowler, David W AU - Foley, Erin H AU - Rogers, Gregory J AU - Watanachet, Sorawit AU - Jung, Min Jae AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Self-Consolidating Concrete for Precast Structural Applications: Mixture Proportions, Workability, and Early-Age Hardened Properties PY - 2007/08//Technical Report SP - 372p AB - Self-consolidating concrete (SCC) is an advanced type of concrete that can flow under its own mass without vibration, pass through intricate geometrical configurations, and resist segregation. The use of SCC in precast structural applications can result in increased construction productivity, improved jobsite safety, and improved concrete quality. Certain changes in mixture proportions, which are necessary to achieve SCC workability, may affect hardened properties. A joint research project (TxDOT Project 0-5134: Self-Consolidating Concrete for Precast Structural Applications) was conducted at the Center for Transportation Research (CTR) and the Texas Transportation Institute (TTI) to evaluate the suitability of SCC for prestressed concrete bridge beams. The CTR researchers related SCC workability to materials and mixtures proportions, developed a series of SCC mixtures expected to be representative of SCC produced in Texas for prestressed concrete bridge beams, evaluated the early-age engineering properties (up to 24 hours) and shrinkage of these mixtures, and developed recommendations for specifying and inspecting SCC. The TTI researchers evaluated the longer-term engineering properties of these mixtures and tested full-scale beams. This report describes the research conducted by the CTR researchers. KW - Beams KW - Early age concrete KW - Inspection KW - Mix design KW - Precast concrete KW - Prestressed concrete bridges KW - Properties of materials KW - Self compacting concrete KW - Shrinkage KW - Specifications KW - Workability UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5134_1.pdf UR - https://trid.trb.org/view/859413 ER - TY - RPRT AN - 01091792 AU - Dodd, Norris L AU - Gagnon, Jeffrey W AU - Boe, Susan AU - Manzo, Amanda AU - Schweinsburg, Raymond E AU - Arizona Game and Fish Department AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Evaluation of Measures to Minimize Wildlife-Vehicle Collisions and Maintain Permeability Across Highways: Arizona Route 260 PY - 2007/08//Final Report SP - 185p AB - The authors conducted wildlife-highway relationships research from 2002-2006 along a 17-mile stretch of State Route 260 in Arizona which is being reconstructed in five phases with 11 wildlife underpasses and six bridges. Reconstruction phasing allowed the authors to use a before-after-control experimental approach in their research. The objectives of their research were: 1) assess and compare wildlife use of underpasses; 2) evaluate highway permeability and wildlife movements among reconstruction classes; 3) characterize wildife-vehicle collision patterns and changes with reconstruction; 4) assess relationships among highway traffic volume and wildlife vehicle collisions, elk crossing patterns, and wildlife use of underpasses; 5) assess the role that ungulate-proof fencing plays in wildlife vehicle collisions, wildlife use of underpasses, and wildlife permeability; 6) provide ongoing highway reconstruction implementation guidance. The authors used video surveillance to assess and compare wildlife use of five underpasses at which they recorded 8,455 animals and 11 different species; 5,560 of these animals (65.8%) crossed through the underpass. The authors employed global positioning system telemetry to assess highway permeability across SR 260, with 65 elk fitted with receiver collars. Elk crossed State Route 260 5,749 times. Elk permeability on reconstructed highway (0.43 crossings/approach) was half that of control sections. Permeability increased 60% after ungulate-proof fencing was erected on a reconstructed section. Effective monitoring and adaptive management yielded benefits to highway safety and wildlife permeability alike. KW - Animal vehicle collisions KW - Arizona State Route 260 KW - Crashes KW - Elk KW - Highways KW - Reconstruction KW - Underpasses KW - Ungulates KW - Wildlife KW - Wildlife fencing UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ540.pdf UR - https://trid.trb.org/view/851332 ER - TY - RPRT AN - 01091308 AU - Bauer, Jocelyn K AU - Smith, Michael AU - Armstrong, April AU - Science Applications International Corporation AU - Federal Highway Administration TI - The Collaborative Advantage: Realizing the Tangible Benefits of Regional Transportation Operations Collaboration PY - 2007/08//Reference Manual; Final Report SP - 60p AB - Agencies can realize a range of tangible benefits from participating in multi-agency collaborative efforts for regional transportation operations. These benefits include access to funding and other resources, improvements in agency operations and productivity, and outcomes that help agencies achieve their mobility and safety goals. This manual uses nine collaborative efforts across the U.S. to illustrate the tangible benefits gained through key strategies such as sharing resources and expertise, performing joint operations, using common operations procedures, and exchanging real-time information. The manual includes a six-step process to allow agencies to estimate their benefits of collaboration. KW - Benefits KW - Case studies KW - Cooperation KW - Financing KW - Intelligent transportation systems KW - Interagency relations KW - Manuals KW - Public transit KW - Regional transportation KW - Transportation operations KW - Transportation system management KW - Traveler information and communication systems UR - http://www.ops.fhwa.dot.gov/publications/benefits_guide/benefits_guide_med.pdf UR - https://trid.trb.org/view/851758 ER - TY - RPRT AN - 01090185 AU - Carnegie, Jon A AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Alan M. Voorhees Transportation Center TI - Driver’s License Suspensions, Impacts and Fairness Study PY - 2007/08//Final Report SP - 83p AB - In New Jersey, as is the case in many other jurisdictions, the reasons for driver’s license suspension are diverse, complex and sometimes interrelated. License suspension in New Jersey (NJ) is no longer only used to punish habitual bad driving. It is widely used as a punishment or deterrent for things completely unrelated to driving and as a means to compel appearance in court and/or payment of various fines, fees, and other financial obligations. Suspension patterns indicate that certain segments of the licensed driver population are more likely to be suspended than others. For all reasons, except suspensions for driving under the influence (DUI) and accumulation of motor vehicle points, drivers residing in urban and lower income zip codes are overrepresented. Suspension rates among male drivers residing in lower income areas are consistently the highest. The obvious and most direct impact of license suspension is loss of personal mobility. However, suspension may also have collateral and/or unintended consequences such as job loss, difficulty in finding employment, and reduced income. Consequences can also include other financial impacts, such as increased insurance premiums and other costs associated with suspension; as well as psychological and social impacts such as loss of freedom, increased stress, and family strain. Despite a limited menu of options to address the unintended or collateral impacts of suspension, there appear to be areas of possible reform in New Jersey. These include: reexamining the purpose and need for the NJ insurance surcharge program; assessing the fairness of the Parking Offenses Adjudication Act; addressing issues that contribute to license suspensions for failing to maintain proper insurance; and considering the creation of a restricted-use license program for at least certain suspended drivers under limited circumstances. KW - Courts KW - Driver licenses KW - Drunk driving KW - Fines (Penalties) KW - Law enforcement KW - Mobility KW - New Jersey KW - Parking regulations KW - Point demerit systems KW - Revocation KW - Suspensions KW - Traffic violators UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-020-V1.pdf UR - https://trid.trb.org/view/850023 ER - TY - RPRT AN - 01088316 AU - Casavant, Kenneth L AU - Jessup, Eric L AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Development of a Washington State Freight Data System PY - 2007/08//Research Report SP - 124p AB - This study identified freight data uses, needs, and gaps, both nationally and in the state of Washington. Specific recommendations for providing the needed data and data generating processes include the following: Phase I: Identification of Data Gaps, Needs, and Uses (Timeframe: current and ongoing) - An ongoing inventory of available freight data, relative to identified freight data needs, should be performed throughout the state and region. This process may be incorporated into the expected activities/duties proposed in these recommendations. Phase II: Librarian/Educator, Resource to Manage Freight Data Warehouse (Timeframe: within six months) - This individual or resource is a "data source" for the state; a contact for all agencies and businesses using transportation flow and operational data; and a participant in discussions as freight data needs arise in the state. Phase III: Freight Database Manager, Technical Resource (Timeframe: within one year) - The Freight Database Manager will design/develop and maintain the freight data warehouse for the Washington State Department of Transportation. KW - Air cargo KW - Data gaps KW - Data management KW - Data needs KW - Data sources KW - Data warehouses KW - Freight data KW - Freight transportation KW - National freight data KW - Recommendations KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/690.1.pdf UR - https://trid.trb.org/view/849602 ER - TY - RPRT AN - 01082881 AU - Kumarasena, Sena AU - Jones, Nicholas P AU - Irwin, Peter AU - Taylor, Peter AU - HNTB Corporation AU - Johns Hopkins University, Baltimore AU - Rowan Williams Davies & Irwin Incorporated AU - Buckland and Taylor, Limited AU - Federal Highway Administration TI - Wind-Induced Vibration of Stay Cables PY - 2007/08//Final Report SP - 281p AB - Cable-stayed bridges have become the form of choice over the past several decades for bridges in the medium- to long-span range. In some cases, serviceability problems involving large amplitude vibrations of stay cables under certain wind and rain conditions have been observed. This study was conducted to develop a set of consistent design guidelines for mitigation of excessive cable vibrations on cable-stayed bridges. To accomplish this objective, the project team started with a thorough review of existing literature to determine the state of knowledge and identify any gaps that must be filled to enable the formation of a consistent set of design recommendations. This review indicated that while the rain/wind problem is known in sufficient detail, galloping of dry inclined cables was the most critical wind-induced vibration mechanism in need of further experimental research. A series of wind tunnel tests was performed to study this mechanism. Analytical and experimental research was performed to study mitigation methods, covering a range of linear and nonlinear dampers and crossties. The study also included brief studies on live load-induced vibrations and establishing driver/pedestrian comfort criteria. Based on the above, design guidelines for mitigation of wind-induced vibrations of stay cables were developed. KW - Aerodynamic force KW - Bridge cables KW - Bridge design KW - Cable stayed bridges KW - Countermeasures KW - Crossties KW - Dampers (Vibration) KW - Galloping of cables KW - Guidelines KW - Laboratory tests KW - Literature reviews KW - Rain KW - Vibration KW - Wind KW - Wind tunnels UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/05083/05083.pdf UR - http://ntl.bts.gov/lib/30000/30100/30102/05083.pdf UR - https://trid.trb.org/view/842188 ER - TY - RPRT AN - 01082631 AU - Tennessee Department of Transportation AU - Governor's Highway Safety Office AU - Tennessee Department of Safety AU - Federal Highway Administration AU - Federal Motor Carrier Safety Administration TI - State of Tennessee Strategic Highway Safety Plan PY - 2007/08 SP - 25p AB - The State of Tennessee's Strategic Highway Safety Plan was developed by the Tennessee Strategic Highway Safety Committee with the goal of reaching a 10% fatality rate reduction, based on CY 2002 data, by the end of CY 2008, with a projected saving of 127 lives in CY 2008. The Tennessee Strategic Highway Safety Committee's vision of having all roadway users safely arrive at their destinations may be accomplished through its mission: reducing the number of crashes on Tennessee's roadways resulting in fatalities, injuries, and related economic losses through coordination of emergency response initiatives, engineering, enforcement, and education. KW - Crash injuries KW - Education KW - Emergency management KW - Fatalities KW - Hazard mitigation KW - Prevention KW - Safety engineering KW - Tennessee KW - Tennessee Strategic Highway Safety Plan KW - Traffic law enforcement UR - http://www.tdot.state.tn.us/incident/TNStrategicHwyplan07.pdf UR - http://ntl.bts.gov/lib/27000/27000/27015/TNStrategicHwyplan07.pdf UR - https://trid.trb.org/view/842021 ER - TY - RPRT AN - 01080524 AU - Council, Forrest M AU - Harkey, David L AU - Carter, Daniel L AU - White, Bryon AU - Vanasse Hangen Brustlin, Incorporated AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Model Minimum Inventory of Roadway Elements--MMIRE PY - 2007/08//Final Report SP - 81p AB - Safety data provide the key to making sound decisions on the design and operation of roadways, but deficiencies in many States’ safety databases do not allow for good decision making. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and the National Cooperative Highway Research Program sponsored a scanning study of how agencies in the Netherlands, Germany, and Australia develop and use traffic safety information systems. That scan produced a report that included recommendations for advancing safety themes in the areas of strategy, efficiency, and utility. A recently completed follow-on effort built on the scan team’s final report and draft implementation plan by reviewing in detail the strategies suggested, providing action-related details to some of the critical strategies, and adding new strategies to help reach the team’s goals. As noted in that White Paper, while considerable attention and effort has been devoted to the improvement in crash data, one of the primary safety databases, much less effort has been devoted to improvements in the second primary safety database—roadway inventory and traffic data. One of the five critical strategies detailed there involved improving safety data by defining "good inventory data," and specifically recommended the development of a Model Minimum Inventory of Roadway Element (MMIRE) that would define the critical inventory and traffic data elements needed by State and local jurisdictions to meet current safety analysis needs and data needs arising from a new generation of safety analysis tools. This current report presents a proposed MMIRE and documents the development process, which included review of the proposed MMIRE elements in a workshop of safety data experts. A listing of high-priority and supplemental inventory and traffic elements are presented, along with proposed coding for each element. KW - Data elements KW - Data needs KW - Databases KW - Inventory KW - Model Minimum Inventory of Roadway Elements KW - Traffic data KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/research/safety/07046/index.cfm UR - http://ntl.bts.gov/lib/35000/35100/35161/07046.pdf UR - https://trid.trb.org/view/839755 ER - TY - RPRT AN - 01080146 AU - Dunn, Travis Patrick AU - Laver, Richard AU - Skorupski, Douglas AU - Zyrowski, Deborah AU - Booz Allen Hamilton AU - Federal Transit Administration AU - Federal Highway Administration TI - Assessing the Business Case for Integrated Collision Avoidance Systems on Transit Buses PY - 2007/08//Final Report SP - 153p AB - This document presents an analysis of Integrated Vehicle Based Safety Systems (IVBSS) for transit buses. The study took a three-pronged approach. The first was an analysis of the available IVBSS products, possible future products and the technologies. The second was a benefit-cost analysis of transit IVBSS. The third assessed the receptiveness among transit operators to use IVBSS products and the willingness of manufacturers to develop them. This study used the National Transit Database and crash data from 6 U.S. transit operators. The data show that there is an average of 1.5 collisions per transit bus and related annual costs of over $4,000. Of the technologies evaluated, only side object detection systems showed the potential to be cost effective. In general, transit agencies are receptive to in-vehicle safety devices when there is evidence of their effectiveness. Several vendors currently offer products while others are awaiting commitments from the U.S. DOT or coordinated transit industry interest before developing their products. It is recommended that the U.S. DOT pursue operational tests of the side object detection system and other stronger-performing systems in order to validate the findings of this study. KW - Acceptance KW - Benefit cost analysis KW - Cost effectiveness KW - Crash avoidance systems KW - Crash data KW - In-vehicle devices KW - Integrated Vehicle Based Safety Systems (Initiative) KW - National Transit Database KW - Side object detection systems KW - Transit buses KW - Transit crashes KW - Transit safety UR - http://www.fta.dot.gov/documents/Transit_IVBSS_Business_Case_Analysis_Final_Report_9-07.pdf UR - https://trid.trb.org/view/839327 ER - TY - RPRT AN - 01079282 AU - Murray, Yvonne D AU - APTEK, Incorporated AU - Federal Highway Administration TI - Manual for LS-DYNA Wood Material Model 143 PY - 2007/08//Final Report SP - 163p AB - An elastoplastic damage model with rate effects was developed for wood and was implemented into LS-DYNA, a commercially available finite element code. This manual documents the theory of the wood material model, describes the LS-DYNA input and output formats, and provides example problems for use as a learning tool. Default material property input options are provided for southern yellow pine and Douglas fir. The model was developed for roadside safety applications, such as wood guardrail posts impacted by vehicles; however, it should be applicable to most dynamic applications. KW - Elastoplasticity KW - Guardrails KW - LS-DYNA (Computer program) KW - Manuals KW - Material models KW - Wood UR - http://www.fhwa.dot.gov/publications/research/safety/04097/index.cfm UR - http://www.fhwa.dot.gov/publications/research/safety/04097/index.cfm UR - https://trid.trb.org/view/836971 ER - TY - RPRT AN - 01079183 AU - Von Quintus, Harold L AU - Moulthrop, James S AU - Fugro Consultants LP AU - Montana Department of Transportation AU - Federal Highway Administration TI - Mechanistic-Empirical Pavement Design Guide Flexible Pavement Performance Prediction Models for Montana Volume III--Field Guide Calibration and User’s Guide for the Mechanistic-Empirical Pavement Design Guide PY - 2007/08//Final Report SP - 57p AB - The objective of this research study was to develop performance characteristics or variables (e.g., ride quality, rutting, fatigue cracking, transverse cracking) of flexible pavements in Montana, and to use these characteristics in the implementation of the distress prediction models or transfer functions included in the Mechanistic-Empirical Pavement Design Guide (MEPDG) software that was developed under NCHRP Project 1-37A. Reliable distress prediction models will enable the Montana Department of Transportation (MDT) to use Mechanistic-Empirical (ME) based principles for flexible pavement design and in managing their highway network. The work conducted within this study included using the MEPDG software to develop local calibration factors in the use of that software for Montana climate, structures, and materials for flexible pavements. The report is comprised of three volumes: Volume I – Executive Research Summary; Volume II – Reference Manual (which includes Selection of Distress Prediction Models, Traffic Characterization and Analyses, and Database for Calibration of ME Distress Prediction Models); and Volume III – Field Guide – Calibration and User’s Guide for the Mechanistic-Empirical Pavement Design Guide. KW - Calibration KW - Cracking KW - Flexible pavements KW - Forecasting KW - International Roughness Index KW - Mechanistic-Empirical Pavement Design Guide KW - Montana KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Rutting KW - Smoothness KW - Thermal degradation UR - http://www.mdt.mt.gov/research/projects/pave/pave_model.shtml UR - http://ntl.bts.gov/lib/45000/45800/45851/volumeiii_73.pdf UR - https://trid.trb.org/view/836589 ER - TY - RPRT AN - 01079121 AU - Von Quintus, Harold L AU - Moulthrop, James S AU - Fugro Consultants LP AU - Montana Department of Transportation AU - Federal Highway Administration TI - Mechanistic-Empirical Pavement Design Guide Flexible Pavement Performance Prediction Models for Montana--Volume I Executive Research Summary PY - 2007/08//Final Report SP - 129p AB - The objective of this research study was to develop performance characteristics or variables (e.g., ride quality, rutting, fatigue cracking, transverse cracking) of flexible pavements in Montana, and to use these characteristics in the implementation of the distress prediction models or transfer functions included in the Mechanistic-Empirical Pavement Design Guide (MEPDG) software that was developed under NCHRP Project 1-37A. Reliable distress prediction models will enable the Montana Department of Transportation (MDT) to use Mechanistic-Empirical (ME) based principles for flexible pavement design and in managing their highway network. The work conducted within this study included using the MEPDG software to develop local calibration factors in the use of that software for Montana climate, structures, and materials for flexible pavements. The report is comprised of three volumes: Volume I – Executive Research Summary; Volume II – Reference Manual (which includes Selection of Distress Prediction Models, Traffic Characterization and Analyses, and Database for Calibration of ME Distress Prediction Models); and Volume III – Field Guide – Calibration and User’s Guide for the Mechanistic-Empirical Pavement Design Guide. KW - Calibration KW - Flexible pavements KW - Forecasting KW - Fracture mechanics KW - International Roughness Index KW - Mechanistic-Empirical Pavement Design Guide KW - Montana KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Rutting KW - Smoothness KW - Thermal degradation UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/pave_model/volumei.pdf UR - http://www.mdt.mt.gov/research/projects/pave/pave_model.shtml UR - http://ntl.bts.gov/lib/45000/45800/45849/volumei_71.pdf UR - https://trid.trb.org/view/836590 ER - TY - RPRT AN - 01079106 AU - Parnas, Richard AU - Shaw, Montgomery T AU - Liu, Qiang AU - University of Connecticut, Storrs AU - New England Transportation Consortium AU - Federal Highway Administration TI - Basalt Fiber Reinforced Polymer Composites PY - 2007/08//Final Report SP - 133p AB - The objective of the research was to determine if ballast fiber reinforced polymer composites are feasible, practical, and a beneficial material alternative for transportation applications. No significant differences in stiffness and strength were found between basalt fabric reinforced polymer composites and glass composites reinforced by a fabric of similar weave pattern. Aging results indicate that the interfacial region in basalt composites may be vulnerable to environmental damage than in glass composites. However, the basalt/epoxy interface may also be more durable than the glass/epoxy interface in tension-tension fatigue because the fatigue life of basalt composites is longer. A wider disagreement between the literature properties of basalt fibers and the properties measured in this study renders any further consideration of basalt reinforced composites highly problematic. Composites manufacturing issues with basalt fabric were also investigated. The measurement results of the in-plane permeability for basalt twill 3x1 fabric material showed that a high correlation exists between the two principal permeability values of the fabric. This is in contrast to the lack of correlation found in other weave patterns and may point to an important material selection criteria for mass production of composites by liquid molding. KW - Aging (Materials) KW - Basalt KW - Composite materials KW - Environmental impacts KW - Exposure KW - Fatigue (Mechanics) KW - Fiber reinforced materials KW - Glass fiber reinforced plastics KW - Glass fibers KW - Permeability KW - Polymers UR - http://www.uvm.edu/~transctr/pdf/netc/netcr63_03-7.pdf UR - https://trid.trb.org/view/836640 ER - TY - RPRT AN - 01079101 AU - Von Quintus, Harold L AU - Moulthrop, James S AU - Fugro Consultants LP AU - Montana Department of Transportation AU - Federal Highway Administration TI - Mechanistic-Empirical Pavement Design Guide Flexible Pavement Performance Prediction Models for Montana--Volume II Reference Manual PY - 2007/08//Final Report SP - 161p AB - The objective of this research study was to develop performance characteristics or variables (e.g., ride quality, rutting, fatigue cracking, transverse cracking) of flexible pavements in Montana, and to use these characteristics in the implementation of the distress prediction models or transfer functions included in the Mechanistic-Empirical Pavement Design Guide (MEPDG) software that was developed under NCHRP Project 1-37A. Reliable distress prediction models will enable the Montana Department of Transportation (MDT) to use Mechanistic-Empirical (ME) based principles for flexible pavement design and in managing their highway network. The work conducted within this study included using the MEPDG software to develop local calibration factors in the use of that software for Montana climate, structures, and materials for flexible pavements. The report is comprised of three volumes: Volume I – Executive Research Summary; Volume II – Reference Manual (which includes Selection of Distress Prediction Models, Traffic Characterization and Analyses, and Database for Calibration of ME Distress Prediction Models); and Volume III – Field Guide – Calibration and User’s Guide for the Mechanistic-Empirical Pavement Design Guide. KW - Calibration KW - Cracking KW - Flexible pavements KW - Forecasting KW - International Roughness Index KW - Mechanistic design KW - Montana KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Rutting KW - Smoothness KW - Thermal degradation UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/pave_model/volumeii.pdf UR - http://www.mdt.mt.gov/research/projects/pave/pave_model.shtml UR - http://ntl.bts.gov/lib/45000/45800/45850/volumeii_72.pdf UR - https://trid.trb.org/view/836591 ER - TY - RPRT AN - 01077545 AU - Ogden, Brent D AU - Institute of Transportation Engineers (ITE) AU - Federal Highway Administration TI - Railroad-Highway Grade Crossing handbook - Revised Second Edition 2007 PY - 2007/08//Revised Second Edition SP - 324p AB - The purpose of this handbook is to provide a single reference document on prevalent and best practices as well as adopted standards relative to highway-rail grade crossings. The handbook provides general information on highway-rail crossings; characteristics of the crossing environment and users; and the physical and operational improvements that can be made at highway-rail grade crossings to enhance the safety and operation of both highway and rail traffic over crossing intersections. The guidelines and alternative improvements presented in this handbook are primarily those that have proved effective and are accepted nationwide. This handbook supersedes the "Railroad-Highway Grade Crossing Handbook," published in September 1986. This update includes a compendium of materials that were included in the previous version of the handbook, supplemented with new information and regulations that were available at the time of the update. Updates were drawn from the current versions of relevant legislation, policy memoranda, Federal Register notices, and regulatory actions. KW - Best practices KW - Guidelines KW - Handbooks KW - Highway safety KW - Highway traffic control KW - Improvements KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic control KW - Standards UR - http://ntl.bts.gov/lib/30000/30100/30104/lo_res_RR_BOOK.pdf UR - https://trid.trb.org/view/836905 ER - TY - RPRT AN - 01077544 AU - Carlson, Paul J AU - Miles, Jeffrey David AU - Pike, Adam M AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Wet-Weather and Contrast Pavement Marking Applications: Final Report PY - 2007/08//Technical Report SP - 158p AB - This report details the completion of a 30-month project investigating wet-night and contrast pavement markings. The first year report contains the literature review on wet-night markings and the Phase I effort on wet-night pavement markings. This report contains the Phase II effort on wet-night pavement markings, a benefit-cost analysis, and a study of contrast markings. Phase II effort consisted of expanding the study design from Phase I to include additional wet-night pavement marking products, the effects of glare and dry pavement on detection distances, and a benefit-cost analysis with respect to the use of different pavement marking systems to accommodate drivers under wet-night conditions. In the contrast study, a literature review of contrast markings, a state-of-the-practice with respect to contrast markings, and a study of driver understanding and preference with respect to contrast markings were all conducted. After studying multiple wet-night pavement marking products and standard pavement marking products used in the state of Texas, it was found that reflectorized raised pavement markings provided the most preview time under wet-night conditions. The rumble strip and the use of bigger beads such as Type III do provide improved wet-night detection distance, and in reference to cost, the use of bigger beads on a flat line, or a rumble strip in conjunction with RRPMs provides an effective wet-night performance. Contrast markings were found to be used in 64 percent of the districts in Texas and in 64 percent of the responding states. The most frequently used contrast marking design is the bordered design where a white marking is highlighted with black markings along the longitudinal sides. While driver preference suggests that the shadow design is less preferred to the bordered design, the shadow design is normally a more cost-effective design, considering maintenance of the marking. The findings show that the bordered design is preferred. While this design is currently provided with tape products, which have a high initial cost, a non-tape marking alternative is the shadow design, which has fewer maintenance concerns than other non-tape applications. The use of only these two designs is also recommended to limit the number of contrast marking designs in hopes of minimizing driver confusion (this study showed that some drivers do not understand the meaning of the contrast markings). KW - Benefit cost analysis KW - Comprehension KW - Contrast KW - Detection distance KW - Driver preferences KW - Glare KW - Glass beads KW - Literature reviews KW - New products KW - Night visibility KW - Products KW - Raised road markings KW - Reflectorized road markings KW - Road marking tapes KW - Road markings KW - Rumble strips KW - State of the practice KW - States KW - Texas KW - Wet weather UR - https://trid.trb.org/view/836903 ER - TY - RPRT AN - 01077541 AU - Glover, Charles J AU - Freeman, Thomas J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines on the Use of Fog Seals and Rejuvenator Seals PY - 2007/08 SP - 10p AB - These guidelines derive from Texas Department of Transportation (TxDOT) Project 0-5091 and Report 0-5091-3. Replicate cores of both treated and untreated highway and general aviation pavement sections were analyzed in this extensive study. Whole cores were assessed by water permeability and by susceptibility to permanent deformation. Replicate cores were sawed into approximately one-quarter-inch slices that were individually analyzed for total air voids, accessible (or interconnected) air voids, binder content, oxidative aging and rheology, and the presence of fog seal material. The fog seal materials used in this project were emulsions of asphalt materials and coal tar type materials typically used by TxDOT. A table is presented summarizing: treatment material, example grades, solvent, application rate, residual viscosity, field performance (advantage and disadvantage), and remarks. KW - Air voids KW - Asphalt emulsions KW - Asphalt pavements KW - Binder content KW - Coal tars KW - Cores (Specimens) KW - Fog seals KW - Guidelines KW - Oxidation KW - Performance KW - Permeability KW - Rejuvenator sealers KW - Rheology KW - Rutting KW - Seal coats KW - Viscosity UR - https://trid.trb.org/view/836887 ER - TY - RPRT AN - 01076705 AU - Pan, E AU - Alkassawneh, Wael AU - Chen, Ewan AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - An Exploratory Study on Functionally Graded Materials with Applications to Multilayered Pavement Design PY - 2007/08//Final Report SP - 135p AB - The response of flexible pavement is largely influenced by the resilient modulus of the pavement profile. Different methods/approaches have been adopted in order to estimate or measure the resilient modulus of each later assuming an average modulus within the layer. In order to account for the variation in the modulus of elasticity with depth within a layer in elastic pavement analysis, which is due to temperature or moisture variation with depth, the layer should be divided into several sublayers and the modulus should be gradually varied between the layers. A powerful and innovative computer program has been developed for elastic pavement analysis that overcomes the limitations of the existing pavement analysis program. The new program can accurately predict the response of the pavement that consists of any number of layers/sublayers and any number of loads. The complexity of the tire-pavement loading configuration can be modeled easily as well. Practical pavement engineering problems have been analyzed and discussed in the report that take into consideration the modulus variation with depth as well as the complex tire-pavement loading configuration utilizing the newly developed MultiSmart3D program. The analyzed problems illustrated that powerful analytical tools, such as MultiSmart3D, are needed to study and predict the pavement response in practical and fast matters. For example, the predicted life time of the pavement can be increased or decreased by a factor more than two if the modulus of elasticity variation with depth is taken into consideration. KW - Deformation curve KW - Failure KW - Flexible pavements KW - Modulus of resilience KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Pavements KW - Resilient modulus KW - Rolling contact KW - Rutting UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/2077 UR - http://ntl.bts.gov/lib/55000/55800/55836/FHWA-OH-2007-12.PDF UR - http://ntl.bts.gov/lib/55000/55800/55837/FHWA-OH-2007-12_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/825931 ER - TY - RPRT AN - 01075975 AU - Zhou, Fujie AU - Hu, Sheng AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preliminary Results of Repeatability and Sensitivity Study on Overlay Tester for Crack Sealants PY - 2007/08//Technical Report SP - 20p AB - This brief summary report documents the main findings from the work done in the last fiscal year. This summary report is composed of three major components: 1) Overlay Tester for crack sealants and associated draft test protocol, 2) repeatability of Overlay Tester for crack sealant, and 3) sensitivity of Overlay Tester for crack sealant. Finally, this report discusses the work recommended by the Pavement Monitoring Committee on October 11, 2006. KW - Cracking KW - Repeatability KW - Sealing compounds KW - Sensitivity KW - Test procedures KW - Testing equipment UR - http://tti.tamu.edu/documents/0-5457-1.pdf UR - https://trid.trb.org/view/835368 ER - TY - RPRT AN - 01075974 AU - Pesti, Geza AU - Chaudhary, Nadeem A AU - Abbas, Montasir M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation of Traffic Responsive Control on TxDOT Closed-Loop Systems PY - 2007/08//Technical Report SP - 56p AB - Texas Department of Transportation (TxDOT) research project 0-4421, “A Simplified Approach for Selecting Optimal Traffic Responsive Control Parameters,” developed procedures and guidelines for setting up and operating coordinated systems with the traffic responsive plan selection (TRPS) mode. This project implemented the TRPS mode at four locations in Texas using customized versions of the guidelines developed in research project 0-4421. Customization of the guidelines was necessary to account for the differences in certain site characteristics (e.g., available system detectors) between the implementation sites and the general site for which the original guidelines were developed. Locations were selected to represent a range of traffic conditions, arterial and detector configurations, and the two common controller types (Eagle and Naztec) used by TxDOT. The performance of the TRPS mode was evaluated by a comparison of average instantaneous and link speeds and delays determined before and after the implementation of the traffic responsive control. The before-after analyses indicated that the performance of the TRPS mode was in most cases better or at least as good as the existing systems. A step-by-step field manual to guide field technicians through the process of configuring their controllers to run a TRPS control was also developed and delivered to TxDOT to facilitate the implementation of the TRPS guidelines. KW - Arterial highways KW - Before and after studies KW - Feedback control KW - Field studies KW - Guidelines KW - Implementation KW - Texas KW - Traffic actuated controllers KW - Traffic delays KW - Traffic responsive plan selection KW - Traffic speed UR - https://trid.trb.org/view/835366 ER - TY - RPRT AN - 01075972 AU - Pesti, Geza AU - Chaudhary, Nadeem A AU - Abbas, Montasir M AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Field Manual for Configuring Traffic-Responsive Control on TxDOT Closed-Loop Systems PY - 2007/08//Field Manual SP - 50p AB - Closed-loop traffic control systems can be operated in either Time-of-Day (TOD) mode or Traffic Responsive Plan Selection (TRPS) mode. When properly configured, the TRPS mode has the greatest potential to provide optimal operation due to its ability to accommodate abnormal traffic conditions such as incidents, special events, and holiday traffic. Most importantly, TRPS mode can reduce the need for frequent redesign/updates to signal timing plans. The TRPS mode is designed to continuously monitor the traffic flow pattern and select the most appropriate timing plan from a pre-programmed library. Thus, proper configuration of TRPS mode requires: a sufficient number of system detectors placed outside the influence of cyclic queues at the stop bar; a library of timing plans that can accommodate all traffic conditions possible at the selected site; and proper configuration of numerous TRPS parameters, which include cycle level parameters, directionality parameters, smoothing factors, and weighting factors. If any of these requirements is not met, the TRPS mode may select inappropriate timing plans or cause the closed-loop system to run in a continuous transitioning state. This field manual is intended to provide a step-by-step guide for installation and operation of TRPS mode at typical Texas Department of Transportation (TxDOT) arterials consisting of three to six signalized intersections. The guide is divided into the following sections: Chapter 1 provides an introduction; Chapter 2 provides data for implementing TRPS control at ideal sites; Chapter 3 provides customized guidelines for four non-ideal sites; and Chapter 4 provides steps to configure TRPS mode in Eagle systems. KW - Arterial highways KW - Feedback control KW - Guidelines KW - Implementation KW - Manuals KW - Traffic actuated controllers KW - Traffic responsive plan selection KW - Traffic signal timing UR - https://trid.trb.org/view/835362 ER - TY - RPRT AN - 01075968 AU - Hall, Kathleen Theresa AU - Dawood, Dan AU - Vanikar, Suneel AU - Tally, Robert AU - Cackler, Tom AU - Correa, Angel AU - Deem, Peter AU - Duit, James AU - Geary, Georgene M AU - Gisi, Andrew J AU - Hanna, Amir N AU - Kosmatka, Steven AU - Rasmussen, Robert Otto AU - Tayabji, Shiraz AU - Voigt, Gerald AU - American Trade Initiatives AU - Federal Highway Administration AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Long-Life Concrete Pavements in Europe and Canada PY - 2007/08 SP - 80p AB - Long-life concrete pavements require less frequent repair and rehabilitation and contribute to highway safety and congestion mitigation. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to identify design philosophies, materials requirements, construction procedures, and maintenance strategies used in Europe and Canada to build long-life concrete pavements. The scan team observed that concrete pavements in the countries visited are designed for 30 or more years of low-maintenance service life. The countries are responding to pavement-tire noise issues in urban areas by using exposed aggregate surface. Some use catalog designs for pavements and geotextiles as a separator layer between the cement-treated base and concrete pavement. Team recommendations for U.S. implementation include using two-lift construction to build pavements, developing pavement design catalogs, using better-quality materials in pavement subbases, paying greater attention to cement and concrete mixture properties, using a geotextile interlayer to prevent concrete slabs from bonding to the cement-treated base, and using exposed aggregate surfaces to reduce noise. KW - Canada KW - Concrete pavements KW - Construction management KW - Europe KW - Exposed aggregate concrete KW - Geotextiles KW - Maintenance practices KW - Pavement design KW - Pavement interlayers KW - Perpetual pavements KW - Study tours KW - Traffic noise KW - Two-lift paving UR - http://international.fhwa.dot.gov/pubs/pl07027/index.cfm#execsumm UR - https://trid.trb.org/view/825936 ER - TY - RPRT AN - 01075967 AU - Jones, Kim D AU - Storey, Beverly AU - Jasek, Deborah L AU - Sai, Joseph AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis of New Methods for Sustainable Roadside Landscapes PY - 2007/08//Technical Report SP - 156p AB - Several Texas Department of Transportation (TxDOT) districts have developed innovative landscape efforts specifically seeking to establish sustainable landscapes that require little if any supplemental water and utilize no chemical fertilizers. The concept behind this approach is that as land use intensifies, surface water runoff increases and the soil’s ability to absorb runoff diminishes. TxDOT needs creative alternatives that can help soil retain moisture and recycle nutrients to reduce the energy expended in the maintenance of right-of-way landscape development. Techniques that utilize the environmental processes found in natural, self-sustaining, and self-sufficient plant communities have been clearly demonstrated to minimize and restore development impacts on soil, reduce peak storm flows, and increase infiltration. These techniques include major soil modifications as part of large-scale highway plantings. This project identifies many of the common non-chemical soil amendments and additives that can be used to create an environment that simulates a naturally occurring sustainable system found in undisturbed landscapes. Alternative management practices used by the public and private sectors were investigated for possible application to urban roadside landscapes for TxDOT and included cost and benefit evaluations, and the analysis of traditional and more sustainable landscaping comparisons of maintenance, water use, erosion control, and pollutant runoff mitigation. As these sustainable landscape development methods evolve, improved maintenance cost savings and public acceptance is anticipated. KW - Benefit cost analysis KW - Landscape design KW - Right of way (Land) KW - Roadside KW - Soil amendment KW - Sustainable development KW - Vegetation UR - https://trid.trb.org/view/835367 ER - TY - RPRT AN - 01075966 AU - Zhou, Fujie AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Type F Mix Design for Fort Worth PY - 2007/08//Technical Report SP - 14p AB - This report documents the Type F mix design for Pumphrey Drive, Westworth Village, Fort Worth, Texas. Chapter 1 presents the Type F latex mixture design and Chapter 2 presents the Type F crumb rubber mixture design. KW - Asphalt mixtures KW - Crumb rubber KW - Fort Worth (Texas) KW - Latex asphalt KW - Mix design KW - Pavement design UR - http://tti.tamu.edu/documents/5-5123-01-1.pdf UR - https://trid.trb.org/view/835365 ER - TY - SER AN - 01059062 JO - TechBrief PB - Federal Highway Administration TI - Current Provisions and Needed Research for Lightweight Concrete in Highway Bridges PY - 2007/08 IS - FHWA-HRT-07-051 SP - 3p AB - This TechBrief summarizes a synthesis report on completed research and current American Association of State Highway and Transportation Officials (AASHTO) provisions related to lightweight concrete used in highway bridges. The synthesis report is intended to provide a reference point for a Federal Highway Administration (FHWA) research program aimed at addressing perceived shortcomings in the AASHTO Load and Resistance Factor Design (LRFD) Bridge Design Specifications and the AASHTO LRFD Bridge Construction Specifications pertaining to lightweight concrete. The synthesis report also makes recommendations for future research efforts, focusing on the use of lightweight concrete in bridge structures. KW - AASHTO LRFD Bridge Construction Specifications KW - AASHTO LRFD Bridge Design Specifications KW - American Association of State Highway and Transportation Officials KW - Future research KW - Highway bridges KW - Lightweight concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/07051/07051.pdf UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/07051/07051.pdf UR - https://trid.trb.org/view/815550 ER - TY - CONF AN - 01056186 JO - Transportation Research E-Circular PB - Transportation Research Board TI - Traffic Monitoring Data: Successful Strategies in Collection and Analysis PY - 2007/08 IS - E-C120 SP - 68p AB - This workshop was held for data producers and data users who were interested in better traffic data in the mid-Atlantic region of the United States. The circular summarizes the following workshop sessions: Issues and Challenges for Traffic Data in the Mid-Atlantic Region; Improving Organizational Decisions: Adding Value to Traffic Data; Data Collection Challenges and Breakthroughs; and Advancing the State of the Practice: Key Issues. U1 - Traffic Monitoring Data: Successful Strategies in Collection and Analysis: A WorkshopTransportation Research BoardFederal Highway AdministrationWashington,DC,United States StartDate:20070502 EndDate:20070502 Sponsors:Transportation Research Board, Federal Highway Administration KW - Data analysis KW - Data collection KW - Decision making KW - Impacts KW - Information management KW - Middle Atlantic States KW - State of the practice KW - Strategic planning KW - Traffic data KW - Transportation planning KW - Workshops UR - http://www.trb.org/Publications/Blurbs/157796.aspx UR - https://trid.trb.org/view/815481 ER - TY - RPRT AN - 01055139 AU - Rogge, David F AU - Hallowell, Matthew AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation of Oregon Department of Transportation Project Delivery PY - 2007/08//Final Report SP - v.p. AB - This report summarizes analysis of Oregon Department of Transportation (ODOT) methods of insourced and outsourced project delivery using data obtained from ODOT reporting systems, ratings of project effectiveness by ODOT Area Managers and by construction contractors, and interviews with ODOT Area Managers and managers from engineering consulting firms that ODOT uses for outsourced design-bid-build projects. Results of a literature review and DOT survey were published in an interim report in December 2003. Guidelines, including a decision tree, are provided for assignment of projects for insourced design-bid-build, outsourced design-bid-build, or design-build delivery. KW - Construction engineering KW - Contracting out KW - Design bid build KW - Design build KW - Evaluation and assessment KW - Oregon Department of Transportation KW - Project delivery UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/EvalORProjectDelivery.pdf UR - http://ntl.bts.gov/lib/40000/40500/40518/ProjectDelivery.pdf UR - https://trid.trb.org/view/814846 ER - TY - RPRT AN - 01055119 AU - Hornyak, Nicholas James AU - Crovetti, James A AU - Newman, David E AU - Schabelski, Jay P AU - Marquette University AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Perpetual Pavement Instrumentation for the Marquette Interchange Project - Phase 1 Final Report PY - 2007/08//Final Report SP - 156p AB - This report provides details on the design, installation and monitoring of a pavement instrumentation system for the analysis of load-induced stresses and strains within a perpetual hot mix asphalt (HMA) pavement system. The HMA pavement was constructed as part of an urban highway improvement project in the City of Milwaukee, Wisconsin. The outer wheel path of the outside lane was instrumented with asphalt strain sensors, base and subgrade pressure sensors, subgrade moisture and temperature sensors, HMA layer temperature sensors, traffic wander strips and a weigh in motion system. Environmental sensors for air temperature, wind speed and solar radiation are also included. The system captures the pavement response from each axle loading and transmits the data through a wireless link to a resident database at Marquette University. The collected data will be used to estimate the fatigue life of the perpetual HMA pavement and to modify, as necessary, pavement design procedures used within the State of Wisconsin. KW - Fatigue (Mechanics) KW - Hot mix asphalt KW - Instrumentation KW - Milwaukee (Wisconsin) KW - Monitoring KW - Perpetual pavements KW - Sensors KW - Strain (Mechanics) KW - Stresses KW - Weigh in motion UR - http://minds.wisconsin.edu/bitstream/handle/1793/53407/06-01%2520Phase%25201%2520Final%2520Report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/06-01perpetualpavement-f.pdf UR - http://ntl.bts.gov/lib/55000/55700/55722/06-01PERPETUALPAVEMENT-F.PDF UR - https://trid.trb.org/view/814929 ER - TY - SER AN - 01055102 JO - TechBrief PB - Federal Highway Administration TI - Multiple Corrosion Protection Systems for Reinforced Concrete Bridge Components PY - 2007/08 IS - FHWA-HRT-07-044 SP - 4p AB - Epoxy-coated reinforcement (ECR) is the principal concrete reinforcing material currently in use in the United States in corrosive environments. The purpose of this study was to evaluate methods for making ECR more corrosion resistant by using multiple corrosion protection strategies in bridge decks and bridge members in marine environments where abundant salt, moisture, and high temperatures are prevalent. This research was conducted using laboratory and field tests, the results of which were used to compare the performance of the corrosion protection systems on the basis of chloride threshold, corrosion rate, life expectancy, and cost effectiveness. This TechBrief summarizes the study approach and interim conclusions. KW - Bridge decks KW - Bridge members KW - Corrosion protection KW - Epoxy coatings KW - Field tests KW - Laboratory tests KW - Marine environment KW - Reinforced concrete bridges KW - Reinforcement (Engineering) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/07044/07044.pdf UR - https://trid.trb.org/view/814754 ER - TY - RPRT AN - 01076696 AU - Scheetz, Barry E AU - Ellsworth, Chad J AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Preliminary Assessment of Acid Producing Rock on Future PENNDOT Construction PY - 2007/07/31/Final Report SP - 221p AB - The objective of this paper is to preliminarily assess the potential for acidic rock drainage (ARD) on road construction in the next five years and the next 10 years for the Pennsylvania Department of Transportation (PENNDOT) construction seasons. This supports the research partnership objective as identified in Exhibit A of the Agreement. The construction of Interstate 99 (I-99) at Skytop in Port Matilda, Pennsylvania, intersected a pyrite deposit of unusual proportions and unusually reactive. Consequences of this exposure are far reaching. The pyritic materials were utilized extensively as fill under various portions of the roadway in addition to nearly a million yards of wasted rock. The pyrite, when exposed to oxygen and moisture, resulted in severe acidic rock drainage that was an insult to the local environment. The cost of restoration is estimated in the tens of millions of dollars. A similar scenario has been repeated, but to a much lesser extent, on State Route 522, and similar circumstances have been identified in at least one additional location in the Commonwealth. With modern construction equipment being capable of moving much more rock, coupled with highway design slope constraints, the likelihood of future interaction with ARD-producing geologies is growing. There is, therefore, a need to identify these potential intersects of construction and geology to try to avoid generating additional environmental problems. KW - Acid rock drainage KW - Coal KW - Engineering geology KW - Environmental impacts KW - Oil shales KW - Pennsylvania KW - Predictive factors KW - Pyrite KW - Road construction KW - Sulfides UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Quality%20of%20Life/WO%205%20Final%20Report.pdf UR - https://trid.trb.org/view/825929 ER - TY - ABST AN - 01462447 TI - Refinement of Precast, Posttensioned Concrete Pavement Technology for Slab Replacements Under Bridges" AB - This cooperative agreement will support the Federal Highway Administration's (FHWA's) Strategic Pavements Roadmap. The study was adapted from the National Concrete Pavement Roadmap, Report HT-05-053, i.e. problem statements two and three on pages 276 to 277 for "Refinement of Precast Posttensioned Concrete Pavement Technology" and "Precast Concrete Pavements for Slab Replacements." The research will refine the design details and test them in the laboratory. KW - Concrete pavements KW - Laboratory tests KW - Pavement design KW - Posttensioning KW - Precast concrete pavements KW - Research projects KW - Slabs UR - https://trid.trb.org/view/1230668 ER - TY - ABST AN - 01460147 TI - Technical Support for the Nonmotorized Transportation Pilot Program AB - The Pilot Program authorizes $100 million to four communities (Columbia, Missouri; Sheboygan County, Wisconsin; Marin County, California; and Minneapolis, Minnesota) to construct transportation infrastructure facilities, including sidewalks, bicycle lanes, and trails, that connect to transit stations, schools, residences, businesses, recreation areas and other activity centers. The Pilot Program requires the U. S. Department of Transportation Secretary to collect statistical information on changes in travel behavior in the four communities and to assess how these changes decrease congestion and energy use and promote a healthier and cleaner environment. The Secretary is required to make reports on the results of the program to Congress in 2007 and 2010. Under this agreement, the Volpe Center will work with FHWA and the pilot communities to develop and implement a comprehensive technical approach to evaluate the four projects and the overall results of the program as required to meet the Congressional reporting requirements. Although the Volpe Center will be responsible for specific technical tasks and deliverables, it will also provide flexible support to assist FHWA in administering the program and to work collaboratively with the communities to develop and implement an evaluation process for this new and high profile national program. The Volpe Center will serve as a technical advisor to and member of the working group composed of staff leads from the four communities, FHWA, and other organizations involved with the program. KW - Bikeways KW - Cyclists KW - Infrastructure KW - Nonmotorized transportation KW - Sidewalks KW - Technical support KW - Traffic congestion KW - Travel behavior UR - https://trid.trb.org/view/1228363 ER - TY - ABST AN - 01557231 TI - Research for the AASHTO Standing Committee on Planning. Task 72. Implementing Project Cost Estimation and Management Process Improvements AB - The objective of this project is to document the process utilized by three or more Departments of Transportation (DOTs) in implementing the cost estimating management procedures described in the Guidebook. This will include a detailed description of the organizational and cultural context within which the implementation is occurring, as well as the specific techniques employed for communications, administration, training, accountability, documentation, and technical support. The experiences will provide the basis for developing a technical reference designed to give DOTs a practical roadmap for implementing the Guidebook recommendations and improving the likelihood that states will successfully implement Guidebook recommendations through a comprehensive implementation approach. The primary audience for this document is the public agencies responsible for developing and managing transportation plans and construction programs. This research is expected to include the following tasks: (1) Overview of the process utilized by three or more DOTs to implement the recommended cost estimation practices described in the Guidebook; (2) Description of the individual elements of the implementation process; (3) Report on the success of the process; as well as lessons learned, (4) Development of a technical reference (i.e., How to Implement Cost Estimating Procedures Manual, including a Manual outline) on implementation for other DOTs. KW - Best practices KW - Communication systems KW - Cost estimating KW - Handbooks KW - Implementation KW - Lessons learned KW - State departments of transportation KW - Training UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2392 UR - https://trid.trb.org/view/1346891 ER - TY - RPRT AN - 01089497 AU - Hale, David P AU - Sharpe, Shane AU - University of Alabama, Tuscaloosa AU - University Transportation Center for Alabama AU - Alabama Department of Transportation AU - Federal Highway Administration TI - Executive Bridge Maintenance Management System Phase I: A Web Portal PY - 2007/07/18/Final Report SP - 54p AB - This project conceptualized, designed, constructed and deployed a state-wide bridge reporting system for the Alabama Department of Transportation that extends the capabilities and user community for the existing Alabama Bridge Information Management System (ABIMS). The intranet-based application enables users to identify and retrieve selected bridge records in ABIMS and display the results in standard engineering terms rather than using screen numbers and a short mnemonic for values found in traditional IBM mainframe computer applications. Thus, users of this bridge information portal are able to readily interpret attributes, values and reports. This greatly enhances their ability to analyze bridge inspection and maintenance needs. Usage requirements incorporated into this portal design and deployment came from state bridge engineers, maintenance engineers, division engineers, department leadership, county engineers and the Federal Highway Administration (FHWA). To assist them with information retrieval, pre-defined, standard reports were developed along with functionality to create customized and on-demand reports to view bridge condition and structural information. The value realized from this project includes: extending the use of centrally-located bridge information for occasional high-impact users by improving the ease of use, reducing misidentification of variables previously appearing in a coded format, reducing user training time, reducing the time required for central information systems personnel to develop custom reports, and enhancing the shared access of bridge data among bureaus, districts, divisions, FHWA staff and county bridge engineers. This project also developed the IT architecture and standards for future ALDOT-wide web portals and integrated this application with a new web-enabled bridge mapping application to enhance the ease of information access for a broader range of users. KW - Alabama KW - Bridge inspection KW - Bridge maintenance KW - Bridge management systems KW - Customization KW - Data sharing KW - Decision support systems KW - Information retrieval KW - Web portals UR - http://utca.eng.ua.edu/research/projects/?id=05404 UR - https://trid.trb.org/view/849874 ER - TY - RPRT AN - 01079063 AU - Federal Highway Administration TI - Finding of No Significant Impact and 4(f) "de Minimis" Impact Finding for the Indianola Avenue Corridor Study from East Army Post Road to SE 14th Street, City of Des Moines, Polk County, Iowa PY - 2007/07/17 SP - v.p. AB - This document contains the Federal Highway Administration's (FHWA's) Environmental Assessment for the Indianola Avenue Corridor Study, Polk County, City of Des Moines, Iowa. The proposed action includes the reconstruction of Indianola Avenue, generally on existing alignment from East Army Post Road, 2.27 miles north and northwest to S.E. 14th Street. The new roadway is proposed to be a four-lane facility with left-turn lanes, and pedestrian and bicycle accommodations. The FHWA has determined that this project will not have any significant impact on the human environment and that an Environmental Impact Statement is not required. KW - Des Moines (Iowa) KW - Environmental impact analysis KW - Highway corridors KW - Reconstruction UR - https://trid.trb.org/view/838830 ER - TY - ABST AN - 01464872 TI - Specifications and Protocols for Acceptance Tests of Fly Ash Used in Highway Concrete AB - Fly ash--a byproduct of coal combustion--is widely used as a cementitious and pozzolanic ingredient in hydraulic cement concrete. The use of fly ash in concrete is increasing because it improves some properties of concrete and often results in lower cost of concrete. However, the chemical and physical compositions of fly ash influence constructability, performance, and durability and may contribute to problems, such as cracking and alkali-silica reactivity in concrete pavements, bridge decks, and other highway structures. Regulatory requirements have also contributed to changes in fly ash properties that may adversely affect concrete performance. In addition, current specifications and test methods do not adequately characterize fly ash properties, address the effects of fly ash characteristics on fresh and hardened concrete properties, or consider the alkali content of the cement. For example, carbon content of fly ash is not usually determined directly, but is often assumed to be approximately equal to the loss on ignition (LOI). Such inadequate characterization may lead to unwarranted restrictions on the use of suitable materials. Although a great deal of research has been performed on the effects of fly ash characteristics on concrete properties, the research has not dealt with the applicability of current specifications to the fly ashes that currently are produced. In addition, existing test methods for sampling and testing fly ash used in concrete do not adequately address the characterization of fly ash or the performance aspects of highway concrete. Further research is needed to develop recommendations for improving fly ash specifications and test protocols and thus help highway agencies better evaluate and use fly ash that will provide acceptable structural performance and durability. The objective of this research is to recommend potential improvements to specifications and test protocols to determine the acceptability of fly ash for use in highway concrete. KW - Chemical reactions KW - Concrete KW - Concrete pavements KW - Concrete structures KW - Cracking of concrete pavements KW - Durability KW - Fly ash KW - National Cooperative Highway Research Program KW - Properties of materials KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=479 UR - https://trid.trb.org/view/1233105 ER - TY - ABST AN - 01464635 TI - Research for the AASHTO Standing Committee on the Environment. Task 27. Project Management and NEPA AB - It is very difficult for a project manager to fully understand the issues and concerns related to every environmental factor addressed during the National Environmental Protection Agency (NEPA) process. This task will develop tools and tips to assist project managers in the decision-making process to address how project managers: (1) incorporate scheduling, use of resources, process streamlining, decision-making, risk management into day-to-day decision making; (2) establish performance measures and ensure they are met; and (3) understand how environmental decisions are be integrated into project management/delivery process in a manner to ensure expedited project delivery. KW - Decision making KW - Environmental engineering KW - Environmental impacts KW - Environmental policy KW - Project delivery KW - Project management KW - Risk management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1299 UR - https://trid.trb.org/view/1232867 ER - TY - ABST AN - 01462865 TI - Transportation Operations Training Framework AB - The AASHTO Highway Subcommittee on Systems Operations and Management (SSOM) has defined systems operations and management as: "An integrated program designed to make the best use of existing highway infrastructure through provision of systems and services that preserve and improve performance." Many state departments of transportation (DOTs) view system operations and management as a growing priority but are finding a shortage of management, professional, and technical staff with appropriate skills and understanding. Operations combines elements of numerous disciplines--system management, traffic engineering, intelligent transportation systems, maintenance, emergency operations/incident management, performance measurement, and planning--into an overall approach for increasing the efficiency and safety of the transportation system. Practitioners tend to have good skills in their discipline but often lack a broader perspective related to operating the transportation system. The objective of this project is to develop a training and capacity building framework for transportation operations technicians, engineers, and managers. The framework should create a broader understanding of systems operations and management and should be practical to implement. The objective of this project is to develop a training and capacity building framework for transportation operations technicians, engineers, and managers. The framework should create a broader understanding of systems operations and management and should be practical to implement. KW - Management KW - National Cooperative Highway Research Program KW - Operations KW - Research projects KW - Systems KW - Training KW - Training programs KW - Transportation system management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=663 UR - https://trid.trb.org/view/1231089 ER - TY - ABST AN - 01460319 TI - VTRC to Conduct a Follow Up Evaluation of Rational Speed Limits in Virginia AB - No summary provided. KW - Crash rates KW - Evaluation and assessment KW - Highway safety KW - Research projects KW - Speed limits KW - Virginia UR - https://trid.trb.org/view/1228535 ER - TY - ABST AN - 01462934 TI - Decision Making for Outsourcing and Privatization of Vehicle and Equipment Fleet Maintenance - Phase I AB - Because of growing demands and resource limitations on vehicle and equipment fleet maintenance, state departments of transportation (DOTs) often consider outsourcing and/or privatization of these services. However, the decision for outsourcing and/or privatization depends on fleet size, mix of vehicles, and type of equipment, and is influenced by such factors as cost effectiveness, timeliness, and quality of service. Also, outsourcing and privatization can be implemented in a variety of forms with different levels of agency involvement, such as outsourcing statewide or regional activities and selected outsourcing of specific activities, and with different levels of responsibility for quality control and assurance. There is no widely accepted process for evaluating the different forms of outsourcing vehicle and equipment fleet maintenance. Research is needed to review relevant information and recommend a rational process for making decisions on outsourcing and privatization of these activities with consideration to maintenance requirements, basis of measurement, costs, performance, and other related items. Such a process will help highway agencies in evaluating alternative outsourcing and privatization options and making decisions that would achieve acceptable levels of service and cost savings. The research covered Phase I of a research effort to recommend a process for making decisions on outsourcing and privatization of vehicle and equipment fleet maintenance. It included a review of information relevant to the practices and use of outsourcing and privatization of vehicle and equipment fleet maintenance; identification and evaluation of outsourcing and privatization practices and procedures, recommendation of certain practices and procedures for further consideration in this research, and presentation of a plan for developing a process for making decisions on outsourcing and privatization of vehicle and equipment fleet maintenance. Phase II of this research effort will be conducted under NCHRP Project 13-03A. The objective of this research is to recommend a process for making decisions on outsourcing and privatization of vehicle and equipment fleet maintenance. The process shall address the full range of decision making from outsourcing a single activity or function to privatization of entire fleet maintenance operations. KW - Best practices KW - Cost effectiveness KW - Decision making KW - Equipment KW - Fleet management KW - Guidelines KW - National Cooperative Highway Research Program KW - Privatization KW - Research projects KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=368 UR - https://trid.trb.org/view/1231159 ER - TY - ABST AN - 01462927 TI - Scour at Wide Piers and Long Skewed Piers AB - Current methods for predicting local scour at bridge piers, including those described in Hydraulic Engineering Circular No. 18 (Publication No. FHWA NHI 01-001, "Evaluating Scour at Bridges"), were developed on the basis of small-scale laboratory studies and do not consider factors relevant to wide piers and long skewed piers. Because of these limitations, the current methods generally over-predict local scour at such piers, leading to the use of unwarranted and costly foundations or countermeasures. There is a need for research to evaluate current methods for predicting local pier scour and their applicability to wide piers and long skewed piers and to develop improved methods for use by highway agencies in the design, operation, and maintenance of highway bridges. The objective of this research is to develop methods and procedures for predicting time-dependent local scour at wide piers and at long skewed piers, suitable for consideration and adoption by AASHTO. The research shall be limited to non-cohesive soils and steady flow. KW - Bridge piers KW - Bridge substructures KW - Bridges KW - National Cooperative Highway Research Program KW - Scour KW - Skewed structures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=731 UR - https://trid.trb.org/view/1231152 ER - TY - RPRT AN - 01055099 AU - D'Angelo, Gino J AU - Warren, Robert J AU - Miller, Karl V AU - Gallagher, George R AU - Valitzski, Sharon A AU - University of Georgia, Athens AU - Berry College AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Development and Evaluation of Devices Designed to Minimize Deer-Vehicle Collisions PY - 2007/07/02/Final Project Report SP - 261p AB - The study was designed to: 1) provide a comprehensive literature review of all pertinent aspects related to deer-vehicle collisions, 2) evaluate the effectiveness of Strieter-Lite wildlife warning reflectors for altering the behavior of white-tailed deer along roadways, 3) generate basic information on the visual capabilities of white-tailed deer, 4) determine the hearing range of white-tailed deer, and 5) improve on existing technologies or develop new strategies for reducing the incidence of deer-vehicle collisions. This final report is a compilation of the literature review, the Ph.D. dissertation of Gino D’Angelo (D’Angelo 2007), and the Master of Science Thesis of Sharon Valitzski (Valitzski 2007). The dissertation and thesis are presented in individual chapters including an introductory and conclusion chapter, and scientific manuscript chapters. Each scientific manuscript chapter includes an abstract, introduction, methods, results, discussion of results, and conclusions. KW - Deer KW - Deer-vehicle collisions KW - Dissertation KW - Literature reviews KW - Optical reflectors KW - Reflectorized materials KW - Warning devices KW - White tailed deer UR - http://ntl.bts.gov/lib/42000/42900/42957/2008.pdf UR - https://trid.trb.org/view/814670 ER - TY - ABST AN - 01462820 TI - Ductility of Welded Steel Column to Steel Cap Beam Connections AB - This report discusses the seismic behavior of a bridge bent systems that consist of round HSS piles, welded to a steel HP section cap beam. Past practice has typically utilized a simple fillet weld to complete the connection between the pile and cap beam. The results of this research indicate that the ductility capacity of this system is controlled by the configuration of the welded connection between the piles and cap beam. Six full scale bridge bent tests have been conducted at North Carolina State University to evaluate the performance of the system when subjected to simulated seismic loading. The two main goals of the research were to first evaluate the behavior of the system with a simple fillet weld connection and secondly to improve performance by investigating alternative weld configurations and connection details. The results indicate that the use of a simple fillet weld led to premature connection failure. Subsequent tests showed that the use of other weld configurations improved the capabilities of the system but were still inadequate for higher seismic regions. However, promising results were obtained from a connection in which the flexural hinge region was relocated away from the pile to cap beam connection weld. KW - Alaska KW - Bridge engineering KW - Bridge piers KW - Bridge substructures KW - Bridges KW - Ductility KW - Earthquakes KW - Ice KW - Icing KW - Lateral loads KW - Pier caps KW - Research projects KW - Ships KW - Steel KW - Steel beams KW - Steel pipe UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_10_04.pdf UR - https://trid.trb.org/view/1231043 ER - TY - ABST AN - 01462819 TI - Evaluation of Risk Factors for Repeat DUI Offenses AB - The objective of this project is to identify and document factors and trends that contribute to repeat "driving under the influence" (DUI) offenses in Alaska. KW - Alaska KW - Alcohol abuse KW - Alcohol breath tests KW - Alcohol use KW - Drunk driving KW - High risk drivers KW - Offenders KW - Repeat offenders KW - Research projects KW - Risk analysis UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_09_02.pdf UR - https://trid.trb.org/view/1231042 ER - TY - ABST AN - 01460322 TI - Documenting Best Management Practices for Cutslopes in Ice‐rich Permafrost  AB - In northern Alaska ice-rich permafrost is often encountered during the construction of roads and other projects. When ice-rich permafrost is exposed during late spring through early fall the potential for thawing is great. Ice-rich permafrost, typically silts with segregated ice or massive ground ice, experiences a substantial reduction in strength owing to the exceedingly high water content and lack of drainage and consolidation during thaw. The result can be a quagmire that “bogs down” equipment or, if the exposure is a cutslope, slope failure. In addition to trafficability and stability problems, environmental oversight increasingly focuses attention on particulate-rich effluent and poor aesthetics which are common by-products of the thaw process. This study presents several construction projects in northern Alaska where problems due to thawing permafrost were a significant environmental concern. The techniques employed or proposed to mitigate the problems are described and several best management practices are presented. KW - Construction KW - Ice KW - Location KW - Permafrost KW - Research projects KW - Soils KW - Soils by frost condition or potential UR - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_09_01.pdf UR - https://trid.trb.org/view/1228538 ER - TY - RPRT AN - 01457230 AU - Darwin, David AU - Browning, JoAnn AU - Van Nguyen, Trung AU - Locke, Carl E AU - University of Kansas Center for Research, Incorporated AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Evaluation of Metallized Stainless Steel Clad Reinforcement PY - 2007/07//Final Report SP - 176p AB - SMI-316 SCTM stainless steel clad concrete reinforcement is evaluated for corrosion resistance, mechanical properties, life expectancy, and cost effectiveness and compared with conventional mild steel reinforcement and epoxy-coated reinforcement (ECR). Corrosion performance is evaluated using rapid macrocell, Southern Exposure, and cracked beam tests. MMFX Microcomposite reinforcement is evaluated for the chloride content required for corrosion initiation, which is used to supplement corrosion test results from earlier research. Life expectancy and cost effectiveness of bridge decks containing the different reinforcing systems are evaluated using laboratory results for the chloride content required for corrosion initiation and rate of corrosion along with field experience and costs in South Dakota. The SMI-316 SC bars satisfy the mechanical properties specified by ASTM A 615 for Grade 60 reinforcing bars. The SMI-316 SC bars should be fabricated (bent) using protective equipment similar to that used for epoxy-coated bars to limit damage to the cladding. Cladding thickness is satisfactory for normal construction operations. The corrosion rates of both SMI-316 SC and ECR reinforcement are less than 0.4% or 1/250 of that for conventional reinforcement. Epoxy-coated reinforcement embedded in concrete can undergo a significant loss of bond between the epoxy and the reinforcing steel, although total corrosion losses are low compared to those observed for conventional reinforcement. Bridge decks containing SMI-316 SC reinforcing steel will not require repair due to corrosion-induced concrete cracking during a 75-year service life. In comparison, conventional bridge decks require repair 10 to 25 years after the construction, depending on exposure conditions. Bridge decks containing epoxy-coated reinforcement will not require repair due to corrosion-induced concrete cracking during a 75-year service life but are estimated to require repair approximately 40 years after construction due to corrosion near damaged areas where the bond between the epoxy and reinforcing steel has been lost. Bridge decks containing SMI-316 SC reinforcing steel are cost-effective compared to bridge decks containing epoxy-coated reinforcement. The critical chloride corrosion threshold for MMFX Microcomposite steel is three to four times the corrosion threshold for conventional reinforcement, and the corrosion rate is approximately one-half that of conventional steel. Bridge decks containing MMFX Microcomposite reinforcing steel will require repair due to corrosion-induced concrete cracking approximately 33 years after construction and do not appear to be cost-effective when compared to bridge decks containing epoxy-coated reinforcement. KW - Bridge decks KW - Chloride content KW - Corrosion resistance KW - Cost effectiveness KW - Mechanical properties KW - Reinforcing steel KW - Service life KW - South Dakota UR - http://www.sddot.com/business/research/projects/docs/SD2002-16-Fa.pdf UR - https://trid.trb.org/view/1225421 ER - TY - JOUR AN - 01387207 JO - Public Roads PB - Federal Highway Administration AU - Ferlis, R A TI - The dream of an automated highway PY - 2007/07 VL - 71 IS - 1 SP - 42-7 KW - Automated highway systems KW - Automated highway systems (AHS) KW - Forecast KW - Forecasting KW - Innovation KW - Innovation KW - Intelligent transport system KW - Intelligent transport systems (ITS) KW - Intelligent transportation systems KW - Research KW - Research and development UR - http://www.fhwa.dot.gov/publications/publicroads/07july/07.cfm UR - https://trid.trb.org/view/1154972 ER - TY - JOUR AN - 01387206 JO - Public Roads PB - Federal Highway Administration AU - Ray, J D TI - Targeted investment [improving transport corridors] PY - 2007/07 VL - 71 IS - 1 SP - 11-5 KW - Financing KW - Highway capacity KW - Highway traffic control KW - Investment KW - Investments KW - Planning and Environment KW - Road funding KW - Traffic capacity KW - Traffic congestion KW - Traffic congestion KW - Traffic management KW - Transport corridor KW - Transport planning KW - Transportation corridors KW - Transportation planning KW - Usa UR - http://www.fhwa.dot.gov/publications/publicroads/07july/02.cfm UR - https://trid.trb.org/view/1154971 ER - TY - JOUR AN - 01384980 JO - Public Roads PB - Federal Highway Administration AU - Curtis, D TI - Quickzone: modelling in the zone PY - 2007/07 VL - 71 IS - 1 SP - 24-9 KW - Construction site KW - Highway maintenance KW - Highway traffic control KW - Mathematical models KW - Modelling KW - Road maintenance KW - Traffic congestion KW - Traffic congestion KW - Traffic flow KW - Traffic flow KW - Traffic management KW - Usa UR - http://www.fhwa.dot.gov/publications/publicroads/08jan/05.cfm UR - https://trid.trb.org/view/1152739 ER - TY - RPRT AN - 01356794 AU - White, Harry AU - New York State Department of Transportation AU - Federal Highway Administration TI - Integral Abutment Bridges: Comparison of Current Practice Between European Countries and the United States of America PY - 2007/07 SP - 30p AB - In the United States of America (USA), there are more than 9,000 Fully Integral Abutment Bridges and 4,000 Semi-Integral Abutment Bridges. Integral Abutment Bridges have proven themselves to be less expensive to construct, easier to maintain, and more economical to own over their life span. European experience with Integral Abutments is significantly less, but what experience has been gained has been positive. A European Survey was conducted to illustrate the design criteria used by each individual country for Integral Abutment Bridges. The survey requested information that would be useful to a designer when comparing the design requirements and restrictions of various European countries. As an added measure of comparison, these results were compared to some recently conducted surveys of state agencies within the USA. When looking at the results of the European Survey responses and past surveys of USA transportation agencies, it is clear that there are many similarities in design assumptions and construction practices. Yet, there are also significant differences between the various agencies. This paper attempts to highlight those similarities and differences. KW - Bridge design KW - Construction management KW - Europe KW - Jointless bridges KW - Surveys KW - United States UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/SR152.pdf?nd=nysdot UR - https://trid.trb.org/view/1122472 ER - TY - RPRT AN - 01163058 AU - Sheckler, Ross D AU - Calmar Telematics LLC AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - The Economics and Statistics of Passive Telematics Monitoring as a Source of Traffic Data (A Study on the I-90 and I-87 Corridors) PY - 2007/07//Final Report (Phase I) SP - 35p AB - A study was undertaken to determine the statistics and economics associated with the use of the passive monitoring of commercial vehicle telematics systems as a source of highway traffic data. Relationships were established with a group of private sector commercial trucking firms and the New York State Motor Truck Associations. Systems were devised for extracting data from vehicle messaging systems while honoring the privacy and security concerns of the commercial carriers. A database of traffic activity was constructed, a stream of current traffic data conditions was fed to a publicly accessible web site and a stream of current traffic data conditions was made available to state engineers. It was determined that through establishing a close partnership with the local trucking industry it was possible to provide traffic monitoring on the major roads of New York State at a cost significantly below the cost of installing hard sensor systems. KW - Commercial vehicle operations KW - Economics KW - Highway traffic KW - Motor carriers KW - New York (State) KW - Partnerships KW - Passive detection KW - Privacy KW - Security KW - Statistics KW - Telematics KW - Traffic data KW - Traffic surveillance UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-05-05%20Phase%20I%20Final%20Report_July%202007.pdf UR - https://trid.trb.org/view/923600 ER - TY - RPRT AN - 01152591 AU - Findley, Daniel J AU - Stone, John R AU - Fain, Shannon J AU - Foyle, Robert S AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - NCDOT Benefit/Cost Analysis for Planning Highway Projects PY - 2007/07//Final Report SP - 58p AB - Evaluating the economic feasibility of highway projects can be a time consuming and difficult process. Over time and a variety of projects, analysts may use inconsistent methods and data with the result that similar projects cannot be compared with respect to their relative costs and benefits. To rectify these problems the North Carolina Department of Transportation supported this effort to develop a tool that will provide consistent estimates of the costs and benefits for various highway projects. The tool developed by this effort applies concepts from the AASHTO Redbook and a customized version of the Redbook Wizard spreadsheet. The standard Redbook Wizard expects highway project input data to include base year peak hour period traffic volumes and capacity measures for the build and no-build cases. The Redbook Wizard then uses internal forecasting procedures to estimate future year values of peak hour traffic and capacity and the resulting difference in user travel time to establish project benefits versus project construction and operation costs. The customized NCDOT Wizard optionally relies on externally estimated values for base year and future year daily traffic volumes, travel times and capacity measures as the basis of benefit-cost analysis. The customized NCDOT Wizard accepts conventional NCDOT default data and documents input and output data for each highway project case study. The final report documents the project, provides a user manual, and develops case study applications for several types of highway projects. KW - Benefit cost analysis KW - Economic analysis KW - Feasibility analysis KW - Highway planning KW - North Carolina UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-20FinalReport.pdf UR - https://trid.trb.org/view/913585 ER - TY - RPRT AN - 01135320 AU - Federal Highway Administration TI - Monthly Motor Fuel Report by States, February 2007 PY - 2007/07 SP - 13P AB - Based on reports of 32 Entities, gasoline consumption for January - February 2007 changed by 0.4 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/894304 ER - TY - RPRT AN - 01126243 AU - Noble, James S AU - Nemmers, Charles AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Missouri Freight and Passenger Rail Capacity Analysis PY - 2007/07//Final Report SP - 55p AB - The Missouri Department of Transportation Tracker performance measure “Number of Rail Passengers” is directly correlated with the level of passenger train delays. Therefore, the objective of this study was to develop a prioritized list of rail enhancements that addresses current passenger and freight rail performance on the Union Pacific line from St. Louis to Kansas City in order to improve on-time passenger service and reduce freight delays. An integrated systems analysis and modeling approach was used in this study. Based on a Theory of Constraints analysis the core problem was identified as the high level (and increasing) train load, both from a quantity and weight of train perspective. Corresponding to this, four issues were identified that impact the overall delay in the system: geographic conditions, maintenance processes, crew scheduling, and Amtrak dispatching priority. Finally, based on the analysis conducted, a set of six primary rail enhancement alternatives (with some having multiple options) were generated, together with potential alternative combinations. The alternatives were generated with respect to minimizing congestion, and therefore delay, within and between freight and passenger trains. The rail alternatives were analyzed by simulating the reduction in overall time for a train to cross the state of Missouri, then a set of recommendations were generated with respect to delay reduction and capital investment. KW - Congestion (Railroads) KW - Congestion mitigation KW - Crew scheduling KW - Dispatching KW - Freight trains KW - Geography KW - Maintenance practices KW - Missouri KW - Passenger trains KW - Railroad capacity KW - Railroad delays KW - Simulation KW - Systems analysis KW - Union Pacific Railroad UR - http://library.modot.mo.gov/RDT/reports/Ri05053/or08001.pdf UR - http://ntl.bts.gov/lib/30000/30600/30699/or08001.pdf UR - https://trid.trb.org/view/887383 ER - TY - RPRT AN - 01121736 AU - Stein, William J AU - Neuman, Timothy R AU - CH2M HILL AU - Federal Highway Administration TI - Mitigation Strategies for Design Exceptions PY - 2007/07 SP - 174p AB - Design criteria, established through years of practice and research, form the basis by which highway designers strive to balance cost, safety, mobility, social and environmental impacts, and the needs of a wide variety of roadway users. For many situations, there is sufficient flexibility within the design criteria to achieve a balanced design and still meet minimum values. On occasion, designers encounter situations in which the appropriate solution may suggest that using a design value or dimension outside the normal range of practice is necessary. In these cases, a design exception may be considered. A design exception is a documented decision to design a highway element or a segment of highway to design criteria that do not meet minimum values or ranges established for that highway or project. This publication provides detailed information on design exceptions and mitigating the potential adverse impacts to highway safety and traffic operations. Chapter 1 provides basic information on design exceptions. Also discussed are the concepts of nominal and substantive safety, which are fundamental to the topic of design exceptions, their mitigation, and decision making. Chapter 2 discusses the steps of an effective design exception process. Chapter 3 clarifies the 13 controlling criteria, including when design exceptions are required, how safety and operations are affected by the 13 controlling criteria, and what the potential adverse impacts are if design criteria are not met. Information on substantive safety is provided where available. Chapter 4 presents and illustrates potential mitigation strategies. Chapters 5 through 8 are case studies that illustrate how several States have effectively approached projects with difficult site constraints and design exceptions, including implementation of mitigation strategies. KW - Design exceptions KW - Highway design KW - Highway operations KW - Highway safety KW - Impacts KW - Mitigation strategies KW - Strategic planning UR - http://www.wsdot.wa.gov/publications/fulltext/ProjectDev/Manuals/MitigationManual.pdf UR - https://trid.trb.org/view/883633 ER - TY - RPRT AN - 01118727 AU - Sulbaran, Tulio AU - Marchman, David AU - University of Southern Mississippi, Hattiesburg AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Increased Highway Patrol Surveillance on Work Zone Safety in Mississippi SN - 9781604028430 PY - 2007/07//Final Report SP - 88p AB - Increased law enforcement surveillance program is one of the methods currently been implemented by departments of transportation in the United States in an effort to increase safety for both drivers and workers in highway construction zones. Unfortunately, there is a dearth of studies documenting the impact of this type of programs on construction zone’s safety. Thus, this study summarizes an effort funded by the Mississippi Department of Transportation to quantitatively document the safety impact of increased law enforcement surveillance on highway construction zones in Mississippi. Both descriptive and inferential statistics were used to determine the safety impact on one construction project. The center of this research project was a construction project located on I-59 in the Jackson (Mississippi) area. The results presented in this paper intend to serve as a sample of the impact of this type of programs. Furthermore, other projects and other departments of transportations might benefit with implementing the analysis presented here as an avenue to quantify the safety impact of increased law enforcement surveillance in construction zones. KW - Impact studies KW - Mississippi KW - Statistical analysis KW - Traffic law enforcement KW - Traffic safety KW - Traffic surveillance KW - Work zone safety KW - Work zone traffic control UR - http://ntl.bts.gov/lib/44000/44500/44566/State_Study_175_-_Effectiveness_of_Increased_Law_Enforcement_Surveillance_on_Work_Zone_Safety_in_Mississippi.pdf UR - https://trid.trb.org/view/878507 ER - TY - RPRT AN - 01118088 AU - Patterson, Kat AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Evaluation and Comparison of Snow Plowable Raised Pavement Markings (SRPM), Waterbury/Bolton IM089-2(33) PY - 2007/07//Final Report SP - 19p AB - In an effort to assess the overall performance and enhancement of lane delineation, the Vermont Agency of Transportation performed an investigation concerning 4 different compositions of snowplowable raised pavement markers installed in 2004. Surveillance and testing measures included periodic site visits to examine any damage to the housing and lenses. This was accomplished by taking notes on each marker following a winter season to correlate cumulative damage to snow plow practices. In addition, the District was contacted to determine if any problems with regards to winter maintenance practices in relation to the snowplowable raised pavement markers were noted. In general, the markers held up well in terms of durability throughout the 2.5 year monitoring period encompassing two winter seasons. A substantial increase in damage as well as missing lenses were noted between monitoring periods with 14% reported in 2005 and 43% observed in 2006 indicating a non-linear rate of deterioration. According to the data sets, the main failure criterion of the lenses appears to be damage rather than dislodging with 32% of damage reported in 2006 as compared to 11% missing. The Hallen and Avery-Dennison lenses were found to be more susceptible to dislodging from the housings while the Ray-O-Lite markers were found to be more vulnerable to damage. KW - Durability KW - Evaluation KW - Performance KW - Raised road markings KW - Snowplows KW - Vermont KW - Winter maintenance UR - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT_EvaluationandComparisonSnowplowableRaisedPavementMarkingsSRPM.pdf UR - https://trid.trb.org/view/875420 ER - TY - RPRT AN - 01118065 AU - Crum, Nicole AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - 3M Stamark Polyurea, Liquid Pavement Marking Series 1200 in Grooved Pavement Surfaces, South Burlington, Vermont PY - 2007/07//Final Report SP - 19p AB - In an effort to prolong the service life of pavement markings, the Vermont Agency of Transportation (VTrans) engaged in a study to examine the effectiveness of recessing pavement markings, otherwise known as the application of markings into a groove in the pavement as in theory this should protect the pavement marking binder and reflective elements from damage produced by winter maintenance practices and abrasion from tires. After only 0.75 years of service, all surface applied white edge lines on this project had fallen below the FHWA Recommendations, while it took nearly 2.14 years of service for the recessed white edge lines to fall below FHWA Recommendation. The data evidenced a large drop in readings on all materials following the first winter season, although the drop was not as significant in the recessed markings as it was in the surface applied markings. Due to the shearing effects produced by winter maintenance practices, the larger diameter beads, or ceramic elements, may have become dislodged or shaved off, resulting in a great loss of retroreflectivity. Generally it can be stated that recessing pavement markings can be considered beneficial for extending the performance of the pavement marking. In addition, recessing markings appears to be highly cost effective in terms of service life. Recessing polyurea markings is recommended along limited access highways and in high AADT locations. KW - Durability KW - Pavement grooving KW - Performance KW - Polyurea KW - Recessed road markings KW - Retroreflectivity KW - Road markings KW - Vermont KW - Winter maintenance UR - https://trid.trb.org/view/875418 ER - TY - RPRT AN - 01118029 AU - Patterson, Kat AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Evaluation and Comparison of Epoplex LS-50 Epoxy, Lyndon/Sheffield IM 091-3(11) PY - 2007/07//Final Report SP - 18p AB - In an effort to increase the service lives of durable pavement markings while maintaining acceptable visibility, the Vermont Agency of Transportation applied an experimental durable pavement marking, known at Epoplex LS50, to a newly constructed paving project located in the southbound lane of Interstate 91 between the towns of Lyndon and Sheffield in the fall of 2002. Following the placement of the markings, data collection, including retroreflectivity and wear readings, was conducted using uniform methods over a three year period. Most of the epoxy markings were not found to be in compliance with ASTM 6359, “Minimum Retroreflectance of Newly Applied Pavement Marking Using Portable Hand-Operated Instruments.” Additionally, a significant drop in retroreflectivity, 156 mcdl on average for the white markings and 95 mcdl on average for the yellow markings, was evident following the first winter season. Interestingly, although retroreflectivity readings continued to decline overtime, as would be expected, the wear readings were quite impressive at roughly 8 three and half years following application. A cost analysis was performed with consideration to FHWA’s minimum recommended retroreflectivity. A decay model of a standard marking, thermoplastic was also incorporated for comparative purposes. Both the epoxy and thermoplastic markings were found to have comparable costs in terms of applicable service life as defined by a minimum threshold for retroreflectivity. Overall, the application of epoxy is not recommended for high speed locations at this time. The durability of the binder material may make it attractive for lower speed locations or locations with overhead lighting to assist night time visibility. KW - Durability KW - Epoxides KW - Retroreflectivity KW - Road marking materials KW - Road markings KW - Vermont KW - Wear UR - https://trid.trb.org/view/875417 ER - TY - RPRT AN - 01110678 AU - Rasmussen, Robert Otto AU - Bernhard, Robert J AU - Sandberg, Ulf AU - Mun, Eric P AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - The Little Book of Quieter Pavements PY - 2007/07//Final Report SP - 39p AB - The idea of designing and building quieter pavements is not new, but in recent years there has been a groundswell of interest in making this a higher priority. Various State Highway Agencies and the Federal Highway Administration have responded accordingly with both research and implementation activities that both educate on the state-of-the-practice, and advance the state-of-the-art. "The Little Book of Quieter Pavements" was developed with this purpose in mind… to help educate the transportation industry, and in some cases the general public, about the numerous principles behind quieter pavements, and how they connect together. KW - Noise control KW - Pavement design KW - State of the art KW - State of the practice KW - Tire/pavement noise KW - Traffic noise UR - http://www.thetranstecgroup.com/LittleBookQuieterPavements.pdf UR - https://trid.trb.org/view/870845 ER - TY - RPRT AN - 01104926 AU - Drnevich, Vincent P AU - Evans, Aaron AU - Prochaska, Adam AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A Study of Effective Soil Compaction Control of Granular Soils PY - 2007/07//Final Report AB - Although it is known that impact compaction tests are not appropriate for granular soils, these tests continue to be widely used. Excessive settlements frequently occur in granular soils where specified field compaction is based on Standard Proctor (ASTM D 698; AASHTO T 99) maximum dry unit weights. A laboratory test program evaluated alternative test methods for granular soil compaction control and showed that a Vibrating Hammer method (similar to British Standard BS 1377:1975, Test 14) has great promise for laboratory compaction of these soils. A One-Point Vibrating Hammer test on an oven-dry soil sample is able to provide the maximum dry unit weight and water content range for effective field compaction of most granular soils. The maximum dry unit weight obtained is comparable to that from other current methods such as the Vibrating Table test (ASTM D 4253) and the Modified Proctor test (ASTM D 1557), and is greater than that from the Standard Proctor test (ASTM D 698). The method is applicable to a broader range of soils than current vibratory table compaction tests (up to 35 percent non-plastic fines and up to 15 percent plastic fines). The equipment is relatively inexpensive and is portable enough to be taken into the field. The test is easier and quicker to perform than the other methods mentioned above and provides reproducible and consistent results. Large sized granular soils/aggregates create potential problems for compaction control methods due to the presence of oversize particles. Oversize particles defined here are those retained on a 3/4-inch (19-mm) sieve. INDOT Specification 202.34 (b) 2 requiring correction of densities from laboratory compaction tests on soils with oversized particles is not being used in practice. It is not being followed primarily because guidance is not provided. As a result, the values of maximum dry unit weight from standard compaction tests will be significantly lower than those corrected for oversized particles. This finding may be the biggest reason why granular fills with oversized particles are under- performing. The proposed Vibrating Hammer Method of Compaction specifically addresses the influence of oversize particles. Based on the results from this research, a draft ASTM Standard for the Vibrating Hammer Method of Compaction has been written, is well into the balloting process, and should become an ASTM Standard Method of Test in late 2007 or early 2008. It is included in Appendix A. This report also introduces a simple calibration procedure to verify that the vibrating hammer is supplying sufficient energy to the soil. The Vibrating Hammer Method of Compaction is an alternative method for specifying maximum dry unit weights for granular soils. The method also establishes a water content range for field compaction. This research expands the applicable range of granular soils to those containing oversize particles. An experimental program, along with review of previous compaction research, was carried out to determine the effect of oversize particles on compaction performance. Testing was performed in two sizes of compaction molds, 6-inch and 11-inch, in determining this effect. An oversize correction method was considered for water content and dry density when performing a test in a 6-inch mold with scalping, i.e. removal of oversize particles. Results of an INDOT pilot implementation project used to determine the viability of using the Vibrating Hammer for field compaction are reported. Results indicate that the Vibrating Hammer method is sufficient for use with oversize particles and that maximum dry unit weights may occur at or near saturation. KW - Compaction KW - Field tests KW - Granular soils KW - Indiana KW - Moisture content KW - Pile hammers KW - Soil compaction KW - Soil densification KW - Soil water KW - Time domain reflectometers UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1705&context=jtrp UR - https://trid.trb.org/view/864549 ER - TY - RPRT AN - 01104058 AU - Preston, Howard AU - Storm, Richard AU - Donath, Max AU - Shankwitz, Craig AU - CH2M HILL AU - Intelligent Transportation Systems Institute AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - Review of Georgia's Rural Intersection Crashes: Application of Methodology for Identifying Intersections for Intersection Decision Support (IDS) PY - 2007/07//Final Report SP - 55p AB - The Intersection Decision Support (IDS) research project is sponsored by a consortium of states (Minnesota, California, and Virginia) and the Federal Highway Administration (FHWA) whose objective is to improve intersection safety. The Minnesota team’s focus is to develop a better understanding of the causes of crashes at rural unsignalized intersections and then develop a technology solution to address the cause(s). In the original study, a review of Minnesota’s rural crash records and of past research identified poor driver gap selection as a major contributing cause of rural intersection crashes. Consequently, the design of the rural IDS technology has focused on enhancing the driver's ability to successfully negotiate rural intersections by communicating information about the available gaps in the traffic stream to the driver. In order to develop an IDS technology that has the potential to be nationally deployed, the regional differences at rural intersections must first be understood. Only then can a universal solution be designed and evaluated. To achieve this goal of national consensus and deployment, the University of Minnesota and the Minnesota Department of Transportation initiated a State Pooled Fund study, in which nine states are cooperating in intersection-crash research. This report documents the crash analysis phase of the pooled fund study for the State of Georgia. KW - Crash analysis KW - Crashes KW - Decision support systems KW - Gap selection KW - Georgia KW - Intersection decision support KW - Rural areas KW - Rural highways KW - Unsignalized intersections UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=734 UR - http://www.lrrb.org/media/reports/200728.pdf UR - https://trid.trb.org/view/864165 ER - TY - RPRT AN - 01102270 AU - Federal Highway Administration TI - Circ-Williston transportation project, Chittenden County : environmental impact statement PY - 2007/07//Volumes held: Draft KW - Environmental impact statements KW - Vermont UR - https://trid.trb.org/view/862231 ER - TY - RPRT AN - 01102264 AU - Federal Highway Administration TI - Derry-Londonderry, I-93 Exit 4A interchange study, Rockingham County : environmental impact statement PY - 2007/07//Volumes held: Draft(2v) (v.2 folio) KW - Environmental impact statements KW - New Hampshire UR - https://trid.trb.org/view/862225 ER - TY - RPRT AN - 01101651 AU - Coleman, Drew M AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Feasibility of Streaming Media for Transportation Research and Implementation PY - 2007/07//Final Report SP - 108p AB - This report is intended to serve as a guide for transportation personnel in the development and dissemination of streaming video-based presentations. These were created using streaming media production tools, then delivered via network and Web-based media servers, and finally, viewed from the end-users' PC-desktops. The study focuses on three popular streaming media technology platforms: RealNetworks®, Microsoft® and Apple®. In-house video production was undertaken for a variety of uses within the agency. Department of Justice Section 308 and handicapped accessibility (ADA) was addressed by transcribing the spoken word into text and then synchronizing it to each presentation. Conservation of network bandwidth was paramount throughout the research project. Streaming media servers were established on both LAN and WAN, and demonstrated how streaming media can enhance the Connecticut Department of Transportation's (ConnDOT's) communications. Later, a Web-based media server was established on a robust Internet backbone. This valuable resource continues to be used for "live" Webcasts of national conferences and regional meetings, facilitating communications between this agency and the national transportation research community. Video on demand (VOD), accessed through ConnDOT's Internet Website, demonstrated a wide variety of communication missions, including the dissemination of transportation research findings and implementation efforts. The streaming media library can be perused at http://www.ct.gov/dot/video. KW - Communication KW - Computer platforms KW - Distance learning KW - Information dissemination KW - Research reports KW - Streaming technology (Telecommunications) KW - Transportation KW - Video on demand KW - Visual presentations KW - Web-based training KW - Webcasts KW - Websites (Information retrieval) UR - http://docs.trb.org/01101651.pdf UR - https://trid.trb.org/view/860757 ER - TY - RPRT AN - 01099538 AU - Burchell, Michael R AU - Hunt, William F AU - Bright, Tiffany M AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Kure Beach Dune Infiltration System PY - 2007/07//Final Report SP - 90p AB - The Beaches Environmental Assessment and Coastal Health Act of 2000 (BEACH Act) requires states to monitor bacteria levels in recreational coastal waters. High levels of bacteria increase the potential for many illnesses to beach goers, so coastal towns are forced to post advisories or close beaches after many rainfall events, which potentially decrease tourism profits. Stormwater outfalls, common in many coastal towns, empty stormwater from roads, parking lots, etc., contaminated with bacteria and other pollutants, into the ocean or sounds. The NC Department of Transportation and the Town of Kure Beach wanted to reduce the amount of stormwater from nearby US 421 and other residential and commercial sites from entering ocean recreational areas. Two stormwater Dune Infiltration Systems were designed to divert a portion of the flow into the beach dunes. Sand filters have historically been successful in bacterial removal. The infiltration systems were constructed using commercially available open-bottomed infiltration chambers. Due to limited land area, the systems were designed to infiltrate 0.5 in storms, which comprise approximately 80% of the rainfall events at the site. The watersheds of both sites were small (4.5 ac and 8.1 ac) and of mixed urban and residential land use. Water table measurements indicated a tidal influence, but approximately 7 ft of sand was available for infiltration in the vertical direction. Overall, the two Dune Infiltration Systems (DIS) captured 96.6% of runoff produced from 25 storm events during March - October 2006. Inflowing stormwater runoff had concentrations of fecal coliform concentrations ranging from 181 CFU/100 ml to 28300 CFU/100 ml with a median of 7600 CFU/100 ml, and enterococcus concentrations from <10 CFU/100 ml to >2005 CFU/100 ml with a median of 1298 CFU/100 ml. The groundwater concentrations were significantly less (p< 0.001) than the inflow with fecal coliform concentrations ranging from <1 CFU/100 ml to 214 CFU/100 ml with a median of 1.5 CFU/100 ml. For enterococcus concentrations the range was from <10 CFU/100 ml to 2005 CFU/100 ml with a median of 10 CFU/100 ml. The groundwater enterococcus concentrations at both sites were also significantly (p<0.01) less than the stormwater runoff inflow concentration. North Carolina’s indicator bacteria standards were exceeded only in Site M’s groundwater. Groundwater samples surpassed the limit on 2 of the 25 events for fecal coliform and 6 of the 22 for enterococcus. Based on these results, the DIS has potential as an effective BMP at the remaining ocean outfalls in Kure Beach and elsewhere. KW - Bacteria KW - Beaches KW - Coastal zone management KW - Drainage KW - Dune sands KW - Environmental impacts KW - Groundwater KW - Infiltration KW - North Carolina KW - Runoff UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-29FinalReport.pdf UR - https://trid.trb.org/view/857484 ER - TY - RPRT AN - 01088900 AU - Wang, Jyh-Hone AU - Collyer, Charles E AU - Hesar, Siamak G AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Employing Graphics to Aid Message Display on Dynamic Message Signs PY - 2007/07//Final Report SP - 88p AB - This report presents a human factors study conducted to examine the feasibility of employing graphics to aid message display on dynamic message signs (DMSs). DMSs have been increasingly used by highway traffic management to provide drivers with real-time traffic information and advice. These signs, often mounted on overhead sign bridges above arterial highways, are capable of displaying extensive textual messages which could pose a challenge to drivers' comprehension while driving at high speed. Since graphics are usually considered a more effective means of communication than texts, graphic-aided DMS messages were developed and tested in this study. A questionnaire survey and a lab simulation were used to assess the effects of these messages on human drivers. The former collected drivers' preferences regarding the design of graphic-aided DMS messages while the latter measured drivers' response to a selected group of test messages. A total of 127 subjects participated in the survey where they selected message designs and displays per their preference. Forty-eight subjects, from three age groups with balanced genders, partook in the simulation experiment where they made responses to simulated DMS stimuli with or without graphics. Results obtained from this study would help guide the development of graphic-aided messages to be used on US highways. KW - Comprehension KW - Drivers KW - Driving simulators KW - Graphics KW - Highway traffic KW - Highway traffic control KW - Human factors KW - Messages (Communications) KW - Real time information KW - Variable message signs UR - http://www.uritc.org/media/finalreportspdf/000472.pdf UR - https://trid.trb.org/view/849787 ER - TY - RPRT AN - 01088782 AU - Eck, Ronald W AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - Vegetation Control for Safety: A Guide for Local Highway and Street Maintenance Personnel PY - 2007/07//Final Report SP - 48p AB - Vegetation, if not controlled, can present a safety hazard for several reasons. Trees close to the road can present a fixed object hazard. Tall grass, weeds brush and tree limbs obscure or limit a driver's view of the road ahead, traffic control devices, approaching vehicles, wildlife and livestock, and pedestrians and bicycles. The purpose of this guide is to help local road agency maintenance workers identify locations where vegetation control is needed to improve traffic and pedestrian safety, to provide guidance for maintenance crews, and to make them aware of safe ways to mow, cut brush and otherwise control roadside vegetation. KW - Brush control KW - Cyclists KW - Drivers KW - Hazards KW - Highway maintenance KW - Highway safety KW - Landscape maintenance KW - Maintenance practices KW - Mowing KW - Pedestrians KW - Roadside flora KW - Sight distance KW - Trees KW - Vegetation control UR - http://safety.fhwa.dot.gov/local_rural/training/fhwasa07018/ UR - http://www.dot.state.il.us/blr/L039%20Vegetation%20Control%20For%20Safety.pdf UR - https://trid.trb.org/view/849415 ER - TY - RPRT AN - 01088752 AU - Williams, William F AU - Alberson, Dean C AU - Menges, Wanda L AU - Haug, Rebecca R AU - Texas Transportation Institute AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Bridge Rail Analysis and Crash Testing PY - 2007/07//Final Report SP - 60p AB - The original objective of the proposed research study is to determine if PennDOT's Structure Mounted Guide Rail (SMR) Bridge Barrier meets the requirements of NCHRP Report 350 Test Level 3. Prior to performing the crash testing, nonlinear, dynamic, finite element modeling with LS-DYNA was performed on the bridge rail system. Results from this modeling effort allowed the team to examine a range of the barrier's performance characteristics, and enabled the research team to make reasonable assessments for improving the performance of the barrier during the actual crash testing. The research team performed parametric investigations that examined four parameters: the Post Strength, W-Beam Stiffness, Connection Bolt Strength and the Post Anchor Bolt Strength. From the modeling effort, the team proposed necessary recommendations for modifying the existing bridge rail to enhance the probability of a successful crash test. After review of the results from the LS-DYNA computer simulation, the research team implemented changes into the standard bridge rail design to improve the crash performance of the barrier system. After review of those modifications, the research team concluded that the probability of success for TL-3 was very high. As a result, the team decided to perform the crash test with respect to TL-4 requirements. A full-scale crash test installation was then constructed with the proposed changes. NCHRP Report 350 test designation 4-12 was performed on the modified PennDOT Structure Mounted Guide Rail Bridge Barrier. This test involved a 17,636 lb (8000 kg) single-unit truck impacting the critical impact point of the length of need at a speed of 500 mi/h (80 km/h) and an angle of 15 degrees. The details of the system, description of the crash test procedures and results, and assessment of the crash test are reported herein. According to the results of the full-scale crash test, the PennDOT Structure Mounted Guide Rail Bridge Barrier marginally passed the requirement for NCHRP Report 350 test designation 4-12. KW - Bridge railings KW - Highway safety KW - Impact tests KW - Simulation KW - Trucks UR - https://trid.trb.org/view/849657 ER - TY - RPRT AN - 01080618 AU - Nabors, Dan AU - Gibbs, Margaret AU - Sandt, Laura AU - Rocchi, Sarah AU - Wilson, Eugene AU - Lipinski, Martin AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - Pedestrian Road Safety Audit Guidelines and Prompt Lists PY - 2007/07//Final Report SP - 138p AB - A road safety audit (RSA) is a formal safety examination of a future roadway plan or project or an in-service facility that is conducted by an independent, experienced multidisciplinary RSA team. All RSAs should include a review of pedestrian safety; however, some RSAs may be conducted to improve an identified pedestrian safety problem. The Pedestrian Road Safety Audit Guidelines and Prompt Lists provides transportation agencies and teams conducting an RSA with a better understanding of the needs of pedestrians of all abilities. The Guide has two primary sections: Knowledge Base and the Field Manual. The Knowledge Base section discusses the basic concepts with which the RSA team should be familiar before conducting an RSA, such as understanding the characteristics of all pedestrians, analyzing pedestrian crash data, pedestrian considerations in the eight-step RSA process, and use of the Guide. The Field Manual section includes the guidelines and prompt lists. The guidelines provide detailed descriptions of potential pedestrian safety issues while the prompt lists are a general listing of potential pedestrian safety issues. The guidelines and prompt lists will help familiarize RSA teams with potential pedestrian issues and help them identify specific safety concerns related to pedestrian safety throughout the RSA process. KW - Crash data KW - Guidelines KW - Highway safety KW - Pedestrian safety KW - Pedestrians KW - Safety audits UR - http://www.pedbikeinfo.org/cms/downloads/PedRSA.reduced.pdf UR - https://trid.trb.org/view/840076 ER - TY - RPRT AN - 01080530 AU - Margiotta, Richard A AU - Spiller, Neil C AU - Halkias, John A AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Traffic Bottlenecks: A Primer – Focus on Low-Cost Operational Improvements PY - 2007/07 SP - 28p AB - While many of the nation's bottlenecks can best be addressed through costly major construction projects (i.e., "Mega projects") or costly transportation alternative solutions (e.g., high occupancy vehicle or toll lanes, dynamic pricing, investments in transit alternatives, etc.) there is significant opportunity for the application of operational and low-cost infrastructure solutions to bring about relief either in the short term or as an alternative to big budget solutions. This primer is one of the signature products of the Localized Bottleneck Reduction (LBR) program, which is administered out of the Federal Highway Administration (FHWA) Office of Transportation Management. The LBR program is focused on recurring congestion chokepoints (as opposed to nonrecurring congestion problems) and the operational influences that cause them. Operational influences are the highway junction and decision points (e.g., lane drops, weaves, on- and off-ramps, signals, intersections, merges, toll booths, width-restricted underpasses, etc.) that can become overwhelmed by vehicle volume on a recurring basis. The facility itself, at that point, and at predictable recurring times of day, is the capacity limiting determinant. Upstream and downstream of these points, the facility seems capable of handling the volume, and traffic flow tends towards free flow rates. Widening, lengthening, retiming, metering, or bypassing these troublesome locations with intent to generally unclog them can often be done with lower cost, lesser intensive means than traditionally waiting for a complete facility redesign, an out-year project, or a new complementary facility, etc. While pricing, driver incentives, and systemic solutions have their place, so too exists the option to take a fresh look at an old problem and see if there isn't a quicker, less intrusive fix that can be made. In much the same way that a transportation agency might have an annual safety-spot improvement program to address localized, high-crash problem areas, the agency should also have an annual congestion-relief improvement program to address localized, recurring chokepoints. If the ultimate fix must be a complete overhaul (e.g., high cost replacement, upgrade, or defacto new facility) then so be it; but an agency shouldn't limit itself to only "building our way out of congestion." KW - Bottlenecks KW - Bypasses KW - Highway operations KW - Improvements KW - Intersections KW - Lane drops KW - Low cost options KW - Merging area KW - Off ramps KW - On ramps KW - Pavement widening KW - Ramp metering KW - Toll booths KW - Traffic congestion KW - Traffic signal timing KW - Weaving sections UR - http://www.ops.fhwa.dot.gov/publications/bnprimer/bottleneck_jul07.pdf UR - http://ntl.bts.gov/lib/31000/31400/31411/FHWA-HOP-07-030.pdf UR - https://trid.trb.org/view/839771 ER - TY - RPRT AN - 01080526 AU - Kwon, Gunup AU - Hungerford, Brent AU - Kayir, Hulya AU - Schaap, Brad AU - Ju, Young Kyu AU - Klingner, Richard AU - Engelhardt, Michael D AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Strengthening Existing Non-Composite Steel Bridge Girders Using Post-Installed Shear Connectors PY - 2007/07//Technical Report SP - 126p AB - This study investigated methods to strengthen existing non-composite steel bridge girders by the development of composite action between the steel girder and concrete slab. More specifically, the objective of this study was to identify structurally efficient and practical ways to post-install shear connectors in existing bridges. Various types of post-installed shear connection methods were tested under static, high-cycle fatigue, and low-cycle fatigue loads using a direct-shear test setup. Based on the results of single-shear connector tests, full-scale beam tests were performed under static load to evaluate system performance of the beams retrofitted for partial composite action with post-installed shear connectors. The results of this study clearly demonstrate that the strength and stiffness of existing non-composite steel bridge girders can be increased significantly by post-installing shear connectors. Development of composite action between the existing steel girder and concrete slab through the installation of post-installed shear connectors appears to be a structurally efficient and cost-effective approach to retrofit existing bridges. The addition of post-installed shear connectors can increase the load capacity of existing steel girders on the order of 40 to 50%. Preliminary guidelines are provided. KW - Beam tests KW - Bearing capacity KW - Composite action KW - Cost effectiveness KW - Girders KW - Retrofitting KW - Shear connectors KW - Static loads KW - Steel girders KW - Stiffness KW - Strengthening (Maintenance) KW - Ultimate strength UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4124_1.pdf UR - https://trid.trb.org/view/839794 ER - TY - JOUR AN - 01079822 JO - Public Roads PB - Federal Highway Administration AU - Jones, Crystal TI - Perspective on Freight Congestion PY - 2007/07 VL - 71 IS - 1 SP - pp 36-41 AB - This article describes the negative impact of traffic congestion on freight transportation and discusses some steps that the federal government is taking to improve freight movement. Congestion on the transportation network diminishes productivity and increases the overall cost of transportation services. One objective of the U.S. Department of Transportation is identifying and addressing emerging transportation needs. This includes research into freight movement, data and modeling to improve investment choices and understanding of freight movement. This research should then be integrated into the transportation planning process. Truck-only toll lanes are being promoted as a strategy to both reduce congestion and to better align cost and benefits between freight system users and owners. KW - Federal government KW - Freight traffic KW - Freight transportation KW - Research KW - Traffic congestion KW - Transportation planning KW - Truck lanes KW - Truck only toll lanes UR - http://www.fhwa.dot.gov/publications/publicroads/07july/06.cfm UR - https://trid.trb.org/view/839198 ER - TY - JOUR AN - 01079821 JO - Public Roads PB - Federal Highway Administration AU - DeCorla-Souza, Patrick TI - Partners in Time PY - 2007/07 VL - 71 IS - 1 SP - pp 16-21 AB - One major component of U.S. Department of Transportation's congestion initiative is the urban partnership agreement This article describes how the urban partner program will work and what strategies will be undertaken for reducing traffic congestion. USDOT will be joining with partners in up to five metropolitan areas to pursue four strategies with strong track records of effectiveness. The first strategy involves broad applications of congestion pricing that can be implemented quickly. The second strategy involves more efficient and responsive public transit systems that tailor services specifically for rush-hour commuters. The third strategy will involve commitments from major employers in relevant regions to allow more employees to telecommute and work flexible schedules. In the fourth strategy, cutting-edge technological and operational approaches will be used to support regional efforts to expand provision of real-time traveler information, improve traffic incident response, improve arterial signal timing, and reduce the obtrusiveness of highway construction work zones. In return for a commitment by the urban partners to adopt innovative systemwide solutions to traffic congestion, USDOT will support them with financial resources, regulatory flexibility and dedicated expertise and personnel. KW - Congestion pricing KW - Government funding KW - Hours of labor KW - Metropolitan areas KW - Operations KW - Partnerships KW - Peak periods KW - Public transit KW - Strategic planning KW - Technology KW - Telecommuting KW - Traffic congestion KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/07july/03.cfm UR - https://trid.trb.org/view/839195 ER - TY - JOUR AN - 01079819 JO - Public Roads PB - Federal Highway Administration AU - Ferlis, Robert A TI - The Dream of the Automated Highway PY - 2007/07 VL - 71 IS - 1 SP - pp 42-47 AB - Transportation planners have long dreamed of an automated highway in which an automatic, intelligent guidance system would allow cars to travel quickly in a tight formation, improving highway safety and reducing traffic congestion. This article discusses some of the progress that has been made to making the automated highway a reality, as well as some of the challenges to such a project. Although proponents of the automated highway envision that the concept could solve transportation problems within a 2030 to 2060 timeframe, others believe that the technical and institutional challenges make it unlikely that an automated system would be viable even in the distant future. A look at how technology may realistically improve transportation by the year 2050 is provided. KW - Automated highways KW - Forecasting KW - Future KW - Highway safety KW - Intelligent control systems KW - Technological innovations KW - Traffic congestion UR - http://www.fhwa.dot.gov/publications/publicroads/07july/07.cfm UR - https://trid.trb.org/view/839199 ER - TY - JOUR AN - 01079818 JO - Public Roads PB - Federal Highway Administration AU - McElroy, Regina AU - Taylor, Rich TI - The Congestion Problem PY - 2007/07 VL - 71 IS - 1 SP - pp 2-10 AB - Traffic congestion has a significant negative impact on the day-to-day lives of citizens and commercial enterprises. This article provides an overview of the problem of congestion, including its causes, consequences and potential solutions. The variability and unpredictability of traffic conditions affects the user's view of roadway performance and how, when and where they choose to travel. The cost of congestion for 85 major urban areas has been estimated to be $63 billion based on 3.7 billion hours of delay and 2.3 billion gallons of wasted fuel. The true costs of congestion, including factors such as loss of productivity and safety costs, are much higher. Some possible solutions include the strategic addition of capacity, more productive use of existing capacity through system operations and management, reducing system demand, and creating an efficient transportation market through road pricing. The U.S. Department of Transportation has created a congestion initiative to support transportation agencies in pursuing these options. KW - Congestion management systems KW - Costs KW - Highway capacity KW - Road pricing KW - Traffic congestion KW - Traffic control KW - Travel demand management KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/07july/01.cfm UR - https://trid.trb.org/view/839191 ER - TY - JOUR AN - 01079817 JO - Public Roads PB - Federal Highway Administration AU - Saunders, Michael T TI - The Role of PPPs in Addressing Congestion PY - 2007/07 VL - 71 IS - 1 SP - pp 22-27 AB - Private sector investments in the transportation system may help reduce gridlock on U.S. roadways. This article discusses the growing importance of public-private partnerships (PPPs) in funding transportation projects. New federal and state policy initiatives and financing tools are supporting the growth of PPPs. The U.S. Department of Transportation is committed to removing or minimizing barriers to private sector investment in the construction, ownership and operation of transportation infrastructure. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) extends the ability of states to impose tolls on interstate highways, opening new opportunities for states to use PPPs to construct, operate and maintain key transportation facilities. In addition to active construction and reconstruction projects employing PPPs, several states are taking steps to legislate a more welcoming environment for PPPs in transportation projects. Limited financial resources coupled with the never-ending demand for improved mobility and congestion relief will continue to make PPPs an attractive option for the future. KW - Federal government KW - Financing KW - Infrastructure KW - Legislation KW - Public private partnerships KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State government KW - Tolls KW - Traffic congestion KW - Transportation policy KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/07july/04.cfm UR - https://trid.trb.org/view/839196 ER - TY - JOUR AN - 01079816 JO - Public Roads PB - Federal Highway Administration AU - Taylor, Rich TI - Solutions to the Traffic Snarl PY - 2007/07 VL - 71 IS - 1 SP - pp 28-35 AB - Operational and technological improvements offer a great opportunity to reduce the recurring and nonrecurring conditions that cause traffic congestion. This article describes some ways that federal, state and local transportation officials are using operational and technological solutions to optimize highway capacity. Four areas of emphasis are described: real-time traveler information; traffic incident management; work zone mobility; and traffic signal timing. Recent successful projects that implemented improvements in these areas are highlighted. KW - Advanced traveler information systems KW - Case studies KW - Highway capacity KW - Highway operations KW - Incident management KW - Real time information KW - Technology KW - Traffic congestion KW - Traffic signal timing KW - Work zone traffic control UR - http://www.fhwa.dot.gov/publications/publicroads/07july/05.cfm UR - https://trid.trb.org/view/839197 ER - TY - JOUR AN - 01079814 JO - Public Roads PB - Federal Highway Administration AU - Ray, James D TI - Targeted Investment PY - 2007/07 VL - 71 IS - 1 SP - pp 11-15 AB - This article describes an initiative by the U.S. Department of Transportation (USDOT) called the Corridors of the Future Program (CFP). USDOT is currently in the process of selecting 3 to 5 major transportation corridors that are in need of investment to reduce congestion and improve system performance to participate in the CFP. Selection criteria for the projects under consideration include development of corridors with national and regional importance in moving freight and people, congestion reduction, and leveraging of public and private resources to deliver the project. The projects selected as part of the CFP will benefit from possible inclusion on the USDOT priority project list, an accelerated review and conditional approval of features, and expeditious credit assistance. The CFP demonstrates USDOT's commitment to working with its state partners and the transportation industry to facilitate and accelerate development of major transportation corridors to reduce congestion, increase travel reliability for freight shipments and enhance quality of life. KW - Government funding KW - Intergovernmental partnerships KW - Traffic congestion KW - Transportation corridors KW - Transportation system management KW - U.S. Department of Transportation UR - http://www.fhwa.dot.gov/publications/publicroads/07july/02.cfm UR - https://trid.trb.org/view/839194 ER - TY - SER AN - 01079314 JO - TechBrief PB - Federal Highway Administration TI - Wind Induced Vibration of Stay Cables PY - 2007/07 SP - 8p AB - Cable-stayed bridges have been firmly established as the most efficient and cost effective structural form in the 152-meter (m) to 472-m span range. With widespread popularity of cable-stayed bridges around the world, longer spans are being constructed employing increasingly longer stay cables. However, stay cables have been known to be susceptible to excitations, especially during construction, wind, and rain-wind conditions. Recognition of this susceptibility of stay cables led to the use of some mitigation measures on several of the earlier structures. During the mid-1980s to mid-1990s a number of early cable-stayed bridges were observed exhibiting large stay oscillations under certain environmental conditions. From field observations it became evident that these vibrations were occurring under moderate rain combined with moderate wind conditions, and hence were referred to as rain-wind vibrations. Exterior cable surface modifications that interfere with the formation of water rivulets along the upper side of the cable have been tried and proven to be very effective in the mitigation of the rain-wind vibrations. At the time of this investigation, it was evident that the rain-wind problem had been essentially solved. However, some further experimental and analytical work was needed to supplement the existing knowledge base on several other stay cable vibration issues in order to formulate adequate design guidelines. The objectives of this project were to: (1) identify gaps in current knowledge base; (2) conduct analytical and experimental research in critical areas; (3) study performance of existing cable-stayed bridges; (4) study current mitigation methods; (5) develop procedures for aerodynamic performance assessment; and (6) develop design and retrofit guidelines for stay cable vibration mitigation. KW - Aerodynamic force KW - Bridge cables KW - Bridge design KW - Cable stayed bridges KW - Hazard mitigation KW - Oscillation KW - Performance KW - Rain KW - Research KW - Retrofitting KW - Stay cables KW - Vibration KW - Wind UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/05084/05084.pdf UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/05084/05084.pdf UR - https://trid.trb.org/view/836690 ER - TY - RPRT AN - 01079290 AU - Souleyrette, Reginald AU - McDonald, Thomas J AU - Kroeger, Dennis AU - Iowa State University, Ames AU - Federal Highway Administration AU - Iowa Department of Transportation TI - Assessment of Channelizing Device Effectiveness on High Speed/High Volume Roadways PY - 2007/07//Final Report SP - 66p AB - Part 6 of the Manual on Uniform Traffic Control Devices (MUTCD) describes several types of channelizing devices that can be used to warn road users and guide them through work zones; these devices include cones, tubular markers, vertical panels, drums, barricades, and temporary raised islands. On higher speed/volume roadways, drums and/or vertical panels have been popular choices in many states, due to their formidable appearance and the enhanced visibility they provide when compared to standard cones. However, due to their larger size, drums also require more effort and storage space to transport, deploy and retrieve. Recent editions of the MUTCD have introduced new devices for channelizing; specifically of interest for this study is a taller (>36 inches) but thinner cone. While this new device does not offer a comparable target value to that of drums, the new devices are significantly larger than standard cones and they offer improved stability as well. In addition, these devices are more easily deployed and stored than drums and they cost less. Further, for applications previously using both drums and tall cones, the use of tall cones only provides the ability for delivery and setup by a single vehicle. An investigation of the effectiveness of the new channelizing devices provides a reference for states to use in selecting appropriate traffic control for high speed, high volume applications, especially for short term or limited duration exposures. This study includes a synthesis of common practices by state DOTs, as well as daytime and nighttime field observations of driver reactions using video detection equipment. The results of this study are promising for the day and night performance of the new tall cones, comparing favorably to the performance of drums when used for channelizing in tapers. The evaluation showed no statistical difference in merge distance and location, shy distance, or operating speed in either daytime or nighttime conditions. The study should provide a valuable resource for state DOTs to utilize in selecting the most effective channelizing device for use on high speed/high volume roadways where timely merging by drivers is critical to safety and mobility. KW - Acceptance KW - Attitudes KW - Behavior KW - Daylight KW - Drivers KW - Drums (Containers) KW - High speed roads KW - High volume roads KW - Manual on Uniform Traffic Control Devices KW - Merging traffic KW - Night KW - Tall cones KW - Temporary traffic control devices KW - Traffic channelization KW - Traffic cones KW - Traffic control devices KW - Work zone safety KW - Work zone traffic control UR - http://www.ctre.iastate.edu/pubs/midcon2007/KroegerChannelizing.pdf UR - https://trid.trb.org/view/838907 ER - TY - RPRT AN - 01079187 AU - Darwin, David AU - Browning, JoAnn AU - Locke, C E AU - Nguyen, Trung V AU - Federal Highway Administration TI - Multiple Corrosion Protection Systems for Reinforced Concrete Bridge Components PY - 2007/07//Interim Report SP - 82p AB - Eleven systems combining epoxy-coated reinforcement with another corrosion protection system are evaluated using the rapid macrocell, Southern Exposure, cracked beam, and linear polarization resistance tests. The systems include bars that are pretreated with zinc chromate to improve the adhesion between the epoxy and the reinforcing steel; two epoxies with improved adhesion to the reinforcing steel; one inorganic corrosion inhibitor, calcium nitrite; two organic corrosion inhibitors; an epoxy-coated bar with a primer containing microencapsulated calcium nitrite; the three epoxy-coated bars with improved adhesion combined with the corrosion inhibitor calcium nitrite; and multiple coated bars with an initial 50-μm (2-mil) coating of 98 percent zinc and 2 percent aluminum followed by a conventional epoxy-coating. The systems are compared with conventional uncoated reinforcement and conventional epoxy-coated reinforcement. The results presented in this report represent the findings obtained during the first half of a 5-year study that includes longer-term ASTM G 109 and field tests. In the short-term tests used to date, the epoxy-coatings evaluated provide superior corrosion protection to the reinforcing steel. The results also indicate that the bars will continue to perform well in the longer term, although the tests do not evaluate the effects of long-term reductions in the bond between the epoxy and the reinforcing steel. The corrosion rate on the exposed regions of damaged epoxy-coated reinforcement is somewhat higher than the average corrosion rate on the surface of uncoated reinforcement subjected to similar exposure conditions. The use of concrete with a reduced water-cement ratio improves the corrosion performance of both conventional and epoxy-coated reinforcement in uncracked concrete but has little effect in cracked concrete. Increased adhesion between the epoxy and reinforcing steel provides no significant improvement in the corrosion resistance of epoxy-coated reinforcement. It appears that corrosion inhibitors in concrete and the primer coating containing microencapsulated calcium nitrite improve the corrosion resistance of the epoxy-coated steel in uncracked concrete, but not in cracked concrete. The zinc coating on the multiple coated bars acts as a sacrificial barrier and provides some corrosion protection to the underlying steel in both uncracked and cracked concrete. The degree of protection, however, cannot be evaluated based on the results available to date. KW - Adhesion KW - Bridge decks KW - Bridge members KW - Chlorides KW - Corrosion protection KW - Epoxy coatings KW - Field tests KW - Laboratory tests KW - Marine environment KW - Reinforced concrete bridges KW - Reinforcement (Engineering) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/07043/07043.pdf UR - https://trid.trb.org/view/836525 ER - TY - RPRT AN - 01079144 AU - Hopwood, Theodore AU - Hartman, Donald L AU - Pigman, Jerry G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Context Sensitive Solutions for Construction and Maintenance PY - 2007/07//Final Report SP - 263p AB - The objective of this research was to conduct a survey to assess the state of practice related to state highway agencies (SHAs) implementing context sensitive solutions including its application in Construction and Maintenance and to prepare a workshop enabling SHA officials to adopt practices promoting context sensitivity beyond Planning and Design. Deliverables from the study efforts include a survey summary of context sensitive solutions and workshop materials/presentation suitable for use in training a wide range of SHA personnel working in Construction and Maintenance. KW - Construction KW - Construction and maintenance KW - Context sensitive design KW - Context sensitive solutions KW - Maintenance KW - Planning and design KW - State highway departments KW - Training UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_20_RSF_15_05_1F.pdf UR - https://trid.trb.org/view/836535 ER - TY - RPRT AN - 01076725 AU - Hartt, William H AU - Powers, Rodney G AU - Lysogorski, Diane K AU - Liroux, Virginie AU - Virmani, Y Paul AU - Florida Atlantic University, Dania Beach AU - Florida Department of Transportation AU - Federal Highway Administration TI - Corrosion Resistant Alloys for Reinforced Concrete PY - 2007/07//Interim Report SP - 132p AB - Infrastructure deterioration, which includes corrosion of reinforcing steel in concrete bridges, has been identified as a major economic and societal cost to the United States. For the past 30 years, epoxy-coated reinforcing steel (ECR) has been specified for reinforced concrete bridges that are exposed to deicing salts and coastal environments. Premature corrosion induced cracking of marine bridge substructures in Florida indicated, however, that ECR is of little benefit for this type of exposure; and while performance of ECR in northern bridge decks has been generally good to-date (30-plus years), still the degree of corrosion resistance to be afforded in the long term to major structures with design lives of 75 to 100 years is uncertain. This concern, combined with increased utilization of life-cycle cost analysis in project planning and materials selection, has caused renewed interest in corrosion resistant reinforcements, stainless steels in particular. The present research study is being jointly performed by the Florida Atlantic University and the Florida Department of Transportation to evaluate alloys that have been identified as candidate corrosion resistant reinforcements. These include MMFX-II (ASTM A 1035), solid stainless steels 3Cr12 (UNS-S41003), 2201 LDX (ASTM A955-98), 2205 (UNS 31803), and two 316L (UNS S31603) alloys; and two 316 stainless steel clad black bar products. Black bar (ASTM A615) reinforcement was included for comparison purposes. Testing methods included three types of short-term exposures: (1) a previously developed method that involves cyclic exposure to synthetic pore solution (SPS) with incrementally increasing chlorides and then to moist air; (2) anodic potentiostatic exposure in SPS with incrementally increasing chlorides; and (3) potentiodynamic polarization scans in saturated Ca(OH)2 at different chloride concentrations. Long-term exposure involves four specimen types: (1) simulated deck slabs; (2) 3-bar columns; (3) macro-cell slab specimens; and (4) field columns. Specimen types (1) and (3) are being cyclically wet-dry ponded with a sodium (NaCI) solution and are intended to simulate northern bridge decks exposed to deicing salts, whereas types (2) and (4) are partially submerged continuously, the former in a NaCI solution and the latter at a coastal marine site in Florida. This report details the findings for the initial 3 years of this 5 year project. KW - Aging infrastructure KW - Alloy steel KW - Bridges KW - Coastal engineering KW - Concrete bridges KW - Corrosion KW - Corrosion resistance KW - Corrosion resistant alloys KW - Corrosion resistant steel KW - Deicing chemicals KW - Epoxy coatings KW - Florida KW - Infrastructure KW - Reinforced concrete KW - Reinforced concrete bridges KW - Reinforcing steel KW - Stainless steel UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/07039/07039.pdf UR - https://trid.trb.org/view/820191 ER - TY - RPRT AN - 01076697 AU - Voigt, Anthony P AU - Stevens, Charles Robert AU - Borchardt, Darrell W AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Dual-Advisory Speed Signing on Freeway-to-Freeway Connectors in Texas PY - 2007/07//Technical Report SP - 159p AB - This project recognizes the disparity in the relationship between truck and passenger car speeds and current advisory speed signing practices. The results of this project provide a mechanism that traffic engineers may use to provide enhanced differential warning to trucks and passenger vehicles at freeway connector maps. Considering the strong evidence that there is a significant differential between speeds that cars and heavy trucks can comfortable and safety traverse freeway connector ramps, there was a need for further research to investigate the current advisory speed signing practices and to examine whether a dual-advisory speed signing scheme, one that provides different recommended advisory speeds for trucks and passenger vehicles, can safely address this differential. Based on the results of the analysis of average and 86th percentile speeds at the midpoint of each study curve, the dual-advisory warning signs generally had a positive impact on reducing speeds at the point of curvature on the curve and/or having an accompanying reduction in speed-related crashes at the study site. KW - Active speed warning signs KW - Advisory speeds KW - Connector roads KW - Freeway management systems KW - Freeway operations KW - Highway curves KW - Ramps (Interchanges) KW - Rollover crashes KW - Speed signs KW - Steering KW - Texas KW - Traffic speed UR - https://trid.trb.org/view/825927 ER - TY - RPRT AN - 01076681 AU - Woo, Won Jun AU - Ofori-Abebresse, Edward AU - Chowdhury, Arif AU - Hilbrich, Jacob M AU - Kraus, Zachary AU - Martin, Amy Epps AU - Glover, Charles J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Polymer Modified Asphalt Durability in Pavements PY - 2007/07//Technical Report AB - The project was designed to develop (1) a better quantitative understanding of the relation between laboratory accelerated binder aging and field aging, (2) a test procedure to measure properties of an aged binder that relate to failure on the road and (3) a proposed specification for estimating the relative durability of binders in the presence of oxidative aging. Tests were conducted on original base and polymer modified binders, laboratory compacted mixtures, and pavement aged binders. The project necessarily evolved to a more comprehensive approach to improving pavement service life. Methods for significantly improving pavement durability should be implemented: (1) construct pavements with the lowest possible accessible (interconnected) air voids, consistent with other best construction and mix design practices; (2) use mix designs that have an inherently low decrease in fatigue life with binder oxidation, coupled with an appropriately high initial fatigue life; (3) use binders with a minimum stiffness at the PAV* 16 hour condition (consistent with the appropriate performance grade); (4) use the pavement aging model for pavement design; (5) use binders that have inherently slow hardening rates kinetics; and (6) use modifiers that provide the most reduction in the hardening rate. Items 1 and 2 have a dramatic impact on pave service life but require additional research for the most effective implementation: (1) determine the parameters that govern the decline of mixture fatigue life with binder hardening; (2) determine methods to reliability; and (3) with minimal risk to other construction parameters, achieve very low accessible air voids in pavements. KW - Asphalt KW - Asphalt concrete pavements KW - Asphalt mixtures KW - Asphalt pavements KW - Binders KW - Durability KW - Failure KW - Hardness KW - Pavement design KW - Pavement performance KW - Pavements UR - https://trid.trb.org/view/825922 ER - TY - RPRT AN - 01076680 AU - Merritt, David K AU - Miron, Alberto J AU - Rogers, Richard B AU - Rasmussen, Robert Otto AU - Iowa Department of Transportation AU - Federal Highway Administration AU - Transtec Group, Incorporated TI - Construction of the Iowa Highway 60 Precast Prestressed Concrete Pavement Bridge Approach Slab Demonstration Project PY - 2007/07//Final Report SP - 98p AB - Reconstruction of bridge approach slabs which have failed due to a loss of support from embankment fill consolidation or erosion can be particularly challenging in urban areas where lane closures must be minimized. Precast prestressed concrete pavement is a potential solution for rapid bridge approach slab reconstruction which uses prefabricated pavement panels that can be installed and opened to traffic quickly. To evaluate this solution, the Iowa Department of Transportation constructed a precast prestressed approach slab demonstration project on Highway 60 near Sheldon, Iowa in August/September 2006. Two approach slabs at either end of a new bridge were constructed using precast prestressed concrete panels. This report documents the successful development, design, and construction of the precast prestressed concrete bridge approach slabs on Highway 60. The report discusses the challenges and issues that were faced during the project and presents recommendations for future implementation of this innovative construction technique. KW - Approach slabs KW - Bridge approaches KW - Bridge design KW - Bridges KW - Iowa KW - Prestressed concrete bridges KW - Prestressed concrete pavements KW - Rapid construction KW - Reconstruction UR - http://precastconcretepavement.com/projects/PPCP62%20I-60bridgeapproachslabFinalRpt.pdf UR - http://publications.iowa.gov/id/eprint/19895 UR - https://trid.trb.org/view/821293 ER - TY - RPRT AN - 01059066 AU - Honefanger, Jeff G AU - Strawhorn, Julie AU - Athey, Rick AU - Carson, Jodi AU - Conner, George AU - Jones, David AU - Kearney, Tom AU - Nicholas, John AU - Thurber, Pam AU - Woolley, Randy AU - American Trade Initiatives AU - Federal Highway Administration AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Commercial Motor Vehicle Size and Weight Enforcement in Europe PY - 2007/07 SP - 104p AB - Continued growth in commerce and traffic congestion makes it difficult for industry to move freight economically without using larger and heavier loads. This trend challenges the effective and efficient monitoring of vehicle size and weight compliance. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to evaluate procedures and technologies for enforcing commercial motor vehicle size and weight laws in Belgium, France, Germany, the Netherlands, Slovenia, and Switzerland. The scan team learned that the European countries use various technologies, such as bridge weigh-in-motion systems, to improve the effectiveness and efficiency of motor vehicle size and weight enforcement. The team observed a greater use of mobile enforcement activities and fewer fixed roadside weight facilities in Europe than in the United States. The team’s recommendations for U.S. implementation include a pilot installation of a bridge weigh-in- motion system, a demonstration of the European mobile enforcement approach to prescreening suspected overweight vehicles, and a synthesis of existing research on linkages between overweight commercial motor vehicles and roadway safety. KW - Belgium KW - Commercial vehicles KW - Europe KW - France KW - Germany KW - Highway safety KW - Law enforcement KW - Netherlands KW - Oversize loads KW - Overweight loads KW - Prescreening KW - Recommendations KW - Size and weight regulations KW - Slovenia KW - Study tours KW - Switzerland KW - Weigh in motion UR - http://international.fhwa.dot.gov/pubs/pl07002/vsw_eu07.pdf UR - https://trid.trb.org/view/815509 ER - TY - RPRT AN - 01055140 AU - McFalls, Jett AU - Li, Ming-Han AU - Schutt, James R AU - Foster, Derrold AU - Lee, Jae Su AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Comparison of the Use of TxDOT Seeding Mixes and Fertilizer Rates to the Use of Native Grass PY - 2007/07//Technical Report SP - 146p AB - Native varieties of grasses, having evolved over many eons, have clearly demonstrated their ability to withstand harsh environmental conditions and create stable vegetation communities. The Texas Department of Transportation (TxDOT) has been seeding native grass species along with adapted grass species as part of its vegetation establishment program for many years. Over the past decade, the use of native grasses has greatly increased as more people have become aware of their restoration and habitat advantages as well as their beauty. TxDOT would like to test the feasibility of using an all-native species seeding mix for use in the establishment of roadside vegetation in roadway construction projects. This project surveys available native grass species and tests selected varieties as part of a mix under roadside conditions to determine which, if any, may be desirable additions to the current seeding program. KW - Fertilizers KW - Grasses KW - Native plants KW - Road construction KW - Roadside KW - Seeding KW - Seeds KW - Texas KW - Vegetation establishment UR - http://tti.tamu.edu/documents/0-5212-1.pdf UR - https://trid.trb.org/view/814950 ER - TY - RPRT AN - 01055131 AU - Walubita, Lubinda F AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Perpetual Pavements in Texas: The Fort Worth SH 114 Project in Wise County PY - 2007/07//Technical Report SP - 146p AB - The work contained in this interim report provides a case study describing the design, construction, initial structural evaluation, and performance predictions of the full-depth perpetual pavement constructed on SH 114 in the Fort Worth District. Based on the research findings, recommended improvements to design and construction practices are proposed. The research methodology and scope of work included data collection, laboratory and field testing, computational simulations, and performance predictions. Laboratory testing for characterizing the asphalt mixture properties included the Hamburg, the Overlay Tester, Dynamic Modulus, and Repeated Load Permanent Deformation tests. Asphalt-binder testing was accomplished with the Troxler Ignition Oven and the Dynamic Shear Rheometer, respectively. Field testing involved visual surveys, coring, infrared quality control tests, forensic investigations, and nondestructive performance evaluations using Ground Penetrating Radar (GPR) and Falling Weight Deflectometer (FWD) measurements. Computational analyses included the FPS, PerRoad, VESYS, and MEPDG software. The SH 114 design utilized the perpetual pavement concepts, with a thick 1-inch stone-filled layer as the main structural component. This layer was found to be considerably stiffer than the traditional Texas Department of Transportation mixes. However, this material was also found to be highly permeable and subject to vertical segregation. During construction, the Fort Worth District found it necessary to retrofit edge drains to minimize problems with water trapped in the asphalt layers. For comparison purposes, the Fort Worth District also included a similar section constructed with traditional dense graded mixes. Laboratory and field results from both sections are included in this report. Recommendations are also provided for the structural design of future perpetual pavements in Texas. From the results presented in this project, the current designs are very conservative. The results generated support the transition to higher design moduli for these full-depth pavements. KW - Case studies KW - Data collection KW - Field tests KW - Fort Worth (Texas) KW - Laboratory tests KW - Pavement design KW - Pavement performance KW - Permeability KW - Perpetual pavements KW - Recommendations KW - Segregation (Aggregates) KW - Simulation UR - https://trid.trb.org/view/814949 ER - TY - RPRT AN - 01055104 AU - Kirk, Alan R AU - VanDerHyde, Vincent A AU - Oregon Department of Transportation AU - Federal Highway Administration TI - 2007 Transportation Needs and Issues Survey - Summary Report PY - 2007/07//Summary Report SP - 42p AB - The Transportation Needs and Issues Survey was conducted in October and November of 2006 by the Survey Research Center at Oregon State University. The survey used a random digit dialing telephone survey method and completed a total of 1,013 interviews. The random sample was stratified by Oredon Department of Transportation (ODOT) Region and contained at least 200 completed interviews per region. The statewide data were weighted to reflect the different population sizes within each region, household non-response by region, the variable number of landlines within a household, the number of adults in the household, and population characteristics of gender, age, and race/ethnicity. Notable highlights from the survey findings are as follows: About three-fourths of respondents statewide feel that ODOT is doing a good or excellent job overall. Highest levels of satisfaction with transportation services are with how ODOT maintains roadside rest areas; the way the DMV provides driver licenses and other services; and how well ODOT communicates to the public about current road construction on freeways. More than 8 out of 10 respondents feel they are safe traveling in an automobile on Oregon highways. Among those who use public transportation, about 7 out of 10 respondents feel safe using it. About half of all respondents statewide see congestion as a somewhat serious or very serious problem. Spending resources to maintain the existing highways, roads and bridges in Oregon is generally seen as more important than expanding and improving them. Among the various transportation modes and services, spending resources for transportation services for the elderly and disadvantaged is seen as very important by 7 out of 10 respondents. Spending resources on conserving and protecting clean air and water is seen as very important by 8 out of 10 respondents. If more funds need to be raised for transportation projects, neither raising the gas tax nor charging user tolls is widely supported. A majority of respondents feels that tolling should only be considered in special, project-by-project situations. Nearly two-thirds of the respondents feel that the state should explore ways to expand passenger rail services to segments of the rail system beyond the rail corridor between Portland, Salem, Albany and Eugene. Respondents are about evenly divided, however, on whether the state should develop some other funding source to pay for rail passenger service. KW - Aged KW - Air quality KW - Customer satisfaction KW - Fuel taxes KW - Highway maintenance KW - Highway safety KW - Interviewing KW - Needs assessment KW - Oregon KW - Oregon Department of Transportation KW - Passenger rail services KW - Public opinion KW - Public transit KW - Surveys KW - Tolls KW - Traffic congestion KW - Transit safety KW - Transportation disadvantaged persons KW - Water quality UR - http://ntl.bts.gov/lib/40000/40500/40519/TransNeedsandIssuesSum.pdf UR - https://trid.trb.org/view/814727 ER - TY - RPRT AN - 01055103 AU - Cooner, Scott A AU - Venglar, Steven P AU - Rathod, Yatinkumar K AU - Pultorak, Edward J AU - Williams, James C AU - Vo, Phong Thanh AU - Mattingly, Stephen P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Ramp Reversal Projects: Guidelines for Successful Implementation PY - 2007/07//Technical Report SP - 158p AB - Many urban freeways in Texas experience congested traffic conditions during peak periods. Freeway system expansion is very expensive and time-consuming. Consequently, alternatives other than construction of new facilities are desired. The Texas Department of Transportation (TxDOT) has been implementing comparatively inexpensive methods to improve existing freeways such as grade-separated (i.e., braided) ramps and modified ramp configurations via X-ramp interchanges and ramp reversals. Ramp reversal, replacement of an entrance ramp with an exit ramp or vice versa, is an improvement strategy occasionally recommended by outside constituencies. The basis for this research was driven by TxDOT engineers’ need to have an updated methodology and evaluation results from previously implemented ramp reversal projects to assist in future decision-making. This research project investigated the benefits and impacts of X-ramp and ramp reversal projects. Impacts that were evaluated include operational, safety, and basic economic benefits. Case study evaluations of 15 projects implemented throughout the state were performed and generally showed that ramp modification projects are a worthwhile effort. The final product of this research was the development of guidelines for TxDOT staff to assist in the evaluation and implementation of ramp modification projects. The framework for the guidelines was based on the three themes for the Texas access management program: (1) improve safety and mobility, (2) provide reasonable access to developments, and (3) promote local government partnerships. Based on this framework, the 21 guidelines for successful implementation were further divided into five categories: educational, encouragement, engineering, enforcement, and evaluation. KW - Access control (Transportation) KW - Case studies KW - Freeways KW - Grade-separated ramps KW - Guidelines KW - Highway safety KW - Ramp configurations KW - Ramp reversal KW - Ramps (Interchanges) KW - Traffic congestion KW - Urban areas UR - http://tti.tamu.edu/documents/0-5105-1.pdf UR - https://trid.trb.org/view/814729 ER - TY - RPRT AN - 01055095 AU - Mirshahi, Mohammad AU - Obenberger, Jon T AU - Fuhs, Charles A AU - Howard, Charles E AU - Krammes, Raymond A AU - Kuhn, Beverly T AU - Mayhew, Robin M AU - Moore, Margaret A AU - Sahebjam, Khani AU - Stone, Craig J AU - Yung, Jessie L AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Active Traffic Management: The Next Step in Congestion Management PY - 2007/07 SP - 84p AB - The combination of continued travel growth and budget constraints makes it difficult for transportation agencies to provide sufficient roadway capacity in major metropolitan areas. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to examine congestion management programs and policies in Europe. The scan team observed that transportation agencies in Denmark, England, Germany, and the Netherlands, through the deployment of congestion management strategies, are able to optimize the investment in infrastructure to meet drivers’ needs. Strategies include speed harmonization, temporary shoulder use, and dynamic signing and rerouting. The team’s recommendations for U.S. implementation include promoting active traffic management to optimize existing infrastructure during recurrent and nonrecurrent congestion, emphasizing customer orientation, focusing on trip reliability, providing consistent messages to roadway users, and making operations a priority in planning, programming, and funding processes. KW - Advanced traffic management systems KW - Customer service KW - Denmark KW - England KW - Europe KW - Financing KW - Germany KW - Highway operations KW - Highway traffic control KW - Netherlands KW - Programming (Planning) KW - Recommendations KW - Rerouting KW - Road shoulders KW - Speed control KW - Standardization KW - Strategic planning KW - Study tours KW - Traffic congestion KW - Traffic mitigation KW - Trip reliability UR - http://international.fhwa.dot.gov/pubs/pl07012/atm_eu07.pdf UR - http://international.fhwa.dot.gov/pubs/pl07012/index.cfm UR - http://ntl.bts.gov/lib/27000/27000/27038/atm_eu07.pdf UR - https://trid.trb.org/view/814697 ER - TY - RPRT AN - 01055145 AU - Mokwa, Robert L AU - Trimble, Nicholas AU - Cuelho, Eli AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Experimental Assessment of Aggregate Surfacing Materials PY - 2007/06/30/Final Report SP - 74p AB - An extensive suite of geotechnical laboratory tests were conducted to quantify differences in engineering properties of three crushed aggregates commonly used on Montana highway projects. The material types are identified in the Montana Supplemental Specifications as CBC-6A, CBC-5A, and CTS-2A. Results from R-value tests and direct shear tests performed on large samples (12 in. by 12 in.) indicates the CBC-6A aggregates generally exhibited the highest strength and stiffness of the three material types. In terms of strength parameters, there was no statistically significant difference between CBC-5A and CTS-2A materials. The CBC-6A and 5A materials exhibited similar average R-values, which were both slightly greater than the CTS-2A materials. Overall, the CTS-2A materials generally exhibited the lowest average strength and stiffness. Although this material was the poorest performer when compared to the two CBC materials, it still exhibited relatively high strength and stiffness. Drainage capacity was quantified by conducting multiple saturated constant head permeability tests on 10-inch-diameter samples of each material type. The CBC-6A and CTS-2A materials had the highest average permeability values, while the CBC-5A materials had the lowest. Permeability was shown to depend more on the fine fraction void ratio (e sub f) than on aggregate type or maximum particle size. An analytical method of predicting permeability based on e sub f was developed, which will allow Montana Department of Transportation designers to estimate permeability based on gradation and state of compaction. Overall, the CBC-6A materials were generally the best performers in this study. In general, the CBC- 5A aggregates exhibited the second highest strength and stiffness, but also had the lowest drainage capacity. The CTS-2A aggregates exhibited the lowest strength and stiffness, but had relatively good drainage capacity. The ability to substitute CTS-2A material for CBC aggregates depends on the relative importance that is assigned to strength, stiffness, and drainage in the pavement design model. KW - Crushed aggregates KW - Geotechnical properties KW - Laboratory tests KW - Montana KW - Permeability KW - Specifications KW - Stiffness KW - Strength of materials UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/exp_assess/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45836/final_report58.pdf UR - https://trid.trb.org/view/814879 ER - TY - RPRT AN - 01126244 AU - Wenzlick, John D AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Viability and Durability of Shotcrete for Repairing Bridges PY - 2007/06/27/Final Report SP - 27p AB - Several construction projects were reviewed that had used shotcrete for unformed repair work on bridge superstructures and substructures. These repairs, usually overhead or vertical repairs, are normally done by using rapid set cement mix and the manual lay-up method. In the past contractors have asked to substitute shotcrete. There now is a Bridge Special Provision sometimes used to specify shotcrete for a particular job. The main problems seen in the field with shotcrete were shrinkage cracking and lack of bond to the existing bridge. Through observation of four projects and checking literature on best practices from other states and the AASHTO-AGC-ARTBA Task Force 37 - 1999 report on Shotcrete Repair, several conclusions were reached. If the special provisions are followed closely shotcrete is a viable repair method for highway bridges. Good surface preparation and pre-wetting before shotcreting are critical to getting a good bond. Contractors quite often use the dry-mix shotcrete method, especially for small repairs. The Missouri Department of Transportation should require pre-bagged mixes for dry-mix shotcrete because it makes a more consistent mix. The pre-bagged mix should include silica fume in order to make the mix stickier and provide better bond strength. Testing showed a good air structure in the hardened concrete and an air entraining agent should be required in a pre-bagged mix. A 7-day moist cure is needed for shotcrete, and curing compound use should be secondary to specifying wet curing to decrease shrinkage cracks. Changes to the Bridge Special Provision incorporating these conclusions have been presented in this report. KW - Air entraining agents KW - Best practices KW - Bond strength (Materials) KW - Bonding KW - Bridge substructures KW - Bridge superstructures KW - Bridges KW - Cracking KW - Curing agents KW - Moist curing KW - Prewetting KW - Repairing KW - Shotcrete KW - Shrinkage KW - Silica fume KW - Surface preparation UR - http://library.modot.mo.gov/RDT/reports/Ri03011/or07014.pdf UR - http://ntl.bts.gov/lib/30000/30700/30708/or07014.pdf UR - https://trid.trb.org/view/887374 ER - TY - RPRT AN - 01118041 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Asphalt Pavement Association (NAPA) AU - Asphalt Institute AU - National Stone, Sand & Gravel Association TI - National Asphalt Roadmap: A Commitment to the Future PY - 2007/06/18/Special Report SP - 198p AB - This Roadmap is a comprehensive report, which addresses a full range of important challenges in asphalt technology. The Roadmap is structured into programs and projects. Seven programs areas are chosen to frame the major components of asphalt technology: Workforce Development, Long-Life Pavements and Pavement Performance, Improved Structural Design of Pavements, Materials Characterization and Mix Design, Construction Practices and Quality Management Systems, Innovative Contracting Approaches, and Surface Characteristics. Each program area has an introduction to provide insight into the current status of products, equipment and technology and the major challenges in that area. The Roadmap identifies a number of general research projects in each of the program areas. There are a total of sixty-nine (69) projects identified. KW - Asphalt KW - Construction management KW - Contracting KW - Mix design KW - Pavement design KW - Pavement performance KW - Perpetual pavements KW - Quality control KW - Research projects KW - Surface course (Pavements) KW - Technological innovations UR - http://www.hotmix.org/PDFs/roadmap/National_Asphalt_Roadmap_June_18_2007_full.pdf UR - http://ntl.bts.gov/lib/56000/56100/56100/TE275_N38_2007.PDF UR - https://trid.trb.org/view/876728 ER - TY - RPRT AN - 01079076 AU - Federal Highway Administration TI - Finding of No Significant Impact and Section 4(f) "de Minimis" Impact Finding for Tier 2, Segment 1, Council Bluffs Interstate System Improvements Project, Pottawattamie County, Iowa and Douglas County, Nebraska PY - 2007/06/14 SP - v.p. AB - This document contains the Federal Highway Administration's (FHWA's) Environmental Assessment for the Tier 2 Segment 1 Council Bluffs Interstate System Improvements Project, Pottawattamie County, Iowa, and Douglas County, Nebraska. The proposed improvements include five segments encompassing approximately 18 mainline miles of interstate and 14 interchanges along Interstate 80, Interstate 29, and Interstate 480. The FHWA has determined that this project will not have any significant impact on the human and natural environment and that an Environmental Impact Statement is not required. KW - Douglas County (Nebraska) KW - Environmental impact analysis KW - Improvements KW - Interstate highways KW - Pottawattamie County (Iowa) UR - https://trid.trb.org/view/838878 ER - TY - ABST AN - 01471149 TI - Bridge on Arnault Branch, Washington County, Missouri AB - This project deals with the replacement of an existing unreinforced concrete slab-on-ground creek overpass with a more efficient concrete slab and girder bridge with the use of relatively new materials: fiber reinforced polymer (FRP) rods and cladding steel bars. Underneath the existing overpass are installed two 0.91 m (3 ft) diameter corrugated steel pipes, allowing water flowing. Over the years, the creek occasionally flooded and water flew over the structure, making it structurally and functionally inadequate and posing a primary issue of safety. The proposed new bridge will provide sufficient elevation to discharge water at a 100-year flood event. The existing overpass will be replaced with a rapidly-constructed, three-span bridge with precast FRP reinforced concrete slabs and box girders, and cast-in-place cladding steel reinforced concrete abutments and piers. It will be monitored for the following years to document the performance of the overall bridge. The objectives of this study are to further validate two innovative FRP reinforcement concepts and one low corrosion application of cladding steel, and to monitor the bridge performance. The three spans will be constructed with precast FRP-reinforced concrete panels on steel girders, precast FRP-reinforced concrete panels on concrete girders, and precast FRP-reinforced concrete box girders. The two spans with conventional bridge girders are considered in order to extend the applicability of validated technologies into both new construction and the deck replacement of existing bridges. The conventional girder spans will also provide good benchmarks for the third span with box girders. The high grade cladding steel will be used to reinforce abutments and piers to reduce corrosion potential. The new bridge will have three 8.23 m (27 ft) long spans, for a total length of 24.69 m (81 ft), and out-to-out deck width of 6.40 m (21 ft). KW - Box girder bridges KW - Bridge decks KW - Bridge design KW - Bridge replacement KW - Cladding KW - Corrugated pipe KW - Corrugated steel KW - Fiber reinforced polymers KW - Flood protection KW - Girder bridges KW - Reinforced concrete bridges KW - Washington County (Missouri) UR - http://utc.mst.edu/research/R275.html UR - https://trid.trb.org/view/1239472 ER - TY - ABST AN - 01464621 TI - Research for the AASHTO Standing Committee on the Environment. Task 36. Recurring Community Impacts AB - Community impacts assessment is not only a critical part of the National Environmental Protection Agency (NEPA) process, it is essential for building trust and securing grassroots support for projects. Direct impacts to communities, particularly low-income and minority neighborhoods, are reasonably well understood, and there are proven techniques and methodologies to help practitioners identify and quantify the effects on the human environment. Measuring cumulative impacts on communities, however, has proven more problematic, given the dynamics of community growth and development and the complex nature of these impacts. The objective of this study is to develop guidelines for state departments of transportation (DOTs) on how best to address recurring community impacts in NEPA documents. KW - Community impact assessment KW - Economic growth KW - Environmental protection KW - Impacts KW - Minorities KW - Neighborhoods KW - Recurring KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1654 UR - https://trid.trb.org/view/1232852 ER - TY - RPRT AN - 01088778 AU - Chehab, Ghassan R AU - Palomino, Angelica M AU - Tang, Xiaochao AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Laboratory Evaluation and Specification Development for Geogrids for Highway Engineering Applications PY - 2007/06/12/Final Report SP - 135p AB - This report incorporates findings from research performed to evaluate the current specifications of geogrids for use in highway applications, with special emphasis on pavement applications. This project includes a thorough literature review synthesizing uses, specifications, and test methods for geogrid applications to highway construction. Index tests, performance benchmark testing, and accelerated pavement testing using a Mobile Model Load Simulator (MMLS), 1/3 scale, were conducted. The materials tested included eleven geogrid products selected by PennDOT for index testing; four of the eleven products were also subjected to bench and accelerated performance testing. Standard 2A aggregate and a typical Pennsylvania soil (A-2-4) were used for all tests requiring these materials. A correlation between critical geogrid parameters based on index tests and performance tests is presented. Important geogrid attributes that can influence reinforcing effectiveness were recognized. A geogrid material specification for the most common highway applications, i.e. flexible pavement subgrade reinforcement, embankment reinforcement, and slope reinforcement, was developed. KW - Benchmarks KW - Embankments KW - Flexible pavements KW - Geogrids KW - Highway engineering KW - Laboratory tests KW - Pennsylvania KW - Performance KW - Reinforcement (Engineering) KW - Simulation KW - Slopes KW - Specifications KW - Subgrade (Pavements) UR - https://trid.trb.org/view/849652 ER - TY - RPRT AN - 01056021 AU - Chehab, Ghassan R AU - Palomino, Angelica AU - Tang, Xiaochao AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Laboratory Evaluation & Specification Development for Geogrids for Highway Engineering Applications PY - 2007/06/12/Final Report SP - 135p AB - This report incorporates findings from research that was performed to evaluate the current specifications of geogrids for use in highway applications, with special emphasis on pavement applications. This project includes a thorough literature review synthesizing uses, specifications, and test methods for geogrid applications to highway construction. Index tests, performance benchmark testing, and accelerated pavement testing using a Mobile Model Load Simulator (MMLS), 1/3 scale, were conducted. The materials tested included seven geogrid products selected by the Pennsylvania Department of Transportation (PennDOT) for index testing: four of the eleven products were also subjected to bench and accelerated performance testing. Standard 2A aggregate and a typical Pennsylvania soil (A-2-4) were used for all tests requiring these materials. A correlation between critical geogrid parameters based on index tests and performance tests is presented. Important geogrid attributes that can influence reinforcing effectiveness were recognized. A geogrid material specification for the most common highway applications, i.e. flexible pavement subgrade reinforcement, embankment reinforcement, and slope reinforcement, was developed. KW - Accelerated pavement tests KW - Accelerated tests KW - Embankments KW - Flexible pavements KW - Geogrids KW - Geosynthetics KW - Model mobile load simulators KW - Pavement design KW - Pavement performance KW - Pavements KW - Reinforcement (Engineering) KW - Slope stability KW - Specifications KW - Subgrade (Pavements) UR - https://trid.trb.org/view/815080 ER - TY - CONF AN - 01343241 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Wu, Bin AU - Wang, Qianying AU - Ou, Jinping AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Virtual Force Control Method for Real-Time Hybrid Simulation with Implicit Integration Algorithms PY - 2007/06/08/Technical Report SP - 8p AB - The hybrid simulation combines the physical test of critical part of a structure and the numerical calculation of the remainder. For hybrid simulation of systems with many degrees of freedom, an integration method with unconditional stability is highly desirable. Potential candidates are unconditionally stable implicit algorithms. However, as well as undesirable hysteretic loops which may be caused by oscillatory loading, iteration process with implicit methods could pose extra difficulties of iteration convergence for the high speed of testing execution in real-time simulation. To avoid these problems, this paper proposes a new method, named virtual force control method (VFCM), aiming to cancel the iteration process by the use of feedback control. The basic idea is to transfer the nonlinear implicit equilibrium into the form that can be interpreted as a force control problem. The word “virtual” here is used to distinguish from the conventional force control of actuator, because the actuator is still controlled in displacement mode with the VFCM. The dynamics of the actuator is simplified by a second order transfer function, based on which the controller design of the new method is presented. The numerical and experimental studies show that the testing results with proposed method agree well with the precise solution. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Algorithms KW - Feedback control KW - Hybrid simulation KW - Hysteresis KW - Mathematical models KW - Numerical analysis KW - Substructures KW - Testing UR - https://trid.trb.org/view/1104685 ER - TY - CONF AN - 01343240 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Sun, Rui AU - Yuan, Xiaoming AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Effect of Liquefaction on Surface Ground Motion PY - 2007/06/08/Technical Report SP - 11p AB - In this paper, a simplified method of pore water pressure rise in anisotropic consolidation under earthquake loading is presented. And then in terms of analysis the earthquake recorded data, the numerical simulation and shaking table test, the feature of surface ground motion on the liquefied sites is investigated by comparing the non-liquefied sites. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Earthquakes KW - Liquefaction KW - Numerical analysis KW - Seismicity KW - Shaking table tests KW - Simulation KW - Soil dynamics KW - Wave motion UR - https://trid.trb.org/view/1104689 ER - TY - CONF AN - 01343238 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Aref, Amjad J AU - Alnahhal, Wael I AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Development of a Hybrid FRP-Concrete Bridge Superstructure System PY - 2007/06/08/Technical Report SP - 13p AB - It is a major challenge to build bridge systems that have long-term durability and low maintenance requirements. A solution to this challenge may be to explore the use of new materials and/or implementing new structural systems. In this study, the concept of the hybrid fiber reinforced polymer (FRP)-concrete structural systems is applied to a bridge superstructure system. The hybrid FRP-concrete superstructure system is intended to have durable, structurally sound, and cost effective hybrid system that will take full advantage of the inherent properties of both FRP materials and concrete. The primary objective of this study is to introduce an FRP-concrete hybrid bridge superstructure system through analytical and experimental procedures. The proposed system consists of trapezoidal FRP cell units surrounded by an FRP outer shell forming a bridge superstructure. A thin layer of concrete is placed in the compression zone. Concrete is confined by GFRP laminates which protect it from the environmental exposure. In this study, the structural behavior of the hybrid bridge superstructure is evaluated by series of nondestructive and destructive flexural loading tests. Experimental results confirmed that the hybrid FRP-concrete bridge systems have an excellent performance from structural engineering point of view. Moreover, the experimental results showed robust performance of the hybrid bridge superstructure where it did not exhibit any cracking in the exterior GFRP laminates, interface failure, and slippage between GFRP and concrete under AASHTO design loads. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Bridge superstructures KW - Composite construction KW - Concrete KW - Earthquake engineering KW - Fiber reinforced polymers KW - Hybrid construction UR - https://trid.trb.org/view/1104601 ER - TY - CONF AN - 01343236 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Dongming, Wang AU - Xin, Chen AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - A Collaborative Virtual Simulation System Based On HLA For Emergency Rescue Training PY - 2007/06/08/Technical Report SP - 6p AB - ERT is a collaborative virtual simulation system supporting the emergency rescue training.The teams which are composed of 3-6 rescuers can be collaboratively trained under the supporting of ERT. ERT is implemented based on HLA. This paper introduces the facing problems in the development of ERT, such as shared objects, ownership management, efficient network communication, area of interest management, support for heterogeneous VR hardware systems. Furthermore, this paper introduces the benchmark test, such as the benchmarking scale of federation, benchmarking update latency, benchmarking time advancement, benchmarking federate real load, in order to make sure whether the performance of RTI meets to the requirements of ERT. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Benchmarks KW - Cooperation KW - Disasters and emergency operations KW - Emergency training KW - Simulation KW - System architecture KW - Virtual reality UR - https://trid.trb.org/view/1104694 ER - TY - CONF AN - 01343233 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Thevanayagam, S AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Liquefaction and Remediation of Silty Soils PY - 2007/06/08/Technical Report SP - 9p AB - Liquefaction of saturated loose granular sand and non-plastic silty sand deposits during seismic loading is one of the most dramatic threats to the safety of structures during earthquakes. Liquefaction-induced damages to highways and structures have been observed in almost all major earthquakes. Rational liquefaction screening tools and design methods for liquefaction remediation techniques are urgently needed to identify liquefaction prone areas and mitigate liquefaction-induced losses. Among many techniques, sand deposits densified by dynamic compaction (DC) and vibro-stone column (SC) are more resistant to liquefaction, and have performed well during earthquakes. Silty sand deposits appear to perform well when improved by either technique supplemented with wick drains. This paper presents a rational procedure to determine the level of densification achievable using each technique, with or without supplemental wick drains, for liquefaction mitigation of loose sand and non-plastic silty soils. It also presents a liquefaction screening method for these soils. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Earthquakes KW - Liquefaction KW - Seismic loading KW - Silty sands KW - Soil densification KW - Soils KW - Wick drains UR - https://trid.trb.org/view/1104603 ER - TY - CONF AN - 01343229 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Zhang, Chunwei AU - Ou, Jinping AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Electromagnetic-driving and Energy-recycling Hybrid Mass Damper System for Structural Vibration Control PY - 2007/06/08/Technical Report SP - 10p AB - This paper presents the theory or principle, model development, dynamical testing and structural experimental verifications of an innovative Hybrid Mass Damper (HMD) system for structural vibration control, which called Electromagnetic-driving and Energy-transforming HMD control system (abbreviated as E2-HMD system). Firstly, the recent advances of Electromagnetic- driving Active Mass Driver control system (abbreviated as EMD system) was introduced briefly, which includes theoretical modeling, dynamical testing and shaking table testing etc. Then the conception and construction methods of the innovative E2-HMD control system were studied. The E2-HMD system uses driving technologies of magnetic suspension vehicles and energy transforming-recycling mechanism of fly-wheel batteries, combined with traditional AMD and TMD control technologies of civil engineering structures, which possesses the following merits as: using embedded electromagnetic coils and fly-wheels to replace traditional oil dampers as energy dissipation devices, which can transform the unwanted vibration energy of structure into recycle energy to be stored in batteries and then used for driving the mass of E2-HMD system to work; using soft magnetic material to fabricate linear actuator with high power electric capacitors, which can output large thrust force for suppressing structural vibrations; using DSP chips based signal processing and operation unit, which can replace computers to eliminate system time delays and can be easily integrated into a portable real time control module. If the structure is installed with an E2-HMD control system, the vibration energy of the structure is transformed and stored during the structure vibrates within small amplitudes; on the other hand, when earthquake or strong wind occurs, the recycled energy is released to power up the active control loop of the E2-HMD system. By way of such energy flowing and recycling, the E2-HMD system is shown to be a “green” control system for suppressing structural dynamical responses. At last, the feasibility of such an E2-HMD control system was investigated, which shows it to be a promising hybrid system for structural vibration control. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Construction management KW - Dampers (Electronics) KW - Earthquake engineering KW - Earthquakes KW - Electromagnetic properties KW - Hybrid design KW - Vibration control UR - https://trid.trb.org/view/1104693 ER - TY - CONF AN - 01343228 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Yuan, Xiaoming AU - Cao, Zhenzhong AU - Sun, Rui AU - Meng, Fanchao AU - Li, Yurun AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Some Advances in Soil Dynamics at IEM PY - 2007/06/08/Technical Report SP - 14p AB - The lessons in the geotechnical aspects from the recent large earthquakes and the some research advances in earthquake resistant of soil and foundation at the Institution of Engineering Mechanics (IEM) are presented. The typical behavior of the soil and foundation leading to the damages of various buildings, structures and lifeline systems during the notable earthquakes in China are illustrated, and the sand liquefaction, the soft soil settlement and the isolation effects of the liquefaction in the earthquakes are reported. The major contents on the new aseismic design code related with soil and foundation and some new research progress in soil dynamics in China are then introduced. Also the prospect for the primary tasks faced to the geotechnical engineering in the future earthquakes in China is presented in the paper. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Base isolation KW - China KW - Design codes KW - Earthquake engineering KW - Earthquake resistant design KW - Geotechnical engineering KW - Ground settlement KW - Liquefaction KW - Soil dynamics UR - https://trid.trb.org/view/1104602 ER - TY - CONF AN - 01343220 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Proceedings of the PRC-US Earthquake Engineering Forum for Young Researchers PY - 2007/06/08/Technical Report SP - v.p. AB - From May 27-June 7, 2006, about 25 young researchers from the US and China participated in the PRC-US Earthquake Engineering Forum for Young Researchers, in Harbin, China. The purpose of the Forum was to establish professional opportunities and foster long-term partnerships in the form of continued technical communications and research collaboration. The scope of the forum was Earthquake Engineering or closely related research areas. The program included presentation of papers on current activities by young researchers of both countries. Participants also visited university experimental facilities and were familiarized with research programs at host institutions. American participants were introduced to “professional partners” of similar professional age and research interest through the forum program. Discussion among the young researchers focused on developing research topics of mutual interest for PRC-US pairs. These proceedings contain 23 papers presented at the forum. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - China KW - Conferences KW - Cooperation KW - Earthquake engineering KW - Earthquakes KW - International relations KW - Partnerships KW - Professional interaction KW - Research KW - United States UR - https://trid.trb.org/view/1104600 ER - TY - CONF AN - 01343209 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Wen, Ruizhi AU - Zhou, Zhenghua AU - Ren, Yefei AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Real Time Ground Motion Generation Considering Local Soil Condition PY - 2007/06/08/Technical Report SP - 8p AB - After the damaged earthquake, the real time ground motion map is crucial information for rapid damage earthquake assessment and the emergency response. In this paper, a new method is developed for rapid ground motion map generation. Using the recorded strong ground motion station data, standard site class is selected to calculate the site amplitude factor, then all stations including no record station information are involved to generate the ground motion map. This method does not need to estimate the attenuation relationship, which usually is obtained by regression analysis. The site correction map is only based on one earthquake, which reflects the characteristic of this specialized event. Finally, the Chi-chi earthquake in Taiwan is as a numerical example and the results suggest that this method is effective way to estimate the spatial distribution of ground motion. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Amplitude (Physics) KW - Earthquakes KW - Real time information KW - Seismicity KW - Soil mapping KW - Soils UR - https://trid.trb.org/view/1104688 ER - TY - CONF AN - 01343207 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Olson, Scott M AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Simplified Liquefaction Analysis of Level and Sloping Ground PY - 2007/06/08/Technical Report SP - 16p AB - This paper presents simplified approaches to evaluate liquefaction resistance of level and sloping ground in terms of strength ratios using penetration tests. Level ground liquefaction resistance is a function of penetration resistance and fines content. However at high fines contents (greater than about 30 – 40%), laboratory and field data suggest that liquefaction resistance may decrease markedly. Liquefaction analysis of sloping ground involves evaluating liquefaction susceptibility, triggering of liquefaction, and post-triggering/flow failure stability. The paper describes a revised triggering procedure that integrates susceptibility concepts, laboratory data, and field case histories. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Earthquakes KW - Fines (Materials) KW - Level ground KW - Liquefaction KW - Slopes KW - Soil penetration test UR - https://trid.trb.org/view/1104691 ER - TY - CONF AN - 01343205 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Guan, Xinchun AU - Ou, Jin ping AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Magnetostrictive Materials and Vibration Control PY - 2007/06/08/Technical Report SP - 10p AB - Magnetostrictive material is one kind of smart material, can show elongation and contraction in the magnetization direction. As having character of low power requirement, fast response and simple structure, the devices made with magnetostrictive material were received a great deal of interest in the field of vibration control. In this paper, firstly, the character and performance of different kinds of magnetosrtrictive material is introduced. After that, the research status and possible applications of magnetosrtrictive material in area of vibration control are summarized and analyzed. At last, the problems that block application of magnetosrtrictive material for vibration control are discussed. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Magnetostrictive sensors KW - Smart materials KW - Vibration control UR - https://trid.trb.org/view/1104692 ER - TY - CONF AN - 01343199 JO - Multidisciplinary Center for Earthquake Engineering Research PB - Multidisciplinary Center for Earthquake Engineering Research AU - Liu, Feng AU - Ge, Ji-Ping AU - Wei, Hong-Yi AU - Wang, Zhi-Qiang AU - National Science Foundation AU - Huixian Earthquake Engineering Foundation AU - Chinese Association of Earthquake Engineering AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Recent Research on Seismic Performance of Precast Concrete Segmental Bridge Piers PY - 2007/06/08/Technical Report SP - 7p AB - Precast concrete segmental bridge piers have been studied and designed for their excellent mechanical characteristics and their practical advantages in construction, while few work has been done on the seismic performance of them. So, the paper presents a summary of latest development of precast concrete segmental bridge piers，including the application at home and the research of seismic performance abroad, especially a new earthquake resisting system suited to be applied into segmental bridge piers, the self-centering system. Based on these studies, some recommendations for future research on seismic performance of the precast concrete segmental system are advised. U1 - PRC-US Earthquake Engineering Forum for Young ResearchersNational Science FoundationHuixian Earthquake Engineering FoundationChinese Association of Earthquake EngineeringMultidisciplinary Center for Earthquake Engineering ResearchHarbin,China StartDate:20060527 EndDate:20060607 Sponsors:National Science Foundation, Huixian Earthquake Engineering Foundation, Chinese Association of Earthquake Engineering, Multidisciplinary Center for Earthquake Engineering Research KW - Bridge piers KW - Earthquake engineering KW - Earthquake resistant design KW - Precast concrete KW - Segmental construction KW - Seismic performance UR - https://trid.trb.org/view/1104687 ER - TY - ABST AN - 01566758 TI - Evaluation of Modified Performance Grade Binders in Thin Lift Maintenance Mixes, Surface Mix, and a Reflective Crack Relief Layer Mix AB - The primary objective of this research project is to design and evaluate maintenance and rehabilitation hot mix asphalt (HMA) mixes as well as develop a reflective crack relief layer (RCRL) mix utilizing modified binders. Specifically, thin lift mixes with a NMAS of 4.75 mm and 9.5 mm and a surface mix with a NMAS of 12.5 mm will be developed as maintenance and rehabilitation mixes using Superpave design methodology. These mixes will then be evaluated for their resistance to low temperature cracking and rutting. The secondary objective is to compare the performance of these modified mixes. Finally, a RCRL mix will be developed and tested for its potential to prevent or mitigate reflective cracking. KW - Binders KW - Hot mix asphalt KW - Mix design KW - Reflective crack relief KW - Rehabilitation (Maintenance) KW - Superpave KW - Thin lift construction UR - http://www.pooledfund.org/Details/Study/373 UR - https://trid.trb.org/view/1358414 ER - TY - ABST AN - 01547924 TI - Test Methods and Specification Criteria for Mineral Filler Used in HMA AB - Mineral filler plays an important role in the construction and performance of hot mix asphalt (HMA) pavements. Very little attention was given to the study of mineral filler (often referred to as the minus 200 fraction) during the Strategic Highway Research Program, although the Superpave mix design method includes a recommendation on the dust-to-binder ratio. Some field experience suggests that this ratio may be too restrictive. In certain cases, constructibility and performance can be enhanced with the use of additional filler as long as the filler is properly specified. The nature and quantity of mineral filler are especially important in specialty mixes like stone matrix asphalt (SMA) mixes where the mineral filler, which forms a mastic with the asphalt binder, contributes significantly to compactibility impermeability, and in-service pavement performance. There is also some evidence that certain mineral fillers are incompatible with anti-strip agents and modified binders. Moreover, the composition and reactivity of mineral filler are normally not determined but could have a significant impact on aging and other HMA performance characteristics. Specification of mineral filler for HMA is given less emphasis in the United States than in Europe. A number of different test methods and more defined criteria are often part of European HMA specifications. Given the importance of mineral filler to the overall performance of HMA as well as the diversity and abundance of mineral fillers available to industry, a significant national study on the testing and specification of mineral filler is clearly warranted. The objectives of this study were to (1) identify or develop test methods for mineral filler that characterize its mechanical and chemical effects on the performance of mastics (combinations of asphalt binder and mineral filler) and hot mix asphalt (HMA) and (2) recommend specification criteria for mineral filler that optimize HMA performance. KW - Asphalt KW - Binders KW - Fines (Materials) KW - Hot mix asphalt KW - Mineral fillers KW - Pavement performance KW - Pavements KW - Research projects KW - Test procedures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=979 UR - https://trid.trb.org/view/1335572 ER - TY - ABST AN - 01563751 TI - Tire/Pavement Noise Research Consortium AB - The objectives of this research are as follows: (1) Provide a forum for states to discuss tire/pavement noise issues and develop a proposed research plan; (2) Pool resources and efforts of multiple state agencies and industry to perform tire/pavement noise research in a similar manner (avoiding duplication) and sharing of data. The anticipated scope of the study would consist of the following tasks: (1) Provide a forum for states to discuss noise issues, utilize the same techniques to build a larger database, and share data. The ultimate goal is to incorporate pavement type into the Federal Highway Administration (FHWA) Traffic Noise Model; (2) Perform a synthesis of global practice in regards to utilizing pavement technology for decreasing tire/pavement noise; (3) Perform a synthesis on the cost/benefits of using low-noise pavements; (4) Produce a document for general public information regarding noise reduction; (5) Provide a baseline for quieter pavement discussion (e.g. definitions, list of acronyms, etc.); and (6) Provide a guideline for best practices in measuring and evaluating noise benefits and decreases over the wearing life of the roadway surface. A technical advisory group consisting of a pavement expert and a noise expert from each contributing agency and invited participants will refine/expand this scope of work and provide technical input/guidance throughout the duration of the research. Much of the initial scope of work has been completed. The Principal Investigator is currently working on a list of activities that benefit the member states including: (1) Brüel & Kjær (B&K) Pulse Data Analysis Routine; (2) National Instruments (NI) System Development; (3) on-board sound intensity (OBSI) Calibrator; (4) Have a Tire loading scale for member states to use when needed; and (4) New standard reference test tires (SRTT) Tire Evaluation. KW - Advisory groups KW - Best practices KW - Databases KW - Guidelines KW - Noise models KW - Pavement technology KW - State departments of transportation KW - Tire/pavement noise KW - Traffic noise KW - U.S. Federal Highway Administration UR - http://www.pooledfund.org/Details/Study/364 UR - https://trid.trb.org/view/1354933 ER - TY - ABST AN - 01462940 TI - Guidebook on Risk Analysis Tools and Management Practices to Control Transportation Project Cost AB - Identification, analysis, and management of the risk of project-cost escalation are fundamental challenges facing the transportation industry. Recently completed NCHRP Project 8-49, "Procedures for Cost Estimation and Management for Highway Projects During Planning, Programming, and Preconstruction," focused on the issue of cost escalation and developed a guidebook on highway cost-estimation management and tools aimed at achieving greater consistency and accuracy in long-range transportation planning, priority programming, and preconstruction estimates. The scope of NCHRP Project 8-49 called for development of multiple strategies for controlling cost escalation, but did not allow for in-depth treatment of methods and tools necessary to implement a specific strategy for risk management. NCHRP Project 8-49 identified risk analysis and management as primary strategies to help control cost escalation (see Special Note F). The objective of this research is to develop a comprehensive guidebook on risk-related analysis tools and management practices for estimating and controlling transportation project costs. The guidebook must include a plain language toolbox for transportation agencies to use in selecting appropriate strategies, methods, and tools to apply in meeting their cost-estimation and control goals and objectives. This guidebook will be especially applicable to planning, priority programming, and preconstruction phases. KW - Cost control KW - Cost estimating KW - National Cooperative Highway Research Program KW - Project management KW - Right of way (Land) KW - Risk management KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=936 UR - https://trid.trb.org/view/1231165 ER - TY - ABST AN - 01459890 TI - One-Year Bridge Screening for WV By FWD - CRTS Bridges Phase III AB - There exists two principal shortcomings of the current bridge assessment procedures: (1) visual inspection is plagued by epistemic uncertainty and subjectivity, which results in significant variability; and (2) analytical load rating procedures are precluded for a large population of undocumented bridges. While the technological advances of the last decade have developed reliable tools for quantitative condition assessment, they currently remain cost prohibitive for widespread application. As a result, there is a need for effective, quantitative, yet practical technologies that can be adopted by bridge owners and applied in a screening capacity. The objective of this research is to develop an experimental tool capable of being employed in a widespread manner as a screening technique, and to provide quantitative data that can be correlated with bridge conditions. The experimental tool is an extension/modification of the Falling-Weight Deflectometer (FWD) technology from pavements to bridges. KW - Bridge inventory data KW - Bridge maintenance KW - Bridges KW - Condition surveys KW - Falling weight deflectometers KW - Inspection KW - Inventory KW - Pavements KW - Research projects UR - https://trid.trb.org/view/1228105 ER - TY - RPRT AN - 01055142 AU - Noyce, David A AU - Bahia, Hussain U AU - Yambo, Josue AU - Chapman, Jeremy AU - Bill, Andrea R AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Midwest Regional University Transportation Center AU - Federal Highway Administration TI - Incorporating Road Safety into Pavement Management: Maximizing Surface Friction for Road Safety Improvements PY - 2007/06/01/Final Report SP - 240p AB - This research explored the relationship between asphalt mix design, skid friction, and roadway safety. Initial tasks attempted to find a relationship between pavement skid resistance (friction) and crash frequency, particularly wet weather crashes. Friction and crash data collected over 10 years at six study sites in Wisconsin were analyzed. The results of the analysis did not indicate a relationship between crash frequency and pavement skid friction. Although some evidence suggests that the number of wet pavement crashes increased as the pavement life increased (and skid friction values decreased), the frequency of crashes was not sufficient to statistically support. Nevertheless, the fact that the relationship seems to behave inversely proportional, that is to say more crashes occurred at low friction numbers (FNs), is an important indication that skid resistance may indeed be a factor affecting wet weather crashes. It was not possible to determine a skid friction threshold value that indicates the critical point where pavement maintenance would be needed. Although the data obtained in the research could not support a specific value, it is clear that friction values less than 35 are problematic from a safety standpoint. A possible indicator of friction on high-speed roadways is macrotexture. Therefore, macrotexture (measured as MTD) combined with friction data was of great interest in this research. Plots of MTD and FN values did not show a clear relationship between the two values, although it was evident that the larger FNs were concentrated in low MTD values. Skid resistance is an important feature which should be considered while evaluating roadway safety. An effective asphalt pavement asset management approach will include an annual testing program to monitor skid friction values. FN values less than 35 should trigger a safety monitoring program and those pavements should be scheduled for future rehabilitation or reconstruction. KW - Asphalt pavements KW - Crashes KW - Friction numbers KW - High speed roads KW - Highway safety KW - Macrotexture KW - Pavement management systems KW - Skid resistance KW - Wet weather KW - Wisconsin UR - http://www.mrutc.org/research/0404/04-04_MRUTC_FR.pdf UR - https://trid.trb.org/view/814937 ER - TY - RPRT AN - 01502089 AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Transportation in Connecticut: The Existing System PY - 2007/06 SP - 175p AB - This reference document summarizes the role of the Connecticut Department of Transportation (ConnDOT) with respect to the State of Connecticut's airports, bridges, highways, bus systems, rail systems, water transportation services and facilities, and bikeways and multi-use trails. Transportation facilities and services provided or funded by ConnDOT are discussed, overviews of the physical condition of the infrastructure of these systems are presented, factors affecting the condition of or demand on the facilities are identified, and the ability of these facilities and systems to meet current and future demand is discussed. KW - Airports KW - Bikeways KW - Bridges KW - Condition surveys KW - Connecticut Department of Transportation KW - Highways KW - Infrastructure KW - Public transit KW - Railroad transportation KW - Water transportation UR - http://www.ct.gov/dot/lib/dot/documents/dpolicy/exist_sys.pdf UR - https://trid.trb.org/view/1279458 ER - TY - RPRT AN - 01457288 AU - Vanasse Hangen Brustlin, Incorporated AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Experimental Traffic Control Device Testing at New Hampshire Toll Plazas PY - 2007/06//Final Report SP - 61p AB - This report includes a description of the testing and evaluation methodology of the “E-ZPass Purple Light Experiment.” Purple lights with advanced signs were installed as supplemental traffic control devices for northbound and southbound E-Zpass movements along the I-93 approaches to the Hooksett Toll Plaza (north and south Toll Lanes #4 and #5). The purpose of the purple lights was to improve toll plaza operations and safety through the reduction in the number of conflicts created by last minute lane changes at the toll booths and weaving maneuvers that take place between the approach lanes and the toll booths. The Hooksett test site was selected because of the unique characteristics of the horizontal and vertical geometrics that connect to the toll plaza from the north and south. In addition, this site is prone to early morning fog, a condition that may be susceptible to improved traffic operations given these wayfinding lights. The purple light experiment was conducted and evaluated under a scope of work derived from a similar experiment using “purple dots” as wayfinding devices conducted in the fall of 2005 by Kittelson and Associates, Incorporated for the Maryland Transportation Authority (MTA). The traffic operational analyses and the presentation of results in this report were prepared for consistency in cross comparison with results from the MTA’s purple dot experiment. Two distinctly different procedures were used in evaluating the effectiveness of the purple lights; field data evaluated by several measures of effectiveness (MOE’s) and a customer survey. The statistical analyses of the four MOE’s and customer survey revealed changed driver behavior in several respects, during a four-week period in October 2006. The report includes a number of potential modifications for further testing. An appendix containing data collected during this study is available from the New Hampshire Department of Transportation (NHDOT) upon request. KW - Automated toll collection KW - Lighting systems KW - New Hampshire KW - Toll plazas KW - Traffic control devices KW - Travel surveys KW - Uninterrupted flow KW - Weaving traffic UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282O.pdf UR - https://trid.trb.org/view/1225491 ER - TY - RPRT AN - 01156612 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program AU - Florida Department of Transportation TI - Manual on Use of Self-Propelled Modular Transporters to Move Bridges PY - 2007/06 SP - 118p AB - Self-propelled modular transporters (SPMTs) are computer-controlled platform vehicles that can move bridge systems weighing up to several thousand tons with precision to within a fraction of an inch. The prefabrication of bridges offsite under controlled conditions followed by rapid installation onsite can achieve quality installations with traffic impacts of minutes to a few hours compared to the months typically required for conventional onsite bridge construction. The significantly reduced onsite construction time when using SPMTs to move prefabricated bridge superstructures, for example, is due to the collapse of the sequential processes of conventional onsite bridge construction to just one step: moving the prefabricated superstructure from the staging area to its final position. This technology should be considered for all bridge replacement projects where reduced onsite construction time is a priority. The manual provides details from project conception to completion for using SPMTs to remove or install a bridge. It describes equipment, lists benefits and costs, and identifies criteria to determine when this technology is appropriate. It also addresses planning-related issues such as traffic considerations and site requirements. Design issues discussed include temporary shoring and prefabrication requirements, allowable temporary stresses and deflections during the move, and possible design efficiencies because of offsite prefabrication. Contracting issues covered include staging area requirements and contracting strategies for reduced onsite construction time. Also included are various example calculations, diagrams, plan sheets, and specifications for use as a starting point for upcoming projects using SPMTs to remove or install bridges. Case studies of bridges moved with SPMTs are also included; the 2006 Florida Department of Transportation I-4/Graves Avenue bridge replacement project is covered in detail, and several other projects are summarized. Using this manual in combination with the FHWA decisionmaking framework and analysis of delay-related user costs should provide the guidance that bridge owners and other bridge professionals need to understand the technology, determine whether using SPMTs will benefit a specific bridge project, and develop contract documents that incorporate the technology. KW - Bridge superstructures KW - Case studies KW - Construction KW - Contracting KW - Manuals KW - Prefabricated bridges KW - Self-propelled modular transporters KW - Time savings UR - https://trid.trb.org/view/917343 ER - TY - RPRT AN - 01141011 AU - Federal Highway Administration TI - Quality Assurance in Materials and Construction PY - 2007/06//Final Report SP - 87p AB - This review is a product of the FHWA 2006, National Review Program (NRP). Quality Assurance (QA) was selected for review in 2006 because the program was ranked as one of the top five areas of interest for review by FHWA. Over the last 10 years an average of 75 percent of the Federal-aid program was affected by the QA program. The goals of this review are: to reduce risk in the quality assurance program; recommend improvements which allow Division Offices to evaluate, approve, and monitor State quality assurance programs with a high degree of confidence; and identify successful practices that will add value to this program at a national level. This review looked solely at FHWA Division Offices and how they evaluate, approve, and monitor the State’s QA program. Seven Division Offices were selected to participate in this review based on geographic diversity, program size, perceived risk, and use of contractor test results. This review focused on the six elements of a QA program: contractor quality control, agency acceptance, independent assurance, dispute resolution, laboratory accreditation and qualification, and personnel qualification/certification. In addition to these six elements, Divisions were asked if they considered their program to be effective and why. KW - Construction KW - Evaluation and assessment KW - Materials KW - Monitoring KW - Quality assurance UR - http://ntl.bts.gov/lib/30000/30600/30638/Quality_Assurance_in_Materials_and_Construction_Final_Report_5_29_07.pdf UR - https://trid.trb.org/view/901026 ER - TY - RPRT AN - 01135293 AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Annual Summary of Activities Division of Research. July 1, 2006 to June 30, 2007 PY - 2007/06 SP - 217p AB - The following is an administrative summary of the activities of the Division of Research for the Fiscal Year 2006-2007 (FY07). Previous work, implemented research results and significant reports are listed herein. Of the projects shown: seven (7) were closed during Fiscal 2007; seven (7) in Part A are estimated to be completed and closed in Fiscal 2008; and the remaining will be continued to an acceptable conclusion. Five (5) new projects were initiated during FY07. Up to ten (10) new projects, subject to proposal and funding approvals, may be initiated during FY08 (See Part G). KW - Activity choices KW - Annual reports KW - Connecticut KW - Economic factors KW - Financial analysis KW - Highway operations KW - Project management KW - Research KW - Transportation UR - https://trid.trb.org/view/894636 ER - TY - RPRT AN - 01132443 AU - Sas, Martin AU - Carlson, Susan AU - Kim, Eugene AU - Quant, Michael AU - Booz Allen Hamilton, Incorporated AU - Federal Highway Administration TI - Consideration for High Occupancy Vehicle (HOV) to High Occupancy Toll (HOT) Lanes Study PY - 2007/06//Research Report SP - 76p AB - The intent of this study is to explore the planning, design, and ongoing operation and maintenance of High Occupancy Toll (HOT) facilities and to provide lessons learned and applicable technical guidance that will assist the state and local transportation planners and designers in determining the conditions where High Occupancy Vehicle (HOV) lanes conversion to HOT lanes is feasible. The study reviewed a broad range of operational HOT facilities from having been operational many years to recently being opened. The study reviewed the activities of each in the planning, design, implementation and operations with special attention given to institutional, design, and operational challenges. The guidebook provides a summary of the best practices and lessons learned from those HOT facilities currently in operation. The result is a “Best Practices Top 20” list that evolved as each of the facilities learned or re-learned what other HOT facilities had previously learned. The result was a re-occurring list of “to do”s and what “not to do” to minimize issues during the HOV to HOT transition process. KW - Best practices KW - Design KW - High occupancy toll lanes KW - High occupancy vehicle lane to high occupancy toll lane conversion KW - High occupancy vehicle lanes KW - Implementation KW - Institutional issues KW - Lessons learned KW - Operation and maintenance KW - Planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08034/fhwa_hot_lane.pdf UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08034/index.htm UR - http://ntl.bts.gov/lib/30000/30800/30822/fhwa_hot_lane.pdf UR - https://trid.trb.org/view/892758 ER - TY - RPRT AN - 01126231 AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Customer Satisfaction: Fiscal Year 2007 Survey of Missouri Adults. Tracker Measures: 5a, 12j, 13c, 17d and 18b PY - 2007/06//Final Report SP - 114p AB - Using the 2006 survey as a baseline, the investigators collaborated with the Missouri Department of Transportation (MoDOT) to finalize the survey questions to be asked. A professional calling center was contracted to obtain a representative sample of each of the 10 MoDOT Districts, with a minimum of 350 respondents per District. Potential respondents were contacted through random digit dialing (RDD) from May 14 through May 30. 89,064 calls were made, of which interviewers were able to talk to 7,514 people. A total of 3,636 interviews were completed and usable for the study. The following tracker measures were assessed: Tracker Measure 5a - Overall Customer Satisfaction; Tracker Measure 12j - Satisfaction with Transportation Options; Tracker Measure 13c - Inclusion in Decision-Making Process; Tracker Measure 17d - MoDOT as Missouri’s Transportation Expert; Tracker Measure 18b - MoDOT Produces Timely Information; Tracker Measure 18b - MoDOT Produces Accurate Information; and Tracker Measure 18b - MoDOT Produces Understandable Information. KW - Customer satisfaction KW - Decision making KW - Information dissemination KW - Interviewing KW - Missouri KW - Missouri Department of Transportation KW - Surveys UR - http://library.modot.mo.gov/RDT/reports/Ri06019/or07011.pdf UR - http://ntl.bts.gov/lib/30000/30700/30702/or07011.pdf UR - https://trid.trb.org/view/887377 ER - TY - RPRT AN - 01121767 AU - Choo, Ching Chiaw AU - Zhao, Tong AU - Harik, Issam E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Retrofit of the Louisa-Fort Gay Bridge Using CFRP Laminates PY - 2007/06//Final Report SP - 38p AB - This report details the processes pertaining to the repair and strengthening of the Louisa-Fort Gay bridge, Lawrence County, KY, using advanced composite materials. Site inspections revealed flexural cracks in the reinforced concrete girders of the continuous bridge structure. To determine the cause of these cracks, an evaluation was initiated based on vehicle classification and truck weight data. The results confirmed that certain reinforced concrete girders were stressed beyond the limits allowed by the AASHTO Code. A retrofit scheme using carbon fiber reinforced polymer (CFRP) composite was devised and the amount of CFRP laminates needed for flexural strengthening was determined from moment-curvature analysis. Retrofitting work began in September of 2003, and the project was completed in October of 2003. Crack gauges were installed at the affected areas to monitor the effectiveness of the retrofit. The bridge was inspected on a number of occasions and, as of September 28, 2006, no movement in the crack gauges has been observed. KW - Bridges KW - Carbon fibers KW - Fiber composites KW - Flexural strength KW - Girders KW - Laminates KW - Maintenance KW - Moment-curvature response KW - Reinforced concrete KW - Reinforced plastics KW - Retrofitting UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_08_FRT_118_03_1F.pdf UR - https://trid.trb.org/view/883607 ER - TY - RPRT AN - 01118453 AU - Rizkalla, Sami H AU - Rosenboom, Owen AU - Miller, Anthony AU - Walter, Catrina AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Value Engineering and Cost Effectiveness of Various Fiber Reinforced Polymer (FRP) Repair Systems, Phase II PY - 2007/06//Final Report SP - 226p AB - This report is an extension to the final report for North Carolina Department of Transportation (NCDOT) project 2004-15 “Value Engineering and Cost-Effectiveness of Various Fiber Reinforced Polymers (FRP) Repair Systems”, submitted in June 2005. In that report, seventeen 30-ft long prestressed concrete c-channels were tested under static and fatigue loading conditions using various carbon fiber reinforced polymer (CFRP) strengthening systems to determine their structural behavior, cost effectiveness and constructability. The 2004-15 final report also included the behavior of impact damaged AASHTO girders repaired by CFRP systems and tested under fatigue loading conditions. This final report for NCDOT project 2006-10, summarizing the results of Phase II of the NCDOT project 2004-15, includes the behavior of four additional c-channel prestressed concrete girders strengthened with externally bonded high modulus CFRP sheets and high strength steel reinforced polymer (SRP) wire mesh. The report includes also the behavior of four additional AASHTO type II girders. Two long-span AASHTO girders were tested under static loading conditions to assess the performances of FRP systems designed to repair impact damage. Two AASHTO girders were tested using short spans to determine the effectiveness of using FRP to restore the shear capacity of impact damaged girders with one girder tested as control specimen and one damaged then repaired with FRP. The repaired girder was stronger than the damaged girder, indicating that the FRP repair is effective in restoring the girder shear capacity. Based on the above, the entire experimental program consisted of twenty-one girders strengthened with various FRP and SRP materials and five AASHTO girders repaired with FRP to restore their flexural and shear capacities. The research indicates that FRP systems are effective for the strengthening/repair of concrete highway bridges. The report provides detailed procedures for installation as well as efficient inspection procedures to ensure effectiveness of the strengthening/repair systems. KW - Carbon fibers KW - Cost effectiveness KW - Damage (Bridges) KW - Fiber reinforced plastics KW - Flexural capacity KW - Girders KW - Inspection KW - Installation KW - Prestressed concrete KW - Repairing KW - Shear capacity KW - Steel reinforced polymers KW - Strengthening (Maintenance) KW - Value engineering KW - Wire mesh UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-10FinalReport.pdf UR - https://trid.trb.org/view/878425 ER - TY - RPRT AN - 01115455 AU - Crum, Nicole AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Westfall Fiberglass Bridge Drain Pipe System South Burlington, VT PY - 2007/06//Initial Report SP - 15p AB - Runoff on bridge decks produced by various forms of precipitation can result in a safety hazard with respect to the traveling public through hydroplaning or icing. Additionally, ponding water, along with corrosive contaminants, may penetrate through a concrete deck through means of capillary transport potentially resulting in freeze/thaw and subsequent spalling. The penetration of road deicing salts may lead to corrosion of the reinforcing steel. The intent of this investigation was to assess the durability of a material that is reportedly inert to oil, gas and deicing salts known as fiberglass. Installed in 2003, the six fiberglass drainage systems were found to be performing well four years following installation. Minor fisher cracking typically caused by fatigue, movement and expansion stressing was observed inside a few catch basins located at the outlet of the trough. Iron-oxide staining was also visible inside the catch basin most likely resulting from runoff containing rust. The bolts connecting the supporting system for the drainage pipe to the pier column were deformed as a result of wind and vibratory forces. This along with apparent section loss will most likely result in some type of shear or stem failure in the future. Periodic site visits and a subsequent final report will be prepared 2012. KW - Bridge decks KW - Drain pipe KW - Durability KW - Fiberglass KW - Highway safety KW - Hydroplaning KW - Icing KW - Runoff KW - Vermont UR - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT_FiberglassBridgeDrainFinal.pdf UR - https://trid.trb.org/view/873785 ER - TY - SER AN - 01108709 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Heckel, Laura B AU - Ouyang, Yanfeng AU - Heckel Engineering, Research, and Education, Incorporated AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Phase II: CRS Calculation Model Development PY - 2007/06//Research Report IS - 07-009 SP - 151p AB - The Illinois Department of Transportation (IDOT) surveys every state-maintained roadway in a two-year cycle. Images of the roads are collected digitally and viewed at workstations in the office. The five predominant distresses and their severities are determined and inputted into software that calculates a Condition Rating Survey (CRS) value, using models determined through previous research. The object of Phase 2 of this project was to revise the existing models and develop new models for pavement types that currently do not have models. The model form used consists of determining CRS as a function of roughness, rutting and faulting (where appropriate), and recorded distresses and severities. When the research was completed, eight existing models were revised and three new models were developed. Also, eight of the models use 9.0 as the intercept, while not compromising accuracy. KW - Condition surveys KW - Illinois KW - Pavement design KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance KW - Pavements KW - Paving KW - Roughness KW - Ruts (Pavements) UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-009.pdf UR - https://trid.trb.org/view/866585 ER - TY - RPRT AN - 01106150 AU - Szary, Patrick J AU - Maher, Ali AU - Zeller, Mathew AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - The Development of an Airport Obstruction Identification System PY - 2007/06//Final Report SP - 71p AB - The State of New Jersey is extremely populated and rather small geographically. In order to ensure safety at all of the airports in New Jersey, an airport obstruction identification system must be developed. The New Jersey Department of Transportation (NJDOT) Division of Aeronautics is statutorily obligated to identify all obstructions to the approaches at the State’s public use airports and heliports; and to have these obstructions removed. The objective of this research is the development of a prototype system to easily acquire data either at fixed intervals or over time and generate a tree removal or trimming plan for discretized trees or tree areas. There are many different technologies that could be used for raw data collection at the airfields. It was subsequently determined that a radio-controlled helicopter rather than a blimp, balloon, or airplane would be better suited for the needs of this project. From a proof of concept perspective, the project was a success. Even though certain technical obstacles such as vibration were not overcome in the full-scale implementation, the development of an airport obstruction identification system utilizing low altitude mapping technologies is an extremely promising technology. Once fully developed, it can enable NJDOT to accurately identify, map, and remove trees that are currently posing a danger to arriving and departing aircraft at various airports within New Jersey. It will also enable the NJDOT to remove the suspect vegetation from property the first time, without missing any obstructions. The technology used within this project has the potential for use in many different future applications. Other uses for this technology include the possibility of use with NJDOT’s search and rescue operations and accident investigations. KW - Aerial imagery KW - Airports KW - Approach KW - Aviation safety KW - Flight paths KW - Helicopters KW - Low altitude mapping KW - New Jersey KW - Obstruction identification systems KW - Obstructions (Navigation) KW - Safety KW - Trees UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-017.pdf UR - https://trid.trb.org/view/865822 ER - TY - RPRT AN - 01105640 AU - Rosales-Herrera, Vanessa Ivette AU - Prozzi, Jolanda P AU - Prozzi, Jorge A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mixture Design and Performance-Based Specifications for Cold Patching Mixtures PY - 2007/06//Technical Report SP - 144p AB - Cold patching asphalt mixtures constitute an essential element for the maintenance and rehabilitation of pavement infrastructure. Although this maintenance technique is both expensive and time consuming, it can minimize further damage and costly future repairs as well as increase user and vehicle safety. As a result, cold patching mixture performance is critical. Unfortunately, there is a lack of standard mixture design guidelines for homemade mixtures and performance-based mixture specifications for both homemade and containerized mixtures to ensure satisfactory field performance. This report presents a homemade mixture design for cold and wet weather areas by identifying the failure mechanisms of cold patching mixtures and analyzing the effects of gradation, aggregate shape, binder content and viscosity, curing time, temperature, and admixtures on the mixture workability and stability. Laboratory and accelerated pavement testing (APT) procedures are specifically defined for use with cold patching mixtures. Protocols and procedures are also defined for the field evaluations of these mixtures. Results from field evaluations are used as overall relative measures of field performance and as validation for those results obtained from laboratory and accelerated pavement tests. Furthermore, testing results, in conjunction with testing procedures developed as part of this project, are used to provide recommendations for performance-based specifications for homemade and containerized cold patching mixtures. Such recommendations provide interim guidelines for the rejection or approval of such mixtures. Overall, the protocols and testing procedures discussed in this report help ensure the material characteristics necessary for desired patch performance in the field, which in turn reduces the failure rate and makes cold patching a more cost-effective maintenance operation. KW - Accelerated tests KW - Admixtures KW - Aggregate gradation KW - Aggregate shape KW - Asphalt mixtures KW - Binder content KW - Bituminous mixtures KW - Cold mix paving mixtures KW - Curing temperature KW - Curing time KW - Field tests KW - Laboratory tests KW - Mix design KW - Patching KW - Performance based specifications KW - Test protocols KW - Viscosity KW - Workability UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4872_2.pdf UR - https://trid.trb.org/view/865194 ER - TY - RPRT AN - 01104913 AU - Soliman, Ahmed AU - Jacko, Robert Bertram AU - Partridge, Barry K AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Applicability of Borman Decision Tree ITS Management Tool to Other Expressway Systems PY - 2007/06//Final Report SP - 41p AB - An empirical model called the Traffic Air Quality Model (TAQ) was developed from meteorological and PM2.5 measurements adjacent to the Borman Expressway in Northwest Indiana to estimate PM2.5 road emissions. It concluded that on average a 74% improvement in air quality is expected (based on reduction of mass emitted per mile [g/mi]) when the average Borman speed range is improved from < 30 mph to >50 mph. An additional 39% (on average) improvement in the PM_2.5 emissions on the Borman Expressway was found when traffic flow speeds increased from 55 mi/h to 75 mi/h. The TAQ model was found to perform well when tested against measured data from I-65 at Lebanon, IN and on I-465 on the southeast side of Indianapolis . This result suggests that traffic management to reduce queues and speeds of less than 30 mph can have a profound effect (74% improvement) on the improvement of PM 2.5 air quality adjacent to the expressway. KW - Air pollution KW - Air quality management KW - Borman Expressway KW - Exhaust gases KW - Indiana KW - Intelligent transportation systems KW - Particulates KW - Pollutants KW - Traffic flow UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1702&context=jtrp UR - https://trid.trb.org/view/864641 ER - TY - RPRT AN - 01100725 AU - Meaney, Carron A AU - Bakeman, Mark E AU - Reed-Eckert, Melissa AU - Wostl, Eli AU - Walsh Environmental Scientists and Engineers, LLC AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Ledges in Culverts for Small Mammal Passage PY - 2007/06//Final Report SP - 46p AB - Ledges were installed in six culverts in Boulder County, Colorado, to test their ability to facilitate small mammal movement under roads and to determine whether Preble’s meadow jumping mice (Zapus hudsonius preblei) would use such ledges. Ledge use was measured by recording photographs of mammals on the ledge with motion-detecting cameras. Ledges connected to the streambank with removable ramps, which served as a proxy for rendering the ledges accessible in order to test whether there was more usage when the ramps were on (ledges accessible) than when they were off (ledges inaccessible). Nine mammal species were captured using the ledges in 705 photographs during the study spanning two summers, 2005 and 2006. Preble’s meadow jumping mouse was photographed on the ledge only once during the pilot and three times during the active study. There were 443 photographs of mammals on the ledge with ramps on and 262 photographs with ramps off. Significant differences were found among the six culverts and between ramp conditions. The ledges appear to present desirable passageways even with the ramps off, to the extent that small mammals will climb up concrete walls to access them. Culvert dimensions and vegetative cover did not show statistical correlations with the number of photographs, possibly because of the small number of culverts. The present study employed temporary wooden ledges. As a result of the positive findings in this study, the testing of permanent retrofits is recommended. Such ledge retrofits are simple, easy, and inexpensive ($17 to $20 per linear foot plus shipping and installation). They could be developed locally, which would eliminate transportation costs. Recommendations resulting from the current study can be summarized as follows: 1) expand the study to additional culverts and continue use of ledges in the most active culverts of the present study, especially in Z. h. preblei habitat, to better determine factors affecting use by Preble’s; 2) develop an appropriate permanent ledge retrofit design locally, or consider installation of pre-built steel ledges and test their utility in Colorado; and 3) proactively begin discussions with the Colorado Department of Transportation engineers for construction/installation of new culverts that contain built-in ledges. KW - Colorado KW - Culverts KW - Design KW - Habitat (Ecology) KW - Ledges KW - Mammals KW - Ramps KW - Small mammals UR - http://www.dot.state.co.us/publications/PDFFiles/smallmammal.pdf UR - https://trid.trb.org/view/860336 ER - TY - RPRT AN - 01100231 AU - Pant, Prahlad D AU - Panta, Subarna AU - PDP Associates Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Crash Base Rates for Freeways/Reduction Strategies for Rear End Crashes - Volume 1: Crash Base Rates for Freeways in Ohio PY - 2007/06 SP - 388p AB - A safety analysis of a specific location includes a "base crash rate" analysis for identifying crash patterns at the study location. If the calculated crash rate for any crash type at a particular location is found to be higher than the "base crash rate," then that location is chosen for further study to determine if a safety problem actually exists at that location and, if so, what countermeasures can be used. The primary objective of this study was to develop a set of mathematical models to estimate base crash rates for freeways in Ohio. The models estimate the incremental changes in the dependent variables (crash rate for different types of crashes) resulting from changes in the independent variables including geometric features, operational controls, and environmental conditions. The base crash density/rate models were developed for the following crash types: (a) Injury crashes, (b) PDO crashes, (c) Total crashes, (d) Angle crashes, (e) Fixed crashes, (f) Rear end crashes, (g) Sideswipe crashes, (h) Wet road crashes, and (i) Night crashes. To evaluate the complex interaction among the dependent and independent variables, Automatic Interaction Detection (AID) technique was used. After the completion of AID analysis, stepwise multiple regression technique was used to develop mathematical models for the split groups. Finally, the models were validated with the one-third data that was set aside for validation. This study developed state-wide and district-wide base crash density and rate models for freeways. These models are recommended for use by the Ohio Department of Transportation for evaluating freeway crashes. The results of this study have a high potential of implementation in Ohio. KW - Accident density KW - Crash rates KW - Crash types KW - Freeways KW - Mathematical models KW - Multiple regression analysis KW - Ohio KW - Rear end crashes KW - Validation UR - http://www.dot.state.oh.us/research/2007/Safety/final_report_volume%201_crash_base_rate_for_freeways.pdf UR - http://ntl.bts.gov/lib/55000/55800/55838/FHWA-OH-2007-13A.PDF UR - http://ntl.bts.gov/lib/55000/55800/55839/FHWA-OH-2007-13A_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/860092 ER - TY - RPRT AN - 01099885 AU - Veeger, Anne I AU - Hermes, O Don AU - Boothroyd, Jon C AU - Murray, Daniel P AU - Hamidzada, Nasir A AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - A Digital GIS Catalog of Borehole Data for the Providence Area PY - 2007/06 SP - 31p AB - Knowledge of surface and subsurface geology and geotechnical properties is fundamental to the planning and development of transportation systems. Through dynamic coupling of readily available areal geographic information system (GIS) coverages and subsurface borehole data stored in a relational database, the authors have created a spatially referenced digital catalog of borehole data for Providence, Rhode Island. The borehole database is populated with data derived from Rhode Island Department of Transportation (RIDOT) geotechnical reports and supplemental data from the US Geological Survey groundwater site inventory system, and local stormwater and sewer projects. Most of these data were previously maintained in paper format, making historical or inter-project data comparisons virtually impossible. Unification of these data in a single relational database yields two primary benefits: 1) historical data are readily accessible for review and can therefore be easily incorporated into the planning stages of new projects, and 2) sophisticated analysis of the region becomes possible with access to data from multiple projects with both spatial and temporal coverage. Geologic data include bedrock geology, surface outcrops, unconsolidated materials, soil type, topographic and orthophotographic base maps, and location of boreholes and wells. Subsurface data include land-surface elevation, depth to water table, depth to bedrock, and presence of fill, high and low blow-count zones, and organic sediment. The digital catalog is distributed on a CD-ROM that includes ArcView™ project files and an Access™ relational database. The borehole data are also accessible through the Internet, with retrieval access for all users and data entry privileges for registered users (http://geo.uri.edu/borehole/index.asp). KW - Bedrock KW - Boreholes KW - Geographic information systems KW - Geology KW - Geotechnical engineering KW - Providence (Rhode Island) KW - Relational databases KW - Spatially referenced digital catalog KW - Subsurface data UR - https://trid.trb.org/view/859647 ER - TY - RPRT AN - 01099871 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 - Stockpiling Hydrated Lime-Soil Mixtures PY - 2007/06//Final Report SP - 46p AB - The concept and feasibility of stockpiling and reusing hydrated lime-soil mixtures to stabilize particular areas on stabilization projects after the mixing contractor has departed were examined. In chemical stabilization of subgrades, situations often arise where additional areas need to be stabilized after the specialty contractor and mixing equipment have left the project. Field and laboratory investigations were performed to determine if a soil mixed with hydrated lime during routine lime subgrade stabilization could be mixed, stockpiled, and used later. In laboratory studies, hydrated lime-soil mixtures were stockpiled loosely in the laboratory. CBR specimens of the stockpile material were remolded and soaked at selected times. Values of CBR increased with increasing times. Those studies strongly indicated that hydrated soil-mixtures could be stockpiled and reused. Field trials were conducted on KY Route 1303 (Turkey Foot Road) in Kenton County, Kentucky. During stabilization of the mainline of that route a stockpile was constructed and cured. Subgrade areas of two intersections could not be stabilized by the specialty contractor because traffic had to be maintained during chemical stabilization of the mainline subgrade. About two or three months after the construction of the stockpiles, pavements at two intersections were removed and the top ten inches of the subgrades were constructed with hydrated lime-soil mixtures from the stockpile. In situ CBR tests were conducted on the treated subgrades of the two intersections after 8 and 28 days, and 20 months and 7 days and 20 months, respectively, after construction. The soaked laboratory CBR value of subgrade soils in this area is about 1.8 at the 85th percentile test value. At one intersection, the in situ CBR values of the treated subgrade after 7 and 28 days ranged from 7 to 18.3 and 11.7 to 18.1, respectively. Twenty months after construction, the in situ CBR ranged from 9.4 to 21.1. At the other intersection, the in situ value ranged from 4.5 to 10.2. However, 20 months after construction, the in situ CBR value ranged from 14.8 to 24.2. Bearing capacity analyses of the two flexible pavements of the two intersections, using a newly developed bearing capacity model based on limit equilibrium, yielded estimated factors of safety of 1.55 and 2.02, respectively. Factors of safety of this magnitude usually predict excellent long-term performances. After twenty months, pavements resting on the treated subgrades constructed of stockpile hydrated-lime soil have performed very well. It was recommended that other sites containing different types of soils should be evaluated to fully validate the stockpile concept. KW - Bearing capacity KW - Calcium hydroxide KW - California bearing ratio KW - Field tests KW - Kenton County (Kentucky) KW - Laboratory tests KW - Pavement performance KW - Soil stabilization KW - Stockpiling KW - Subgrade (Pavements) UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_12_SPR_313_06_1F.pdf UR - https://trid.trb.org/view/859604 ER - TY - RPRT AN - 01099869 AU - Hopkins, Tommy C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Compaction of Mixtures of Hard Rocks and Soft Shales and Non-Durable Shales Using Impact Compactors PY - 2007/06//Final Report SP - 43p AB - Impact roller compaction has been used to improve embankment and highway subgrades in South Africa, Australia, Europe, and China and other areas of the world. In September of 2003, the International Technology Scanning Program, sponsored by the Federal Highway Administration (FHWA), the American Association of State Highway and Transportation Officials (AASHTO), and the National Cooperative Highway Research Program of the Transportation Research Board, identified this technology as one of several foreign technologies and innovations that could significantly benefit U.S. transportation systems. The technology was highlighted at the Fifth International Conference on the Bearing Capacity of Roads and Airfields in 1998 (Pinnard). To date, however, usage of this type of non-circular compactor is at an infant stage in the United States. The capability of this type of roller to compact soils and break-down and compact mixtures of hard rocks and clayey shales to a high percentage of maximum dry density obtained from modified compaction (AASHTO T-180) could provide many benefits. The main purposes of this report are to describe potential areas where this class of compactor might be applied in constructing transportation facilities and demonstrate some major potential benefits that could be obtained. Potentially, as shown in this report, this class of compactor could vastly improve the stability of many transportation facilities. KW - Compactors KW - Embankments KW - Impact compaction KW - Rocks KW - Shale KW - Subgrade (Pavements) KW - Technological innovations UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_18_SPR_339_07_1F.pdf UR - https://trid.trb.org/view/859592 ER - TY - RPRT AN - 01090586 AU - Dunning, Anne E AU - London, James B AU - Nocks, Barry C AU - South Carolina Department of Transportation AU - Clemson University AU - Federal Highway Administration TI - Barriers and Catalysts for Statewide Coordination of Transportation Services PY - 2007/06//Final Report SP - 243p AB - Most public transit in the United States suffers from low ridership, high per-unit cost, and inadequate supply of service provision. Congress added provisions requiring coordination of transportation services before states can receive some federal monies authorized in Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). Transportation coordination can take the form of shared operations, coordinated planning, or consolidated administration. South Carolina is creating state-level coordination guidelines as well as regional coordination plans through a statewide interagency effort. Clemson University researchers identified 1,494 public transit stakeholders in South Carolina (transportation operators, agencies providing health and human services, government agencies, special interest groups, and common destinations for transit trips). A sample of 247 of these stakeholders (±4.8-percent confidence interval at 90-percent confidence) completed a survey in 2006 to indicate existing or potential transit coordination activities. The research team followed up on the survey with case study site visits to three council-of-governments regions in the state. This study examined five primary types of stakeholders and characterized their needs: regional transit providers, providers of services to the elderly, disabilities and special needs boards, Head Start programs, and Native American tribes. The research report includes statistical analysis of demographic trends as they pertain to available transportation supply, as well as investigation into what types of coordination work best in various demographic and land-use scenarios. KW - Aged KW - Consolidations KW - Coordination KW - Demographics KW - Head Start KW - Land use KW - Native Americans KW - Persons with disabilities KW - Public transit KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Service providers KW - Sharing KW - Special user groups KW - Stakeholders KW - Statewide KW - Transportation services UR - http://www.clemson.edu/transportation/sctransit/Transit%20Coordination%20Final%20Project%20Report.pdf UR - https://trid.trb.org/view/850139 ER - TY - RPRT AN - 01090560 AU - Niedzwecki, Karl Edward AU - Bell, Lansford C AU - South Carolina Department of Transportation AU - Clemson University AU - Federal Highway Administration TI - Best Practices for Developing the Engineer's Estimate: Volume I PY - 2007/06//Final Report SP - 100p AB - The research project "Best Practices for Developing the Engineer's Estimate" was executed by Clemson University on behalf of the South Carolina Department of Transportation (SCDOT). The research project addressed two research objectives, the first of which was to investigate the relative merits of alternative approaches to developing the engineer's estimate. The second research objective was to examine the impact of fuel and asphalt prices on the accuracy of the engineer's estimate. The first research objective is addressed in this Volume I report, the second research objective is addressed in the Volume II report. The two general approaches to developing a transportation agency engineer's estimate are termed "unit cost line item," and "cost based." SCDOT utilizes the unit cost line item approach, but had a strong interest in examining the relative merits of a cost based approach, or some combination of these concepts. The unit cost line item approach uses line item unit costs, based on historical data, multiplied by anticipated quantifies to compute unit prices, to produce line item cost estimate amounts. The cost based approach takes into account production rates, crew compositions, fuel cost adjustments, haul distances, and other factors to determine the line item cost. The cost based approach is similar to what a contractor would utilize to develop a bid. This report identifies accuracy obtained, resources expended, and strategies utilized when implementing the two approaches to cost estimating. Research methodology included an extensive literature review, site visits to other states, and a comprehensive survey questionnaire of other state agencies. The relative advantages and disadvantages of the two approaches, including accuracy attained, are documented in the report. The research findings led to the general recommendation that there is no compelling reason for SCDOT to adopt the cost based approach. KW - Accuracy KW - Cost estimating KW - Developmental factors KW - Engineering KW - Resources KW - South Carolina Department of Transportation KW - Strategic planning UR - http://www.clemson.edu/t3s/scdot/pdf/projects/661%20Part1.pdf UR - https://trid.trb.org/view/850231 ER - TY - RPRT AN - 01090559 AU - Sellers, Greaton AU - Bell, Lansford C AU - South Carolina Department of Transportation AU - Clemson University AU - Federal Highway Administration TI - Best Practices for Developing the Engineer's Estimate: Volume II PY - 2007/06//Final Report SP - 237p AB - The research project "Best Practices for Developing the Engineer's Estimate" was executed by Clemson University on behalf of the South Carolina Department of Transportation (SCDOT). The research project addressed two research objectives, the first of which was to investigate the relative merits of alternative approaches to developing the engineer's estimate. The second research objective was to examine the impact of fuel and asphalt prices on the accuracy of the engineer's estimate, as well as the cost impact of bid volume. The first research objective is addressed in a Volume I report, the second research objective is addressed in the Volume II report. This report recommends a methodology to identify unit cost line items that may be in need of adjustment when developing the transportation agency engineer's cost estimate. The report also suggests a detailed methodology to create tools for performing line item adjustments for fluctuations in the price of gasoline and asphalt. Utilizing an extensive database provided by SCDOT, 33 unit cost line items were identified that should be more closely examined during the cost estimating process. Again, utilizing the SCDOT data, regression analysis plots were generated for 28 common bid line items believed to be most sensitive to gasoline and asphalt price fluctuations. The data analysis also indicated that contractor bids fluctuate as a function of bid volume, i.e. bid line item costs escalate during periods of time when more work is let to contract. KW - Accuracy KW - Asphalt KW - Bids KW - Cost estimating KW - Engineering KW - Fluctuations KW - Fuel prices KW - Impacts KW - Line item data KW - Methodology KW - Unit costs KW - Volume UR - http://www.clemson.edu/t3s/scdot/pdf/projects/661%20Part2.pdf UR - https://trid.trb.org/view/850239 ER - TY - RPRT AN - 01090234 AU - Maher, Ali AU - Boile, Maria AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Rutgers University, New Brunswick TI - Implementation of Construction Quality Assurance (CQA) Measures for Harbor Sediments and Processed Dredged Material (at Encap Golf Site Meadowlands, New Jersey) PY - 2007/06//Final Report SP - 31p AB - On behalf of the New Jersey Department of Transportation Office of Maritime Resources (NJDOT OMR) the Center for Advanced Infrastructure and Transportation (CAIT) at Rutgers University performed Quality Assurance (QA) inspections for placement of PDM at the Site. The QA inspections provided information to the agencies on whether or not the utilization of PDM as construction fill at the upland sites is practical. NJDEP approved the beneficial use of processed dredged material (PDM) as a grading and barrier layer fill. Approximately 1.2 million cubic yards of PDM was placed at the Site from October 2004 to September 2006. Dredged sediments from New York/New Jersey Harbor were mixed with Portland cement (8% on wet weight basis) in processing facilities at Port Newark and Jersey City. Processed PDM was allowed to cure for 48 hours at the processing facilities and then transported to the Site for beneficial use. A summary of PDM placement activities over a two year period is provided in this Report. Recommendations are provided on potential improvements with respect to PDA handling and field placement operations. KW - Dredged materials KW - Fills KW - Harbors KW - Inspection KW - Marine deposits KW - Newark (New Jersey) KW - Port Newark (New Jersey) KW - Portland cement KW - Ports KW - Quality assurance KW - Sediments UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-019.pdf UR - https://trid.trb.org/view/850032 ER - TY - RPRT AN - 01090210 AU - Sollohub, Darius AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - New Jersey Institute of Technology, Newark AU - New Jersey Transit TI - Transit Friendly Parking Structure Guidelines: Planning, Design, and Stewardship PY - 2007/06//Final Report SP - 241p AB - Parking is a critical concern in our auto-dominated society and has a significant impact on our landscape. Transit facilities, which often include parking, are challenged by many parking related issues. The research problem that Transit Friendly Parking Structure Guidelines seeks to solve is to identify best practices for developing structured parking in downtowns that focus on transit. The multi-year grant’s methodology involved a multidisciplinary effort that utilized faculty and staff of NJIT’s Departments of Architecture, Infrastructure Planning, Civil and Transportation Engineering, assisted by Rutgers’s Voorhees Transportation Policy Institute and the Urban Land Institute. Grant activities included two graduate design studios, one at Rutgers and one at NJIT, focusing student teams on different aspects of the problem. In addition, several symposia were held at which experts in the field commented on the process. Two related studies, the Urban Land Institute Advisory Panel and Parking Matters furthered the investigation of the subject. Work began in September of 2004 and concludes with the final acceptance of this report in June of 2007. Transit Friendly Parking Structure Guidelines has three objectives: The first is to present current practice through a comprehensive, multi-disciplinary literature review; through consultation with experts at both the agency and professional levels; and by examining and documenting parking facilities in the field. The second is to offer conceptual designs of facilities at four locations in New Jersey and analyze their feasibility. From this experience, design guidelines and management standards, the third objective, were developed that utilize state-of-the-art practice, specifically tailored to conditions around New Jersey’s transit facilities. These were imparted to NJ Transit staff and their consultants through symposia, this report, and a series of presentations. It should be noted that these parameters are finely tuned for the particular application in transit focused downtowns, even though some best practices are gleaned from places that do not fit this description. These guidelines and standards are organized according to three inter-related subject areas: planning, design and stewardship. KW - New Jersey KW - Parking facilities KW - Parking garages KW - Planning and design KW - Public transit KW - Rail transit facilities KW - Rail transit stations KW - State of the art KW - State of the practice KW - Urban transit UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-002.pdf UR - https://trid.trb.org/view/850050 ER - TY - RPRT AN - 01090131 AU - Smit, Andre de Fortier AU - Waller, Brian AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - Evaluation of the Ultra-Light Inertial Profiler (ULIP) for Measuring Surface Texture of Pavements PY - 2007/06 SP - 122p AB - The National Center for Asphalt Technology (NCAT) test track comprises a range of different mixtures types with varying surface textures. The macrotextures of the surface mixtures on the track were measured following the suspension of trafficking operations (as part of the Phase 2 experiment) using the ASTM sand patch and circular texture meter (CTM) methods as well as with the new ultra-light inertial profiler (ULIP). An excellent correlation was found between the macrotexture measurements of the NCAT sections using these three devices. The ULIP has an advantage over the sand patch and CTM methods in that the macrotexture of a stretch of road can be measured instead of spot measurements. This allows the definition of texture wavelength spectra that can be used to calculate the ISO texture wavelength parameters L4 and L63. These parameters are reportedly related to noise levels generated at the pavement-tire interface. Past studies at NCAT have indicated that noise at the pavement-tire interface is not overly influenced by surface macrotexture or mixture gradation parameters such as fineness modulus. A statistical analysis of variance was done to relate noise levels measured on the different sections at the NCAT track with texture parameters measured with the ULIP and mixture gradation properties. Once again, no definitive relationship between sound pressure as measured at the pavement-tire interface and the material factors was observed. This conclusion suggests that pavement-tire noise cannot only be defined in terms of mixture gradation and surface texture properties, particularly if the surface mixture has been exposed to trafficking as was the case at the track. The focus of the report is on the evaluation of the ULIP to measure the macrotexture properties of surface layers. The device proved to be an effective and efficient tool for this purpose. Possible anomalies using the ULIP device were identified but these would need to be confirmed, possibly by repeating selected tests with an alternative surface profiler. KW - Asphalt mixtures KW - Bituminous mixtures KW - Inertial forces KW - Inertial profilers KW - Mixtures KW - Pavement design KW - Pavements KW - Rolling contact KW - Test tracks KW - Texture UR - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2007/rep07-01.pdf UR - https://trid.trb.org/view/850273 ER - TY - RPRT AN - 01089502 AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Establishing Freight Corridors PY - 2007/06//Final Report SP - 179p AB - The New Mexico Department of Transportation (NM DOT) Research Bureau requested that the University of New Mexico ATR Institute (ATRI) assist them in research which would identify the factors for establishing freight corridors for rail and truck across New Mexico; gain an understanding of multimodal planning for the freight industry, including freight patterns; and to anticipate and best utilize existing freight infrastructure. The research would provide recommendations to integrate design, planning, and maintenance to meet freight projections and future freight operations. The freight corridor concept would include NM DOT utilization of freight projections within the design plans, utilization plans, and maintenance projections. The research would look at a concept for monitoring freight corridors with consideration for public safety and provide a brief benefit analysis for multimodal freight corridors from other state studies. This report includes the introduction, background and literature review for this project, as well as five state case studies of freight corridor development, five state case studies application to New Mexico, and recommendations. KW - Case studies KW - Freight corridors KW - Freight transportation KW - Literature reviews KW - Monitoring KW - Multimodal transportation KW - New Mexico KW - Railroad transportation KW - Recommendations KW - Safety KW - Transportation infrastructure KW - Trucking UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM04MMT03EstablishingFreightCorridors2007.pdf UR - https://trid.trb.org/view/849921 ER - TY - RPRT AN - 01088270 AU - Hotchkiss, Rollin H AU - Frei, Christopher M AU - Washington State University, Pullman AU - Brigham Young University AU - Federal Highway Administration TI - Design for Fish Passage at Roadway-Stream Crossings: Synthesis Report PY - 2007/06//Final Report SP - 280p AB - Cataloging and synthesizing existing methods for the design of roadway-stream crossings for fish passage began in January 2005 with an extensive literature review covering the topics of culvert design and assessment to facilitate fish passage. A survey was posted online to gather input from design professionals across the country, and a Culvert Summit Meeting was held in Denver, Colorado from February 15-16, 2006, to allow presentation and discussion of state-of-practice design and assessment techniques. Following the Summit meeting, a Technical Advisory Committee was developed with individuals specifically knowledgeable in the topics of interest. Members were crucial in shaping and reviewing the direction of these guidelines. This document places current culvert design techniques into four categories based on design premise and objectives. These categories include: No Impedance techniques, which span the entire stream channel and floodplain; Geomorphic Simulation techniques, which create fish passage by matching natural channel conditions within the culvert crossing; Hydraulic Simulation techniques, which attempt to closely resemble hydraulic diversity found in the natural channels through the use of natural and oversized substrate; and Hydraulic Design techniques, which may utilize roughness elements such as baffles and weirs to meet species specific fish passage criteria during periods of fish movement. Preliminary chapters covering the topics of fish biology and capabilities, culverts as barriers, fish passage hydrology, and design considerations aid in the selection of appropriate design techniques based on hydraulic, biologic, and geomorphic considerations. A further section presents examples of design techniques fitting the defined design categories. Design examples and case histories for a selection of design techniques are presented next, and are followed by a discussion on construction, maintenance, monitoring, and future research needs. KW - Biology KW - Case studies KW - Culverts KW - Design KW - Design methods KW - Design practices KW - Fish passage KW - Geomorphology KW - Hydraulics KW - Hydrology KW - Literature reviews KW - State of the practice KW - Stream crossings KW - Syntheses UR - http://www.fhwa.dot.gov/engineering/hydraulics/pubs/07033/07033.pdf UR - https://trid.trb.org/view/849451 ER - TY - RPRT AN - 01083350 AU - Garber, Nicholas J AU - Miller, John S AU - Abel, R Elizabeth AU - Eslambolchi, Saeed AU - Korukonda, Santhosh K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - The Impact of Red Light Cameras (Photo-Red Enforcement) on Crashes in Virginia PY - 2007/06//Final Report SP - 147p AB - Red light running is a significant public health concern, killing more than 800 people and injuring 200,000 in the United States per year (Retting et al., 1999a; Retting and Kyrychenko, 2002). To reduce red light running in Virginia, six jurisdictions (Alexandria, Arlington, Fairfax City, Fairfax County, Falls Church, Vienna) deployed red light cameras at some point during the 10-year period when they were permitted under Virginia law. This report documents the safety impacts of those cameras based on 7 years of crash data for the period January 1, 1998, through December 31, 2004. Consistent with the findings of a previous Virginia study (Garber et al., 2005), this study finds that cameras are associated with an increase in rear-end crashes (about 27% or 42% depending on the statistical method used) and a decrease in red light running crashes (about 8% or 42% depending on the statistical method used). This report also shows that there is significant variation by intersection and by jurisdiction: one jurisdiction (Arlington) suggests that cameras are associated with an increase in all six crash types that were explicitly studied (rear-end, angle, red light running, injury red light running, total injury, and total) whereas two other jurisdictions saw decreases in most of these crash types. It is therefore not surprising that when the comprehensive crash costs for rear-end and angle crashes are monetized, the cameras are associated with an increase in crash costs in some jurisdictions (e.g., an annual increase of $140,883 in Arlington) and a net reduction in comprehensive crash costs in other jurisdictions (e.g., an annual reduction of $92,367 in Vienna). When these results are aggregated across all six jurisdictions, the cameras are associated with a net increase in comprehensive crash costs. However, when considering only injury crashes, if the three fatal angle crashes that occurred during the after period are removed from the analysis (the only fatalities that occurred during the study out of 1,168 injury crashes), then the cameras were associated with a modest reduction in the comprehensive crash cost for injury crashes only. These results cannot be used to justify the widespread installation of cameras because they are not universally effective. These results also cannot be used to justify the abolition of cameras, as they have had a positive impact at some intersections and in some jurisdictions. The report recommends, therefore, that the decision to install a red light camera be made on an intersection-by-intersection basis. In addition, it is recommended that a carefully controlled experiment be conducted to examine further the impact of red light programs on safety and to determine how an increase in rear-end crashes can be avoided at specific intersections. KW - Accident costs KW - Cameras KW - Costs KW - Crashes KW - Field studies KW - Photo enforcement KW - Rear end crashes KW - Red light running KW - Right angle crashes KW - Traffic law enforcement KW - Traffic safety KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r2.pdf UR - https://trid.trb.org/view/842586 ER - TY - RPRT AN - 01083343 AU - Gill, Michael P AU - Carter & Burgess, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Analysis of Bicycle-Related and Pedestrian-Related Roadway Crashes PY - 2007/06//Final Report SP - 181p AB - The premise of this study is that crashes involving bicyclists and pedestrians are similar in characteristics, including type and cause. Using available data and existing analysis tools, the study conducted a corridor-specific approach along state highways within local and/or county jurisdictional boundaries to identify potential trends based on patterns in crash types and causes. For instance, do the majority of pedestrian crashes along a corridor occur at mid-block locations; at or near intersections that involve a pedestrian hit by a turning vehicle; or involve a pedestrian hit from behind while walking with traffic along a roadway shoulder (paved or unpaved) and not on a sidewalk? Do most bicycle crashes involve a motorist overtaking a bicyclist, a motorist turning or merging into the path of a bicyclist, or a bicyclist turning or merging into the path of a motorist? By identifying common causal factors of bicycle and pedestrian crashes, this study should help planning and design efforts to provide safer intersections and corridors for use by pedestrians and bicyclists. The study developed recommendations to improve statewide, county and local data recording of bicycle and pedestrian crash factors. The results of this study will help planners to assess similarities among crashes involving bicyclists and pedestrians, assist the 402 Safety Program by identifying bicycle and pedestrian education and outreach needs and audiences, and provide information to help in development of programs to reduce the frequency and severity of crashes involving bicyclists and pedestrians. KW - Bicycle crashes KW - Crash causes KW - Crash characteristics KW - Crash locations KW - Crash types KW - Data collection KW - Pedestrian-vehicle crashes KW - Recommendations UR - http://www.dot.state.co.us/Publications/PDFFiles/bicyclecrashes.pdf UR - https://trid.trb.org/view/842584 ER - TY - RPRT AN - 01081352 AU - Federal Highway Administration TI - Rule on Work Zone Safety and Mobility: Implementation Guides and Other Resources PY - 2007/06 SP - v.p. AB - This CD contains resources to assist agencies with implementation of Federal Highway Administration 23 CFR Part 630, the Rule on Work Zone Safety and Mobility (the Rule). These resources are meant to provide general guidance, lay out some fundamental principles, and present agencies with some options and ideas for how to implement the provisions of the Rule in the context of their own agency. The majority of the resources are self-contained on this CD. However, some resources do provide web links, which require a live Internet connection in order to view. All resources on this CD, as well as many other work zone-related documents and links to websites, are available online at http://www.fhwa.dot.gov/workzones. The CD index lists the following subject headings: 1. Informational Materials - a) Final Rule Text (69 FR 54562) – Published in the Federal Register September 9, 2004, b) Brochure and Fact Sheets, c) Presentations, d) Frequently Asked Questions – Current as of May 2007. Check http://www.ops.fhwa.dot.gov/wz/resources/final_rule/rule_faqs.htm for updates; 2. Implementation Guidance & Tools - a) Implementation Guides, b) Checklist Tool for Rule Implementation, c) Flowchart: Applying the Rule to the Project Delivery Process, d) Public Information and Outreach Campaign Framework Templates, e) Transportation Management Plan Components Checklist, f) Work Zone Management Strategies Matrix; 3. Examples Specific to Rule Implementation - This section contains examples specifically related to Rule implementation. The examples provide some illustrations of the ways that transportation agencies can implement the Rule. 4. Other Work Zone Resources - a) Work Zone Mobility and Safety Web Site, b) Work Zone Peer to Peer Program. KW - Guidelines KW - Highway safety KW - Highway traffic control KW - Implementation KW - Mobility KW - Peer-to-peer communication KW - Public information programs KW - Regulations KW - Strategic planning KW - Traffic safety KW - Websites (Information retrieval) KW - Work zone safety KW - Work Zone Safety and Mobility Rule KW - Work zones UR - https://trid.trb.org/view/840530 ER - TY - SER AN - 01080519 JO - TechBrief PB - Federal Highway Administration AU - Yu, H Thomas AU - Tayabji, Shiraz TI - Best Practices for Dowel Placement Tolerances PY - 2007/06 IS - FHWA-HIF-07-021 SP - 6p AB - Dowel bars provide positive load transfer across pavement joints to greatly reduce critical deflections and stresses, thereby reducing the potential for pumping and faulting at joints, as well as slab cracking. However, proper placement is critical to proper functioning of the dowel bars. Today, dowel alignment can be measured efficiently and accurately using MIT Scan-2, a state-of-the-art nondestructive testing device for measuring and recording the position and alignment of dowel bars. Questions are being raised as to the adequacy of the current standards on dowel placement tolerances. A national study is underway that is aimed at determining the dowel placement tolerance needed to ensure good pavement performance. This TechBrief provides a summary of the current best practices on dowel placement tolerance, including the following key recent developments: (1) The Joint Score Rating system; (2) The percent-within-limit specification for dowel bar tolerances developed by the Ministry of Transport, Ontario; and (3) Acceptance criteria based on more in-depth consideration of pavement performance. KW - Acceptance tests KW - Alignment KW - Best practices KW - Location KW - Pavement performance KW - Specifications KW - Tie bars KW - Tolerances (Engineering) UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/07021/07021.pdf UR - https://trid.trb.org/view/839757 ER - TY - RPRT AN - 01080139 AU - Torbic, Darren John AU - Harwood, Douglas W AU - Gilmore, David K AU - Richard, Karen R AU - Midwest Research Institute AU - Federal Highway Administration TI - Interchange Safety Analysis Tool (ISAT): User Manual PY - 2007/06//User Manual SP - 105p AB - This User Manual describes the usage and operation of the spreadsheet-based Interchange Safety Analysis Tool (ISAT). ISAT provides design and safety engineers with an automated tool for assessing the safety effects of geometric design and traffic control features at an existing interchange and adjacent roadway network. ISAT can also be used to predict the safety performance of design alternatives for new interchanges and prior to reconstruction of existing interchanges. The primary outputs from an analysis include: the number of predicted crashes for the entire interchange area, the number of predicted crashes by interchange element type (i.e., mainline freeway segments, ramps, ramp terminals and intersections, and crossroad roadway segments), the number of predicted crashes by year, and the number of predicted crashes by collision type. This User Manual presents basic information for getting started with using ISAT, the general methodology that users will follow when conducting an analysis with ISAT, input requirements of the program, default data incorporated within the program and recommendations on when and how these default data should be updated by the user, output reports generated by ISAT, and general information on different applications for which ISAT can be applied. An example problem is also provided on the safety performance of a rural diamond interchange and surrounding roadway network, illustrating user inputs and generated output reports. KW - Computer program documentation KW - Crashes KW - Geometric design KW - Interchange Safety Analysis Tool KW - Interchanges KW - Mathematical prediction KW - Safety performance UR - http://www.fhwa.dot.gov/publications/research/safety/07045/index.cfm UR - https://trid.trb.org/view/839258 ER - TY - RPRT AN - 01079754 AU - Smit, Andre de Fortier AU - Waller, Brian AU - National Center for Asphalt Technology AU - Federal Highway Administration TI - Sound Pressure and Intensity Evaluations of Low Noise Pavement Structures with Open-Graded Asphalt Mixtures PY - 2007/06 SP - 98p AB - Five different low noise pavements were constructed and evaluated at the National Center for Asphalt Technology (NCAT) test track. Both single and double layer structures constructed with fine and coarse open-graded mixtures were tested. Macrotexture measurements of the paved surfaces were done using the circular texture meter (CTM) and the ultra-light inertial profiler (ULIP). Sound measurements on the sections were taken using sound pressure and sound intensity microphones. Sound pressure and intensity was evaluated using the NCAT close proximity (CPX) acoustic trailer at speeds of 45 and 60 mph. Sound intensity was also measured using three different passenger vehicles. The weight of two of the passenger vehicles was increased by 200 lbs to investigate this influence on noise at the pavement-tire interface. Practical problems with the bracket used for sound intensity measurements restricted testing with the passenger vehicles to 45 mph. Three different tire types were evaluated including the new standard reference test tire. Sound intensity testing of the low noise sections was also done using one of NCAT’s triple trailer trucks. The sound absorption characteristics of the open-graded asphalt mixtures were evaluated using the impedance tube in the field. The sound measurement results indicated that each of the low noise sections evaluated had excellent noise attenuation characteristics. The double layer structures with fine open-graded surfacing were the best performing of those tested. KW - Acoustic emission KW - Asphalt mixtures KW - Circular texture meter KW - Open graded aggregates KW - Pavement design KW - Pavement layers KW - Pavement performance KW - Pavements KW - Sound KW - Tire/pavement noise UR - http://www.eng.auburn.edu/research/centers/ncat/files/reports/2007/rep07-02.pdf UR - https://trid.trb.org/view/838721 ER - TY - RPRT AN - 01079332 AU - Maze, T H AU - Wiegand, Jonathan AU - Iowa State University, Ames AU - Federal Highway Administration AU - Midwest Transportation Consortium TI - Prefabricated Elements Case Study PY - 2007/06//Final Report SP - 37p AB - Prefabricated elements have the opportunity to reduce the duration of closed lanes during highway reconstruction. Typically, an element that is prefabricated off-site and installed, rather than being constructed in-place, diminishes the duration of on-site construction activities and, therefore, minimizes the disruption and congestion of traffic due to shorter duration lane closures. This case study presents an analysis of the benefits and costs of using prefabricated pavement panels. The case study involves a small panel replacement project, conducted by the Minnesota Department of Transportation, involving the installation of precast concrete pavement panels. The installation segment consisted of a 218 ft. continuous stretch of 12 ft. wide pavement. The objective of the test project was to evaluate the use of precast pavement panels to reduce construction time, thus reducing overall and continuous motorist delay due to a lane closure. The results of the benefit-to-cost analysis conducted as part of this case study suggest that for small projects that consist of only a few panels, using prefabricated panels to reduce work zone user costs is cost-effective; however, as projects involve more prefabricated panels, the construction costs quickly escalate and become cost prohibitive. KW - Benefit cost analysis KW - Case studies KW - Highways KW - Lane closure KW - Minnesota KW - Panels KW - Paving KW - Precast concrete pavements KW - Prefabricated structures KW - Reconstruction KW - Road construction KW - Time duration UR - http://www.intrans.iastate.edu/publications/_documents/t2summaries/prefab-panels.pdf UR - https://trid.trb.org/view/838858 ER - TY - RPRT AN - 01079256 AU - Maze, T H AU - Wiegand, Jonathan AU - Iowa State University, Ames AU - Federal Highway Administration AU - Midwest Transportation Consortium TI - Synthesis of Practices for Mitigating the Impact of Work Zones on Traffic PY - 2007/06//Final Report SP - 64p AB - Mobility and safety through work zones has become a prominent issue in work zone planning because motorists commonly expect minimal disruption to their normal driving habits. However, work zones can create unacceptable delays and queues if not adequately addressed. State transportation agencies (STAs) are currently working towards meeting the requirements of the Federal Highway Administration’s Work Zone Safety and Mobility Rule, 23 CFR, Part 630. This rule requires STAs to systematically manage the impacts of work zones on federal-aid highways and other projects that have significant impact on road users. STAs therefore use various congestion mitigation strategies in their transportation management plans. This synthesis identifies and discusses many frequently used strategies and many strategies that are relatively new to several agencies. When developing transportation management plans, a well-rounded and comprehensive group of strategies can be made to work together to mitigate work zone congestion to levels that are acceptable to motorists. This synthesis thus provides a tool for STAs to use in the work zone planning stages of a project. KW - Federal aid highways KW - Highway planning KW - Highway traffic control KW - Mobility KW - Strategic planning KW - Traffic congestion KW - Traffic delays KW - Traffic mitigation KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.intrans.iastate.edu/smartwz/documents/project_reports/2007-maze-mitigate-impact.pdf UR - https://trid.trb.org/view/838857 ER - TY - RPRT AN - 01079172 AU - Palle, Sudhir AU - Higgins, Steve AU - Hopwood, Theodore AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Recycling Practices for Environmental Materials PY - 2007/06//Final Report SP - 39p AB - Two environmental materials, tree and brush debris and large animal road kill carcasses were investigated. The disposal methods for these materials were reviewed as opportunities/methods for possible recycling. The Kentucky Transportation Cabinet (KYTC) established several pilot composting operations in 2006. These were monitored during their preliminary stages of operation. KW - Brush KW - Carcasses KW - Compost KW - Debris KW - Environment KW - Recycling KW - Road kill KW - Trees UR - https://trid.trb.org/view/836533 ER - TY - RPRT AN - 01079116 AU - Landau, Cole AU - Strong, Kelly C AU - McDonald, Thomas J AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Temporary Traffic Control and Enforcement of Traffic Laws in Closed Road Sections PY - 2007/06//Final Report SP - 75p AB - Public travel by motor vehicles is often necessary in road and street sections that have been officially closed for construction, repair, and/or other reasons. This authorization is permitted in order to provide access to homes and businesses located beyond the point of closure. The MUTCD does address appropriate use of specific regulatory signs at the entrance to closed sections; however, direct guidance for temporary traffic control measures within these areas is not included but may be needed. Interpretation and enforcement of common practices may vary among transportation agencies. For example, some law enforcement officers in Iowa have indicated a concern regarding enforcement and jurisdiction of traffic laws in these areas because the Code of Iowa only appears to address violations on roadways open to "public travel." Enforcement of traffic laws in closed road sections is desirable to maintain safety for workers and for specifically authorized road users. In addition, occasional unauthorized entry by motor vehicles is experienced in closed road areas causing property damage. Citations beyond simple trespass may be advisable to provide better security for construction sites, reduce economic losses from damage to completed work, and create safer work zones. KW - Highway travel KW - Iowa KW - Law enforcement KW - Road closures KW - Temporary traffic control devices KW - Traffic control KW - Traffic control devices KW - Traffic law enforcement KW - Traffic signals KW - Work zone traffic control UR - http://www.intrans.iastate.edu/smartwz/documents/project_reports/2007-mcdonald-temp-traffic-control.pdf UR - https://trid.trb.org/view/836593 ER - TY - RPRT AN - 01077542 AU - Dunn, Walter M AU - Dunn Engineering Associates AU - Federal Highway Administration TI - Managing Travel for Planned Special Events Handbook: Executive Summary PY - 2007/06//Final Report SP - 60p AB - This report was written to communicate new and proven institutional and high-level operational techniques and strategies for achieving a coordinated, proactive approach to managing travel for all planned special events in a region in addition to facilitating successful and cost-effective management of specific planned special events. This technical reference provides a working knowledge of the techniques and strategies that practitioners may use to successfully: (1) plan for and operate a particular planned special event or (2) manage all planned special events in a region. In turn, individual managers and decision makers gain an understanding of the collective tasks to develop and implement solutions for managing travel during a planned special event. Transportation operations vary during a planned special event and identifying issues and advance planning activities to use can lead to the successful travel management for a planned special event. KW - Handbooks KW - Highway traffic control KW - Special events KW - Transportation operations UR - http://www.ops.fhwa.dot.gov/program_areas/special_events_mgmt/mng_trvl_exsum/plnd_spcl_evnts.pdf UR - http://www.ops.fhwa.dot.gov/publications/fhwahop07108/index.htm UR - http://www.ops.fhwa.dot.gov/publications/fhwahop07108/plnd_spcl_evnts.pdf UR - https://trid.trb.org/view/836897 ER - TY - RPRT AN - 01076692 AU - Shama, Ayman A AU - Mander, John B AU - Friedland, Ian M AU - Allicock, Dion R AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Seismic Vulnerability of Timber Bridges and Timber Substructures PY - 2007/06//Technical Report SP - 176p AB - There is little understanding of the seismic behavior of timber bridges, as historically, little effort has been spent on documenting their performance in past earthquakes or conducting research to develop seismic and/or retrofit requirements for them. This research is devoted towards: (a) documenting the seismic performance of timber bridges in past earthquakes; (b) assessing, from both theoretical as well as experimental perspectives, the strength and ductility capability of timber piled bridges in both braced in-plane (transverse to the bridge axis) and out-of-plane (longitudinal) directions; and (c) conducting a seismic vulnerability analysis of timber bridges to assess the expected mode of failure. In pursuit of these objectives, theories are developed to predict the performance of timber piles under lateral loading. Theoretical predictions were verified by experimental studies on full-scale timber specimens, and timber pile-to-concrete cap connections. For braced timber pile bents, a prototype timber bridge was used to develop a near-full size physical model that was subjected to shaking table experiments and quasi-static reversed cyclic loading tests on the laboratory strong-floor. A nonlinear force-displacement computational modeling study was also conducted as a companion effort to the experimental investigation. Based on the experimental and theoretical research, the seismic vulnerability study of timber bridges led to the development of fragility curves. It is concluded that timber bridges are inherently robust and have the ability to withstand major earthquakes with minor to no damage. The main issues is in the provision of adequate deck seating on timber caps. KW - Bridges KW - Ductility tests KW - Earthquake resistant design KW - Fragility curves KW - Lateral loads KW - Pile caps KW - Piles (Supports) KW - Seismicity KW - Timber construction UR - https://trid.trb.org/view/815530 ER - TY - RPRT AN - 01075934 AU - Federal Highway Administration TI - TH 41 Minnesota river crossing, a future US 169/US 212 regional freeway connection : environmental impact statement PY - 2007/06//Volumes held: Draft KW - Environmental impact statements KW - Minnesota UR - https://trid.trb.org/view/835328 ER - TY - RPRT AN - 01059069 AU - Neudorff, L AU - Gordon, R AU - Harding, J AU - Siemens ITS AU - Science Applications International Corporation AU - Dunn Engineering AU - Federal Highway Administration AU - Federal Transit Administration TI - Integrated Corridor Management: Phase 1 - Concept Development and Foundational Research, Task 3.4 - Identify Integrated Corridor Management Institutional Strategies and Administration PY - 2007/06//Technical Memorandum SP - 28p AB - Task 3 involves overall foundational research to further the understanding of various aspects of Integrated Corridor Management (ICM) and to identify integration issues needed to evaluate the feasibility of the ICM initiative. The focus of Task 3.4 and the purpose of this document (TM 3.4) is “institutional integration” and the associated issues. In more specific terms, the objective of subtask 3.4 is to identify and analyze generic institutional strategies for ICM; to identify the corresponding participating institutions and the stakeholders; and to address the administrative processes and requirements. KW - Administration KW - Feasibility analysis KW - Institutional issues KW - Integrated corridor management KW - Management KW - Stakeholders KW - Strategic planning KW - Transportation corridors UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14276.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14276_files/14276.pdf UR - https://trid.trb.org/view/816153 ER - TY - RPRT AN - 01056137 AU - Rakha, Hesham Ahmed AU - Farzaneh, Mohamadreza AU - Arafeh, Mazen AU - Hranac, Rob C AU - Sterzin, Emily AU - Krechmer, Daniel AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration TI - Empirical Studies on Traffic Flow in Inclement Weather PY - 2007/06//Final Report SP - 114p AB - Weather causes a variety of impacts on the transportation system. While severe winter storms, hurricanes, or flooding can result in major stoppages or evacuations of transportation systems and they cost millions of dollars, day-to-day weather events such as rain, fog, snow, and freezing rain can have a serious impact on the mobility and safety of the transportation system users. These weather events can result in increased fuel consumption, delay, number of accidents, and significantly impact the performance of the transportation system. The overall goal of the research work undertaken in this study was to develop a better understanding of the impacts of weather on traffic flow. The research was intended to accomplish the following specific objectives: (1) study the impact of precipitation on macroscopic traffic flow parameters over a full range of traffic states; (2) study the impact of precipitation on macroscopic traffic flow parameters using consistent, continuous weather variables; (3) study the impact of precipitation on macroscopic traffic flow parameters on a wide range of facilities; (4) study regional differences in reaction to precipitation; and (5) study macroscopic impacts of reduced visibility. The work documented in this report was conducted in two parts: (1) literature review and development of a data collection and analysis plan, and (2) analysis and interpretation of the results. The recommended plan combined the use of macroscopic traffic data archives with archived weather data in order to meet the research goals that include achieving better understanding of the impacts of weather on macroscopic traffic flow. The results of the research conducted for this study were helpful identifying weather impacts of traffic flow in the three cities studied, Minneapolis-St. Paul, Baltimore and Seattle. No impacts were found on traffic stream jam density, but both rain and snow did impact traffic free-flow speed, speed-at-capacity and the capacity and speed parameters varied with precipitation intensity. The results of these analyses are documented in the report. This report concludes with some recommendations of future research related to weather and traffic flow. Several ideas are presented including enhancing the macroscopic analysis used in this study. Additional work is proposed related to human factors and microscopic traffic modeling. KW - Baltimore (Maryland) KW - Data collection KW - Evacuation KW - Floods KW - Fuel consumption KW - Hurricanes KW - Impact studies KW - Literature reviews KW - Macroscopic traffic flow KW - Minneapolis (Minnesota) KW - Precipitation (Meteorology) KW - Rain KW - Saint Paul (Minnesota) KW - Seattle (Washington) KW - Snow KW - Traffic delays KW - Traffic flow KW - Traffic speed KW - Weather conditions KW - Winter UR - https://trid.trb.org/view/815214 ER - TY - RPRT AN - 01056130 AU - Meggers, David A AU - Hobson, Cliff AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Investigation of Materials for Thin Bonded Overlays on Bridge Decks PY - 2007/06//Final Report SP - 115p AB - Bridges in Kansas are exposed to winter conditions, including deicing chemicals used to keep the roads and bridges clear of ice and snow. These chemicals and water are harmful to the concrete and the steel reinforcing bars used in bridge structures. The objective of this study was to develop a durable thin bonded overlay with chloride resistance to protect the reinforcing steel of the bridge deck. Overlays were developed and monitored after their initial placement on four bridges. The overlay materials selected by the Kansas Department of Transportation (KDOT) had promising results from laboratory testing. Four different overlay materials were selected based upon KDOT's laboratory results and were tested on four separate bridge decks. Three of the bridges are located in Greenwood County and one in Sedgwick County. All four bridges were new construction; the three in Greenwood County are pre-stressed concrete girder design and the Sedgwick County Bridge is a steel girder design. The data from the testing and monitoring were used to determine if there are benefits to using thin bonded overlays for bridge deck wearing surfaces and which types of thin bonded overlays have the largest benefits. The materials chosen for the overlays were: Type IP cement concrete, Type IP cement with 3% silica fume concrete, Type I / II cement with 5% silica fume and polypropylene fibers concrete, and Type II cement with 5% silica fume and steel fibers concrete. Construction samples and bridge deck cores were tested for compressive strength, permeability, chloride concentration, overlay adhesion, and cracking resistance. The permeability tests showed the overlays containing the Type IP cement were the least permeable while the steel and polypropylene fiber overlays were the most permeable. The Type IP cement overlays meet the design specification of passing less than 1,000 coulombs (1.5 inch thickness); however, the overlays with the fibers do not. The ability of each overlay to resist chloride ion migration will only truly be known as "in service" time accrues. Based upon the chloride ion contamination after five years, all overlays would appear to be functioning equally unless there is cracking in the overlay. KW - Bridge decks KW - Bridge superstructures KW - Bridges KW - Cement KW - Chlorides KW - Compressive strength KW - Concrete KW - Deicing chemicals KW - Overlays (Pavements) KW - Permeability KW - Polypropylene KW - Reinforcing steel KW - Thin bonded overlays KW - Thinness UR - http://ntl.bts.gov/lib/55000/55700/55785/FHWA-KS-05-2.PDF UR - https://trid.trb.org/view/815189 ER - TY - RPRT AN - 01055757 AU - Sharp, Stephen R AU - Brown, Michael C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Survey of Cathodic Protection Systems on Virginia Bridges PY - 2007/06//Final Report SP - 40p AB - The Virginia Department of Transportation uses cathodic protection (CP) systems on steel-reinforced concrete structures to extend the life of these structures. The purpose of this study was to identify, categorize, and evaluate the performance of the CP systems that have been used on these structures. These systems included galvanic anode CP (GACP) systems and impressed current CP (ICCP) systems. Some of these systems are exposed to chloride ions because of their location in a marine environment; others are on structures located inland that are exposed to chloride ions through the use of deicing salts. The study showed that greater care needs to be taken to transfer the maintenance and monitoring responsibilities of CP systems that are installed as part of a research study once the study is concluded. Further, some of these CP systems have not been associated with favorable research findings. Moreover, evaluation of inspection reports indicates that procedures are not in place to qualify Virginia Department of Transportation (VDOT) bridge inspectors to monitor or evaluate CP systems and to record important data to ensure sufficient CP protection is being achieved with each CP system. Finally, the CP system cannot be treated as a stand-alone appendage during the design and construction of a structure; it must be considered in conjunction with the other electrical systems on a structure. The initial cost of an ICCP system is not substantially different from the direct cost of a rehabilitative overlay that would be required should such a system not be installed. If properly maintained, a retrofitted ICCP system would be expected to extend the life of a rehabilitated deck an additional 35 years. However, even with the cost of routine monitoring, an ICCP system can provide substantial savings in maintenance and user costs. Similarly, if a GACP system can prevent the need for repairs on approximately 16% of a substructure surface over the life of the structure, the costs of the GACP system would be approximately equal to that of a single rehabilitative intervention. Based on the results of this study, by preserving the structure and extending the life of the initial structure with a CP system, a future rehabilitation can be deferred or prevented and fewer intermediate repairs will be necessary. This can have significant implications for users of a structure, particularly on congested urban or arterial routes. Further, some CP systems do not require a significant investment in monitoring or maintenance, thereby reducing long-term costs that have sometimes been associated with CP. KW - Bridges KW - Cathodic protection KW - Chlorides KW - Concrete KW - Corrosion KW - Costs KW - Deicing chemicals KW - Ions KW - Maintenance KW - Rehabilitation (Maintenance) KW - Reinforcement (Engineering) KW - Surveys KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r35.pdf UR - http://ntl.bts.gov/lib/37000/37400/37402/07-r35.pdf UR - https://trid.trb.org/view/813616 ER - TY - RPRT AN - 01055743 AU - Arnold, E D AU - Lantz, K E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Best Practices in Traffic Operations and Safety: Phase I: Flashing LED Stop Sign and Optical Speed Bars PY - 2007/06//Final Report SP - 41p AB - In a previous extensive review of overseas literature, researchers identified 42 traffic operations and safety technologies and practices that were not currently deployed in Virginia. These were evaluated for their potential application in Virginia, and 12 measures were determined to be good candidates for piloting. Two of the measures, a flashing light emitting diode (LED) stop sign and optical speed bars (two patterns) were installed at three locations in Virginia for before and after evaluations. The flashing LED stop sign was installed at a T-intersection in western Albemarle County, Virginia, where the number of crashes was higher than expected. The measures of effectiveness for the sign were average speed of drivers approaching the sign and compliance with the sign. Average speeds decreased significantly (statistically) after the sign was installed, but only by 1 to 3 mph. Speeds decreased more during the night than during the day. The results of the compliance study were inconclusive Optical speed bars were installed on the centerline and edge line on both approaches to a short section of two-lane roadway in Fairfax County, Virginia. The section of roadway is hazardous, as it has inadequate vertical and horizontal alignment, narrow lanes, and reduced shoulders. A number of crashes had occurred on the section over the years, including a recent fatality. Average speeds both decreased and increased after installation, and the decreases were statistically significant right before and in the middle of the section. The decreases ranged from 1 to 3 mph. Optical speed bars were also installed across lanes on a major, four-lane undivided highway, at two approaches to a reduced speed limit zone in the town of Zuni, Virginia. Average speeds both decreased and increased after installation. The decreases were statistically significant at the beginning of the 45 mph speed zone on each end of town. The decreases ranged from 3 to 10 mph. Given the general positive results of the installations, the report recommends that flashing LED stop signs and optical speed bars be considered as safety countermeasures at appropriate locations where the numbers of crashes or crash rates are higher than expected or where excessive speeding occurs. A costs and benefits assessment indicated that, generally, the benefits in terms of reduced crashes exceeded the costs of the installed measures if only one crash was prevented. KW - Benefit cost analysis KW - Best practices KW - Crashes KW - Fatalities KW - Flashing KW - Highway operations KW - Highway safety KW - Light emitting diodes KW - Optical speed bars KW - Road markings KW - Speed KW - Speed limits KW - Stop signs KW - Two lane highways KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r34.pdf UR - http://ntl.bts.gov/lib/37000/37300/37397/07-r34.pdf UR - https://trid.trb.org/view/813569 ER - TY - RPRT AN - 01055170 AU - Done, Robert S AU - Data Methods Corporation AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Making A Good First Impression: Improving Predesign and Environmental Public Information and Public Involvement PY - 2007/06//Final Report SP - 41p AB - Current federal transportation legislation creates considerable responsibility for state departments of transportation and metropolitan planning organizations to provide public information and public involvement to a diverse community and to obtain feedback that satisfies legal mandate and results in improved planning and project development. The four main domains of public participation are informing people, involving people, getting feedback, and applying special techniques. The growing population in Arizona requires a constant roadway construction and maintenance effort that naturally includes public participation during planning and implementation. Using data collected from internal and external respondents, this study examines the current public information and public involvement structures and functions as well as opportunities for improving these structures and functions. KW - Arizona KW - Data collection KW - Environmental impacts KW - Highway maintenance KW - Planning KW - Predesign KW - Public information programs KW - Public participation KW - Road construction UR - https://trid.trb.org/view/813794 ER - TY - RPRT AN - 01055141 AU - Cahoon, Joel E AU - McMahon, Thomas AU - Solcz, Andy AU - Blank, Matthew D AU - Stein, Otto AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Fish Passage in Montana Culverts: Phase II - Passage Goals PY - 2007/06//Final Report SP - 61p AB - Culverts have been shown to disrupt fish mobility in high-gradient mountain streams, and are of concern to transportation system planners, designers, and managers. However, there is still some uncertainty concerning the cumulative impact that culverts can have on a fishery. In this project, passive integrated transponders (PIT tags) were used, primarily on Yellowstone cutthroat trout, to examine fish passage in the roaded drainage of a high-gradient stream system. This project focuses on fish passage in the upstream direction through successive culverts over all portions of the hydrograph, including the high flows that Yellowstone cutthroat encounter during spawning runs. Results are presented in probabilistic terms in addition to the traditional passage/no-passage format. The results show that water velocity is a good indicator of the probability of fish passing a culvert. The probability of a fish passing a series of culverts is best predicted by combining the probability that fish will, in general, pass individual culverts. KW - Animal behavior KW - Culverts KW - Fish passage KW - Fisheries KW - Hydraulics KW - Hydrographs KW - Montana KW - Streams KW - Upstream KW - Water velocity (Rivers) UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/fish_passage/phaseII/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/env/fish_passage.shtml UR - https://trid.trb.org/view/814877 ER - TY - RPRT AN - 01055130 AU - Hansen, Janet AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Engineering Management Consulting Services PY - 2007/06//Final Report SP - 10p AB - The Capital Management Division of the New Jersey Department of Transportation (NJDOT) requires that expert and experienced personnel participate in their projects. With the recent and ongoing retirement of many NJDOT personnel, there existed a shortage of qualified individuals to facilitate the work. This project authorized Rutgers' Center for Advanced Infrastructure and Transportation (CAIT) to locate and provide experienced and qualified personnel who would perform various management and leadership tasks for NJDOT activities in five major categories: Partnering; Meeting Facilitation; Organizational Development Efforts; Industry Relations Facilitation; and Task Forces Facilitation. KW - Consultants KW - Facilitation KW - Interorganizational relations KW - Leadership KW - Managerial personnel KW - New Jersey Department of Transportation KW - Organizational effectiveness KW - Partnerships KW - Project management KW - Task forces UR - http://cait.rutgers.edu/files/124-RU6789.pdf UR - http://ntl.bts.gov/lib/26000/26900/26969/124-RU6789.pdf UR - https://trid.trb.org/view/814899 ER - TY - RPRT AN - 01055127 AU - Daniel, Janice R AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Shoulder Rumble Strips and Bicyclists PY - 2007/06//Final Report SP - 77p AB - This report provides a comprehensive review of existing research on the safety impacts of rumble strips to bicycles. Introduced in the early 1950s, shoulder rumble strips (SRS) have been extensively used as a countermeasure to single-vehicle run-off-the-road (ROR) accidents on freeways caused by driver inattention. Placed in the shoulder of a roadway, SRS provide motorists with both audible and tactile warning that the vehicle has left the roadway. SRS have primarily been used on limited access roadways. The effectiveness of this treatment, however, has led to the consideration of using SRS for implementation on non-freeway roadways. There are concerns, however, that SRS may pose safety concerns to bicyclists using the shoulder as a bicycle path. Of concern is the potential for loss of control if the bicyclist strikes a rumble strip. Existing research on SRS design and placement may provide some guidelines for New Jersey in its design and placement of SRS. KW - Bicycle safety KW - Cyclists KW - Design KW - Location KW - Loss of control KW - Road shoulders KW - Rumble strips UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2002-020.pdf UR - https://trid.trb.org/view/814907 ER - TY - RPRT AN - 01055124 AU - Cahoon, Joel E AU - McMahon, Thomas AU - Rosenthal, Leo AU - Blank, Matthew D AU - Stein, Otto AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Warm Water Species Fish Passage in Eastern Montana Culverts PY - 2007/06//Final Report SP - 67p AB - Transportation system planners, designers and managers recognize that fish passage through culverts is a concern. However, there is much contention concerning the impact that a given culvert can have on a fishery. This is particularly true for warm water prairie fisheries. In this project, a combination of three assessment techniques were used to examine fish passage at five culvert crossings in eastern Montana. The techniques used were longitudinal distribution surveys, direct observation of fish passage in field experiments, and modeling using the FishXing program. Results show a diverse fishery with as many as 21 species in a given reach. Distributional surveys showed no difference in fish species richness and almost no difference in fish abundance between the upstream and downstream sides of culverts. Direct observation of the four most abundant species found that when all species were combined, fish passed through culverts at an equal or greater rate than through reference reaches and only one individual species, longnose dace, did not. The FishXing model tended to be conservative, even when calibrated to local hydraulics at each culvert. The strongest estimator of fish passage was to overlay the FishXing results and the field observations onto a hydrograph of the stream system to predict passage windows, or time periods where passage is predicted to not be restricted. KW - Animal behavior KW - Culverts KW - Downstream KW - Field studies KW - Fish passage KW - Fish surveys KW - Fisheries KW - Hydraulics KW - Hydrographs KW - Mathematical models KW - Montana KW - Streams KW - Upstream UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/fish_passage_warm/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/env/fish_passage_warm.shtml UR - http://ntl.bts.gov/lib/45000/45800/45816/final_report37.pdf UR - https://trid.trb.org/view/814876 ER - TY - SER AN - 01055108 JO - TechBrief PB - Federal Highway Administration AU - Yu, H Thomas AU - Tayabji, Shiraz TI - Thin Whitetopping—the Colorado Experience PY - 2007/06 IS - FHWA-HIF-07-025 SP - 8p AB - The Colorado Department of Transportation (CDOT) started experimenting with thin whitetopping (TWT) in the 1990s. CDOT has constructed many successful TWT projects and has conducted several studies to develop design and construction guidelines for TWT. One of these studies, co-funded under the Concrete Pavement Technology Program (CPTP), which operates in the Federal Highway Administration's Infrastructure Office of Pavement Technology, resulted in a mechanistic-based design procedure for TWT. This TechBrief provides details of CDOT's experience with TWT. KW - Asphalt pavements KW - Colorado KW - Mechanistic design KW - Pavement design KW - Thin whitetopping KW - Whitetopping UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/07025/07025.pdf UR - https://trid.trb.org/view/814669 ER - TY - RPRT AN - 01055106 AU - Beaulieu, Matthew AU - Davis, Kathy AU - Kieninger, David AU - Mizuta, Kevin AU - Robinson-McCutchen, Euneka AU - Wright, Duane AU - Sanderson, Adam AU - Ishimaru, John M AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A Guide to Documenting VISSIM-Based Microscopic Traffic Simulation Models PY - 2007/06//Final Research Report SP - 64p AB - This document is a guide to developing documentation for microscopic traffic simulation models developed for the Washington State Department of Transportation (WSDOT) by using the VISSIM simulation environment. Model documentation produced according to the guidelines in this document are designed to assist prospective project managers and model users in determining whether the associated model meets their analytical needs, as well as assisting future simulation model users/analysts who consider modifying or expanding the model. This guide provides a procedure for the development of VISSIM model documentation that reflects key elements of the model, including objectives, inputs, and functional components; describes the format, topics, and level of detail of the resulting documentation; and outlines a documentation methodology that does not require an unreasonable amount of time and effort. KW - Computer program documentation KW - Microscopic traffic flow KW - Microsimulation KW - Traffic models KW - Traffic simulation KW - VISSIM (Computer model) UR - http://www.wsdot.wa.gov/research/reports/fullreports/678.1.pdf UR - https://trid.trb.org/view/814735 ER - TY - RPRT AN - 01055100 AU - Sutter, Lawrence L AU - Michigan Technological University, Houghton AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of Methods for Characterizing Air Void Systems in Wisconsin Paving Concrete PY - 2007/06//Final Report SP - 203p AB - This research investigated primarily two methods of determining the air-void system parameters of hardened concrete. The methods investigated were the use of a flat-bed scanner and the use of a CT x-ray scanner. The flat-bed scanner proved to be an effective means of performing the analysis at a relatively low cost. The CT scanner proved to be technically feasible but not ready for general implementation outside of controlled laboratory conditions. The research also investigated the freeze-thaw performance of Wisconsin paving concrete mixtures prepared with vinsol resin air-entraining admixtures (AEA) and with non-vinsol (synthetic) AEAs. The mixtures prepared with vinsol resin based AEA performed in accordance with what has been historically reported in the literature. The mixtures prepared with synthetic AEAs performed better than the vinsol based AEA when the admixtures were used in low dosages (i.e. low air content). The results indicate that mixtures prepared with synthetic AEA could possibly be prepared with lower target air contents and a satisfactory level of freeze-thaw performance could be expected. KW - Air content KW - Air entraining agents KW - Air voids KW - Concrete KW - Freeze thaw durability KW - Scanners KW - Synthetics KW - Vinsol resin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53316/03-16_FINAL.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/03-16_FINAL.pdf UR - http://ntl.bts.gov/lib/56000/56100/56179/WI-03-16_FINAL.PDF UR - https://trid.trb.org/view/814649 ER - TY - RPRT AN - 01055091 AU - Bauer, Jocelyn K AU - Smith, Michael AU - Mason, John AU - Science Applications International Corporation AU - Federal Highway Administration TI - Regional Concept for Transportation Operations: The Blueprint for Action. A Primer PY - 2007/06//Final Report SP - 38p AB - A Regional Concept for Transportation Operations (RCTO) is a management tool to assist in planning and implementing management and operations strategies in a collaborative and sustained manner. Developing an RCTO helps partnering agencies think through and reach consensus on what they want to achieve in the next 3 to 5 years and how they are going to get there. The purpose of this document is to explain what an RCTO is, the development of its elements, and its applicability. KW - Consensus KW - Decision management tools KW - Regional ITS architecture KW - Regional planning KW - Regional transportation KW - Strategic planning KW - Transportation operations KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/rctoprimer/index.htm UR - http://www.ops.fhwa.dot.gov/publications/rctoprimer/rcto_primer.pdf UR - https://trid.trb.org/view/814652 ER - TY - RPRT AN - 01055088 AU - Titi, Hani H AU - Helwany, Sam AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Investigation of Vertical Members to Resist Surficial Slope Instabilities PY - 2007/06//Final Report SP - 99p AB - This report summarizes the state of the art of using reinforcing structural members to stabilize surficial slope failures. The literature search and review conducted in this study indicated that the use of structural members for stabilizing surficial slope failures is not common practice; however, there is great interest in this methodology. The research team identified the following three innovative methods of surficial slope stability: installing small size structural members by conventional methods; installing launched soil nails, and installing earth anchors. This report includes detailed information regarding the design and analysis methodology for structural members, the material properties of structural members used, construction methods, cost-effectiveness, and case histories. It should be noted that there is little documented information available on this subject. In order to investigate the influence of installing structural members to stabilize surficial slope instabilities in Wisconsin, a comprehensive slope stability analysis was conducted using Wisconsin soil and slope input parameters and various soil strength parameters under dry and saturated conditions. The analysis conducted in this report and by other studies demonstrates the effectiveness of using the structural members in stabilizing surficial slope failures. Based on the information and data available, the methods that have potential merit to stabilize surficial slope failures in Wisconsin in terms of cost-effectiveness and field performance are the small size conventional structural members and the earth anchoring systems. Short-term field performance data demonstrated that plastic lumber is an effective remediation method if installed in closely spaced configuration. Wood lumber and earth anchors also are considered cost-effective. Long-term field performance data on the use of these materials is not available to draw any rational conclusions. Creep of plastic lumber and decay of wood lumber in aggressive environments may impact the behavior of these structural elements in the future and therefore the stability of the slopes they are used to repair. KW - Biodeterioration KW - Case studies KW - Cost effectiveness KW - Creep KW - Innovation KW - Literature reviews KW - Lumber KW - Plastic lumber KW - Slope failure KW - Slope stability KW - Soil anchors KW - Soil nailing KW - State of the art KW - Structural members KW - Wisconsin KW - Wood UR - http://minds.wisconsin.edu/bitstream/handle/1793/53953/05-09_Final%2520Report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/05-09surficialslopes1.pdf UR - http://ntl.bts.gov/lib/55000/55700/55720/05-09SURFICIALSLOPES1.PDF UR - https://trid.trb.org/view/814650 ER - TY - RPRT AN - 01054755 AU - Aschenbrener, Timothy B AU - Goldbaum, Jay E AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Current Cost-Benefit Evaluation of Short-Term Warranties for Hot Mix Asphalt Pavements PY - 2007/06//Final Report SP - 107p AB - The purpose of this report is to provide the reader with the current cost-benefit evaluation of hot mix asphalt (HMA) projects constructed using the 3 and 5-year warranty specifications developed by the Colorado Department of Transportation (CDOT). There were eight projects evaluated using the 3-year warranty specifications and two projects evaluated using the 5-year warranty specifications. Each warranty project was evaluated with a comparable non-warranty (control) project. Overall, 214.6 lane-miles of warranty projects were constructed and compared to 276.6 lane-miles of control projects. After three to eight years of performance information, the 3 and 5-year short-term warranty pavements have slightly less rutting and are slightly smoother than the control projects. However, the cost to maintain warranty pavements is much greater. At this time, there was no tangible benefit identified. Based on the evaluation of these pavements, the implementation of short-term warranties of HMA is currently not a cost-effective tool for CDOT. KW - Benefit cost analysis KW - Hot mix asphalt KW - Pavement performance KW - Rutting KW - Specifications KW - Warranty UR - http://www.dot.state.co.us/publications/PDFFiles/costbenefit.pdf UR - https://trid.trb.org/view/813904 ER - TY - RPRT AN - 01054642 AU - Landphair, Harlow C AU - Li, Ming-Han AU - McFalls, Jett AU - Raut Desai, Aditya B AU - Takamatsu, Masatsugu AU - Barrett, Michael E AU - Charbeneau, Randall J AU - Texas Transportation Institute AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Development of Non-Proprietary Underground Stormwater Quality Structures PY - 2007/06//Technical Report SP - 136p AB - Permanent stormwater quality structures in developed urban areas require the use of smaller footprints and underground structures. This project was undertaken to see if an underground treatment structure composed of off-the-shelf precast concrete sections would have adequate performance and require minimum maintenance. The project consisted of a literature review of small footprint and underground stormwater treatment devices, their cost, performance, and maintenance considerations; a physical model study to test the principles to be employed and construction of a full-scale prototype for proving the concepts. The project clearly demonstrated that extended detention can be an effective tool in removing suspended solids from stormwater compared to other proprietary devices. It also shows that less frequent maintenance will be needed to maintain the overall level of performance. While the efficiency of the structure is around 75 percent removal, approximately 17 percent of the solids discharged can be attributed to resuspension. Several refinements show promise in significantly reducing the resuspension loading which could increase the overall efficiency to over 80 percent with maintenance intervals in excess of twelve months. For this reason the project is being extended another year to further refine the performance and develop better design guidance. KW - Costs KW - Detention basins KW - Literature reviews KW - Maintenance KW - Performance KW - Prototypes KW - Runoff KW - Sediment removal KW - Suspended sediments KW - Underground structures KW - Urban areas UR - https://trid.trb.org/view/813762 ER - TY - SER AN - 01054419 JO - Publication of: National Association of Development Organizations Research Foundation PB - National Association of Development Organizations AU - National Association of Development Organizations AU - Federal Highway Administration TI - Ethanol Production Impacts Transportation System PY - 2007/06 VL - 1 IS - 2 SP - 6p AB - This paper discusses how alternative fuels such as ethanol ultimately get to service stations and consumers. It describes the logistics of transporting corn and other feedstocks to ethanol plants, and then moving the fuel to service stations. It discusses ethanol production in the United States; the multimodal system required to transport ethanol to its destinations; and the economic impacts of ethanol. KW - Alternate fuels KW - Consumers KW - Corn KW - Economic impacts KW - Environmental impacts KW - Ethanol KW - Feedstocks KW - Industrial plants KW - Logistics KW - Motor fuels KW - Multimodal transportation KW - Pipelines KW - Production KW - Railroads KW - Service stations KW - Trucking UR - http://www.nado.org/wp-content/uploads/2011/08/ethanol.pdf UR - https://trid.trb.org/view/813734 ER - TY - RPRT AN - 01053547 AU - Scholz, Don P AU - Wallenfelsz, Joseph A AU - Lijeron, Cintia AU - Roberts-Wollmann, Carin L AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Recommendations for the Connection Between Full-Depth Precast Bridge Deck Panel Systems and Precast I-Beams PY - 2007/06//Final Contract Report SP - 78p AB - Precast bridge deck panels can be used in place of a cast-in-place concrete deck to reduce bridge closure times for deck replacements or new bridge construction. The panels are prefabricated at a precasting plant providing optimal casting and curing conditions, which should result in highly durable decks. Precast panels can be either full-depth or partial-depth. Partial-depth panels act as a stay-in-place form for a cast-in-place concrete topping. This study investigated only the behavior of full-depth precast panels. The research described in this report had two primary objectives. The first was to develop a performance specification for the grout that fills the haunch between the top of the beam and the bottom of the deck panel, as well as the horizontal shear connector pockets and the panel-to-panel joints. Tests were performed using standard or modified ASTM tests to determine basic material properties on eight types of grout. The grouts were also used in tests that approximated the conditions in a deck panel system. Based on these tests, requirements for shrinkage, compressive strength, and flow were established for the grouts. It was more difficult to establish a test method and an acceptable performance level for adhesion, an important property for the strength and durability of the deck panel system. The second objective was to quantify the horizontal shear strength of the connection between the deck panel and the prestressed concrete beams. This portion of the research also investigated innovative methods of creating the connection. Push-off tests were conducted using several types of grout and a variety of connections. These tests were used to develop equations for the horizontal shear strength of the details. Two promising alternate connections, the hidden pocket detail and the shear stud detail, were tested for constructability and strength. The final outcome of this study was a set of recommendations for the design, detailing, and construction of the connection between full-depth precast deck panels and prestressed concrete I-beams. If designed and constructed properly, the deck panel system is an excellent option when rapid bridge deck construction or replacement is required. KW - Adhesion KW - Bridge decks KW - Compressive strength KW - Constructability KW - Design KW - Flow KW - Grout KW - I beams KW - Performance based specifications KW - Precast concrete KW - Recommendations KW - Shear strength KW - Shrinkage KW - Structural connection UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-cr17.pdf UR - http://ntl.bts.gov/lib/37000/37400/37400/07-cr17.pdf UR - https://trid.trb.org/view/811735 ER - TY - RPRT AN - 01052331 AU - Drakopoulos, Alex AU - Kuemmel, David A AU - Marquette University AU - Wisconsin Department of Transportation AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Wet Pavements Crash Study of Longitudinal and Transverse Tined PCC Pavements PY - 2007/06//Final Report SP - 180p AB - This report provides crash statistics for Longitudinally Tined (LT) Portland Cement Concrete (PCC) and Transversely Tined (TT) PCC pavement surfaces. The statistics were compiled for urban and rural freeways, classified in two Average Daily Traffic (ADT) categories: pavements carrying less than 60,000 vehicles per day (VPD) and those carrying an ADT in excess of 60,000 VPD. Crash experience on California LT PCC pavements was compared to that of Wisconsin TT PCC pavements. Safety performance of wet pavements was the focus of the analysis. Rural freeways were considered to be ideal for this study, given the prevailing high speeds, absence of extraneous influences on safety (e.g., cross streets, onstreet parking, pedestrians, traffic signals), and consistent design standards between the comparison states. Rainfall differences were accounted for with the use of hourly precipitation data, and terrain differences were taken into account by using level and rolling terrain California freeways (excluding mountainous terrain ones). Statistics were based on eight years of crash and hourly weather data (1991-1998). Crash rates were computed based on hundred-million-vehicle-miles of travel (HMVM)--more than 72 HMVM for Wisconsin and more than 500 HMVM for California. No statistically significant differences in safety performance were found between rural LT freeways (California) and rural TT freeways (Wisconsin) with ADT less than 60,000 VPD. It is recommended that safety comparisons between the two pavement textures be expanded to include winter pavement surface conditions when snow or ice are present on the roadway surface. If no significant safety performance differences are found under such conditions, LT PCC pavements may be preferred over TT ones, since they generate lower levels of tire-pavement noise. KW - Average daily traffic KW - California KW - Concrete pavements KW - Crash data KW - Crash rates KW - Freeways KW - Highway safety KW - Pavement grooving KW - Rural areas KW - Traffic noise KW - Urban areas KW - Vehicle miles of travel KW - Wet weather KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53326/0092-00-08%2520Final%2520Report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/0092-00-08-Final-Report.pdf UR - https://trid.trb.org/view/811575 ER - TY - RPRT AN - 01052330 AU - LaBarca, Irene K AU - Foley, Ryan D AU - Cramer, Steven M AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Effects of Ground Granulated Blast Furnace Slag in Portland Cement Concrete - Expanded Study PY - 2007/06//Final Report SP - 87p AB - This research examined the properties of concrete containing grade 120 slag cement at replacement levels of 0%, 30%, and 50%. The primary concrete properties studied were compressive strength, split-tensile strength, and deicer scaling resistance. Material variations included four sources of ordinary portland cement and two types of coarse aggregate. Strength properties were studied at room temperature and 40°F mix and curing conditions. Deicer scaling resistance was studied for concrete cured under six curing conditions. Carbonation of concrete cured under these six conditions was also investigated. It was determined that concrete containing 30% and 50% replacement of ordinary portland cement (OPC) with grade 120 slag cement had a decreased initial compressive and tensile strength compared to OPC concrete. However, by 14 days, the grade 120 slag cement concrete strength equaled or surpassed that of OPC concrete. Compared to OPC concrete, the time to reach 3000 psi traffic opening strength was delayed by 1 to 2 days for 30% replacement and by 3 to 4 days for 50% replacement. Deicer scaling resistance decreased as the level of slag cement replacement increased. Curing methods which limited carbonation produced concrete with the highest level of scaling resistance. Air-cured concrete had higher scaling resistance than concrete cured with commercial curing compounds. The scaling resistance of all grade 120 slag cement concrete was within acceptable limits. Variations in portland cement source caused changes in strength and scaling resistance properties. Variation in coarse aggregate influenced compressive and tensile strengths but did not influence the deicer scaling resistance. Comparisons with previous research on grade 100 slag are included. KW - Carbonation KW - Coarse aggregates KW - Compressive strength KW - Concrete KW - Concrete curing KW - Deicing chemicals KW - Granulated slag KW - Portland cement concrete KW - Scaling (Concrete) KW - Slag cement KW - Tensile strength UR - http://minds.wisconsin.edu/bitstream/handle/1793/53318/0092-05-01%2520Final%2520Report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/05-01slagexpanded-fr1.pdf UR - https://trid.trb.org/view/811573 ER - TY - RPRT AN - 01127431 AU - Gannon, Travis AU - Yelverton, Fred AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration AU - Research and Special Programs Administration TI - Application Placement Technologies for Vegetation Management on North Carolina Roadsides PY - 2007/05/30/Final Report SP - 31p AB - Research experiments were designed and initiated to determine if application placement technologies offer a viable solution for vegetation management along North Carolina roadsides. Select equipment was evaluated for broomsedge (Andropogon virginicus) control in centipedegrass rights of way as well as for plant growth regulator applications along tall fescue (Festuca arundinacea) or bahiagrass (Paspalum notatum) roadsides in North Carolina. Research experiments were repeated in time. Evaluated application placement technologies included equipment which incorporated mowing into the pesticide or plant growth regulator application as well as equipment that only wiped the foliage. Much important data were collected and will aid in devising a more complete vegetation management program for North Carolina roadsides. Additionally, through this research, control options which incorporate application placement technologies were identified for broomsedge control along North Carolina roadsides. This is extremely important for the North Carolina Department of Transportation as control options had not been identified prior to completing this research. It appears Burch Wet Blade (also known as Diamond Wet Blade) would be the best fit for broomsedge control along centipedegrass roadsides in North Carolina. With glyphosate (2 qt/a) applied through Burch Wet Blade at one gallon per acre mown at four inches, the authors were able to obtain 90% broomsedge control through one year after treatment. As for plant growth regulator applications along tall fescue or bahiagrass roadsides with application placement technologies, in no instance were application placement technologies advantageous to a conventional broadcast spray application. These data indicate application placement equipment would be beneficial to certain aspects of vegetation management along North Carolina roadsides. KW - Equipment KW - Grasses KW - Mowing KW - North Carolina KW - Pesticides KW - Plant growth regulators KW - Right of way (Land) KW - Roadside KW - Vegetation control UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2003-08FinalReport.pdf UR - https://trid.trb.org/view/887887 ER - TY - RPRT AN - 01108460 AU - Sanchez, Robert R AU - Carter, Mark AU - Mitchell, Carol AU - Science Applications International Corporation AU - Federal Highway Administration TI - National Evaluation of the FY 2003 Earmarked ITS Integration Project: Southern Wyoming, I-80 Dynamic Message Signs, Phase II Evaluation Report PY - 2007/05/25/Phase II Report SP - 68p AB - This report presents the Phase II (Baseline) results for the national evaluation of the FY 2003 Earmarked ITS Integration Project: Southern Wyoming, I-80 Dynamic Message Signs. This Phase II Report builds upon the I-80 Dynamic Message Signs Final Detailed Test Plan by providing a detailed description of the before deployment system performance of I-80 between Cheyenne and Laramie in terms of crashes, incident response times, road closures, traffic volume, and road and weather conditions being investigated for the safety and mobility portions of the evaluation. The I-80 Dynamic Message Signs (DMS) project is a rural infrastructure deployment of intelligent transportation system (ITS) devices that will be integrated with existing Wyoming Department of Transportation (WYDOT) transportation management systems. The devices include DMS, speed sensors, blank-out signs, Highway Advisory Radio (HAR), Environmental Sensor Stations (ESS), and Closed-Circuit Television (CCTV) camera systems, and the associated communications infrastructure necessary to operate these devices. WYDOT anticipates having the system operational by October 2007. The I-80 DMS project evaluation consists of a study of system impacts, development of lessons learned, and documentation of best practices. The system impact study will measure or confirm the expected outcomes of the system in terms of safety, mobility, and customer satisfaction. The lessons learned that are produced will be based on stakeholder experiences and are intended to be useful for other agencies developing a similar system. Through the cooperative efforts of the WYDOT I-80 DMS Project Program Manager and WYDOT staff in support of the evaluation, the Phase II evaluation resulted in the collection and analysis of high-quality baseline crash, incident response time, road closure, and traffic volume data. The crash data from January 1999 through December 2005 were well documented and produced a wealth of information about the factors (weather, road, first harmful event, human factors), locations, and driver characteristics related to 2,019 crashes. Incident notification and response times were available for over 95 and 84 percent of the crashes (respectively) and provided a good baseline measure for comparison after the deployment. The road closure data, which spanned seven calendar years, was converted from hard copies of Dispatcher logs into an electronic database by WYDOT and produced insight into the cause, direction, frequency, and duration of I-80 closures. Traffic count data, which included counts by day, and vehicle class, also yielded valuable information regarding traffic volume patterns by year, direction of travel, season, and month in support of current and future analyses. In conclusion, it is recommended that the evaluation continue into Phase III to allow the collection of after deployment data and complete the assessment of system impacts, development of lessons learned, and best practices. KW - Best practices KW - Crash data KW - Customer satisfaction KW - Emergency response time KW - Intelligent transportation systems KW - Lessons learned KW - Mobility KW - Road closures KW - Rural areas KW - Traffic counts KW - Traffic safety KW - Traffic volume KW - Variable message signs KW - Weather conditions KW - Wyoming UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14377.htm UR - http://ntl.bts.gov/lib/jpodocs/repts_te/14377_files/14377.pdf UR - https://trid.trb.org/view/868435 ER - TY - RPRT AN - 01054611 AU - Brown, T J AU - Hallenbeck, Ruth AU - Baird, Malcolm AU - Oasis Consulting Services AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - SDDOT 2006 Organizational Health Assessment - Final Report PY - 2007/05/15/Final Report SP - 124p AB - This is a report of an organizational health assessment for the South Dakota Department of Transportation (SDDOT) in 2006. Organizational health is one of the four pillars of the SDDOT strategic plan, so the results of this project are a key measure of performance against the strategic goal to “make the Department of Transportation a desirable place to work” in order to “attract and retain the best possible employees.” The five objectives of this study were: to: 1) measure the Department of Transportation’s employees’ perceptions and level of satisfaction regarding organizational health; 2) identify the Department of Transportation’s organizational strengths and weaknesses; 3) evaluate progress in improving the Department’s culture, through comparison between the current assessment and baseline measurements of earlier assessments; 4) recommend specific actions that the Department can take to achieve its strategic goals and improve its organizational health; and 5) refine a survey instrument and process that can be used to periodically assess the Department’s organizational health. KW - Culture (Social sciences) KW - Employee communications KW - Employee participation KW - Employee relations KW - Employees KW - Evaluation and assessment KW - Job satisfaction KW - South Dakota Department of Transportation KW - Strategic planning KW - Surveys UR - http://www.sddot.com/business/research/projects/docs/SD2006-02.Final_Report.pdf UR - https://trid.trb.org/view/813559 ER - TY - RPRT AN - 01054604 AU - Tatham, Chris AU - ETC Institute AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - SDDOT 2006 Statewide Customer Satisfaction Assessment - Final Report PY - 2007/05/15/Final Report SP - 59p AB - This report summarizes perceptions of the South Dakota Department of Transportation's (SDDOT's) performance in delivering services to residents and key customer groups across South Dakota. It is the fifth in a series of surveys that tracks and monitors attitudes and needs among SDDOT customers, including the general public, farmers, emergency vehicle operators, and trucker/shippers. The study includes opinions of 1,004 residents and 859 representatives of key customer groups. Key objectives that guided this research were to: assess the opinions of the public and key customer groups regarding the composition, importance, and quality of the Department of Transportation's key products and services; assess the Department's progress in addressing customer concerns; and identify specific actions the Department can take to improve its performance and the perception by the public and key customer groups regarding that performance. By objectively assessing the opinions of the general public and key customer groups, this research provides a framework to help senior SDDOT managers continually identify and to respond to the needs of its customers over time. KW - Customer relations KW - Customer satisfaction KW - Customers KW - Evaluation and assessment KW - Public opinion KW - South Dakota Department of Transportation KW - Surveys UR - http://sddot.com/business/research/projects/docs/SD2006-03_Final_Report.pdf UR - https://trid.trb.org/view/813520 ER - TY - RPRT AN - 01054602 AU - Brown, T J AU - Hallenbeck, Ruth AU - Baird, Malcolm AU - Oasis Consulting Services AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - SDDOT 2006 Organizational Health Assessment - Executive Summary PY - 2007/05/15/Executive Summary SP - 28p AB - This is a report of an organizational health assessment for the South Dakota Department of Transportation (SDDOT) in 2006. Organizational health is one of the four pillars of the SDDOT strategic plan, so the results of this project are a key measure of performance against the strategic goal to “make the Department of Transportation a desirable place to work” in order to “attract and retain the best possible employees.” The five objectives of this study were: to: 1) measure the Department of Transportation’s employees’ perceptions and level of satisfaction regarding organizational health; 2) identify the Department of Transportation’s organizational strengths and weaknesses; 3) evaluate progress in improving the Department’s culture, through comparison between the current assessment and baseline measurements of earlier assessments; 4) recommend specific actions that the Department can take to achieve its strategic goals and improve its organizational health; and 5) refine a survey instrument and process that can be used to periodically assess the Department’s organizational health. KW - Employee communications KW - Employee participation KW - Employee relations KW - Employees KW - Evaluation and assessment KW - Job satisfaction KW - Organizational health KW - South Dakota Department of Transportation KW - Strategic planning KW - Surveys UR - http://www.sddot.com/business/research/projects/docs/SD2006-02.Executive_Summary.pdf UR - https://trid.trb.org/view/813522 ER - TY - RPRT AN - 01054600 AU - Tatham, Chris AU - ETC Institute AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - SDDOT 2006 Statewide Customer Satisfaction Assessment - Executive Summary PY - 2007/05/15/Executive Summary SP - 13p AB - This report summarizes perceptions of the South Dakota Department of Transportation's (SDDOT's) performance in delivering services to residents and key customer groups across South Dakota. It is the fifth in a series of surveys that tracks and monitors attitudes and needs among SDDOT customers, including the general public, farmers, emergency vehicle operators, and trucker/shippers. The study includes opinions of 1,004 residents and 859 representatives of key customer groups. Key objectives that guided this research were to: assess the opinions of the public and key customer groups regarding the composition, importance, and quality of the Department of Transportation's key products and services; assess the Department's progress in addressing customer concerns; and identify specific actions the Department can take to improve its performance and the perception by the public and key customer groups regarding that performance. By objectively assessing the opinions of the general public and key customer groups, this research provides a framework to help senior SDDOT managers continually identify and to respond to the needs of its customers over time. KW - Customer relations KW - Customer satisfaction KW - Customers KW - Evaluation and assessment KW - Public opinion KW - South Dakota Department of Transportation KW - Surveys UR - http://sddot.com/business/research/projects/docs/SD2006-03_Executive_Summary.pdf UR - https://trid.trb.org/view/813521 ER - TY - RPRT AN - 01325104 AU - Machek, Elizabeth C AU - Fisher, Frances B AU - Peirce, Sean AU - Ritter, Gary T AU - Spiller, David J AU - Volpe National Transportation Systems Center AU - Department of Agriculture AU - Federal Highway Administration TI - Mendenhall Glacier Visitor Center Vehicular and Pedestrian Congestion Study PY - 2007/05/14/Final Report SP - 128p AB - The Mendenhall Glacier Visitor Center of Tongass National Forest in Juneau, Alaska, is experiencing vehicular and pedestrian congestion. This study was initiated by the United States Forest Service, Alaska Region, in cooperation with the Western Federal Lands Highway Division pf the Federal Highway Administration. The study objective was to identify feasible alternatives for alleviating vehicular and pedestrian congestion. Safety and wayfinding improvements are recommended before the opening of the 2007. In the short term, traffic management strategies and minor design changes to moderate the flow of visitors are recommended and four alternatives are provided. In the long term, a more comprehensive management plan to assess and plan for resource use is recommended. Transportation considerations for that planning are provided. KW - Buses KW - Juneau (Alaska) KW - Mendenhall Glacier KW - National parks KW - Tour buses KW - Tourists KW - Traffic congestion KW - Traffic control centers KW - Traffic flow KW - Traffic safety KW - Wayfinding UR - http://ntl.bts.gov/lib/35000/35000/35073/DOT-VNTSC-USDA-07-01.pdf UR - https://trid.trb.org/view/1085936 ER - TY - RPRT AN - 01131283 AU - Hummer, Joseph E AU - Jafari, Mohammad Reza AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Railroad Crossing Wayside Horn Evaluation PY - 2007/05/11/Final Report SP - 49p AB - One potential solution for reducing horn noise from a locomotive is a stationary horn mounted at the crossing. This “wayside horn” is sounded in place of the locomotive horn when a train approaches and is positioned to direct the sound precisely down the intersecting roadways rather than along the track. A wayside horn can therefore operate at a lower sound level than a locomotive horn and produce less area sound exposure. The objective of this project was to evaluate a wayside horn produced by Railroad Controls Limited. The authors conducted the evaluation through observation of a test installation in Rocky Mount before and after wayside horn installation. Before wayside horn installation, the site had a typical array of safety devices (gates, lights, signs, and marking). The site was a nearly ideal crossing of a road with one through lane in each direction of a single track with low train volumes and speeds in a moderate density suburban area. The authors examined the reliability of the system and also measured sound in the area, motorist behavior, motorist opinion, area resident opinion, and train engineer opinion. Based on the results from previous studies and the results from this test, the study team concluded that the wayside horn offers significant sound relief to residents and others in the area around a crossing. The team also concluded that the wayside horn has led to slight, if any, shifts in driver behavior and opinion. Finally, the study team concluded that the wayside horn appears to be reliable and acceptable to train engineers. The team recommends that the North Carolina Department of Transportation, other relevant agencies, and railroads continue to allow wayside horns. KW - Acceptance KW - Automated Wayside Horn System KW - Drivers KW - Locomotive engineers KW - Noise KW - Noise control KW - Railroad grade crossings KW - Residents KW - Sound level KW - Suburbs UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2003-11FinalReport.pdf UR - https://trid.trb.org/view/891600 ER - TY - ABST AN - 01464618 TI - Research for the AASHTO Standing Committee on the Environment. Task 40. New Noise Barrier Products & Noise Barrier Approval Research & Guidelines AB -
Since promulgation of the Federal Noise Regulation in 1970, State Departments of Transportation (DOTs) have constructed over 2,200 miles of noise barriers at a cost of more than $3 billion dollars using Federal-aid funds. The Federal Highway Administration (FHWA) has promoted flexibility for DOTs to design their noise programs based on cost, public desire, and other environmental considerations. Noise barriers can be made from many material types, such as concrete, block, brick, wood, metal, and plastics. The number of viable materials has increased substantially over the past 36 years. The objective of this project is to develop guidelines for the selection and approval of noise barrier types and materials.
KW - Flexibility KW - Guidelines KW - Noise KW - Noise barriers KW - Noise control KW - Research projects KW - State departments of transportation KW - Tire/pavement noise KW - Traffic noise UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1658 UR - https://trid.trb.org/view/1232849 ER - TY - RPRT AN - 01088887 AU - Brown, Richard AU - Lee, K Wayne AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Repair of Steel Reinforced Concrete Structures PY - 2007/05/10/Final Report SP - 49p AB - The objectives of this study are to: (a) develop a laboratory test method to evaluate corrosion inhibiting mixtures to be used in the repair of steel reinforced concrete structures; (b) devise a simulated field repair test using ASTM G109 concrete beam samples containing salt; (c) determine for each inhibitor whether there is a correlation in results between the simulated field concrete repair tests and the electrochemical laboratory tests in simulated concrete solutions. Although a successful, rapid, laboratory test was developed which could distinguish between inhibitors, development of a simulated repair proved more difficult, due to the variable permeation of chloride from sample to sample. This resulted in a situation where the initial conditions of some samples had a high chloride content, making the interpretation of the data very difficult. The type of inhibitor was suspected of also influencing chloride content as one type of inhibitor required removal of the rebar from concrete while the others left concrete above the rebar during repair. The more concrete is removed to a larger depth, and then replaced, the lower the chloride content around the rebar for later testing, which may influence the initiation of corrosion. KW - Chloride content KW - Concrete structures KW - Corrosion resistant materials KW - Laboratory tests KW - Reinforced concrete KW - Reinforcement (Engineering) KW - Repairing KW - Simulation UR - https://trid.trb.org/view/849698 ER - TY - ABST AN - 01462931 TI - Evaluation and Repair Procedures for Precast/Prestressed Concrete Girders with Longitudinal Cracking in the Web AB - The objective of this project was to establish procedures for the acceptance, repair, or rejection of precast/prestressed concrete girders with longitudinal web cracking. A user's manual for the application of these procedures shall be prepared. KW - Concrete KW - Concrete structures KW - Cracking KW - Girders KW - National Cooperative Highway Research Program KW - Prestressed concrete bridges KW - Pretensioning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=480 UR - https://trid.trb.org/view/1231156 ER - TY - RPRT AN - 01587160 AU - Wright, Duane R AU - Ishimaru, John M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Data Quality Handling Approach of TRACFLOW Software, Technical Report PY - 2007/05//Final Research Report SP - 29p AB - The TRACFLOW software processes induction loop data to develop performance metrics for freeways in the Seattle area. The loop data are sometimes subject to errors. To find and correct errors, the TRACFLOW system uses a three-step approach to detect and address variations in the quality of the traffic data. Each step can include data replacement if sufficient supporting data are present. This combination of methods is automated whenever feasible to more efficiently handle the large data sets involved. This report describes the three steps, detailing how each contributes to cleaner and more robust data sets. The objectives of these methods are to detect a higher percentage of anomalous data points, replace them with higher quality values, enable more of the data to be used, and increase overall automation of the process. KW - Data files KW - Data quality KW - Freeways KW - Information processing KW - Loop detectors KW - Seattle (Washington) KW - Software KW - Traffic data UR - http://www.wsdot.wa.gov/research/reports/fullreports/679.1.pdf UR - https://trid.trb.org/view/1394958 ER - TY - RPRT AN - 01532323 AU - Pitre, Jonathan Gene AU - University of New Hampshire, Durham AU - University of New Hampshire, Durham AU - Federal Highway Administration TI - Improving the Sound Absorbing Capacity of Portland Cement Concrete Pavements Using Recycled Materials PY - 2007/05 SP - 97p AB - Over 50 percent of the United States population is exposed to traffic noise at a disturbance level of 70 decibel, while 15 percent are subjected to noise levels even higher and are considered an actual nuisance. Porous portland cement concrete pavements reduce noise at the source and have been very successful in Europe. A method was developed to predict the aggregate and concrete porosity and that was verified by image analysis. A laboratory manufactured impedance tube was developed to test the acoustical performance of the samples. Relationships were determined between the porosity, sample depth, aggregate type and acoustical performance. Detailed instructions were provided for a transportation agency to repeat the procedures described. KW - Acoustic impedance KW - Aggregates KW - Image analysis KW - Noise control KW - Porosity KW - Portland cement concrete KW - Recycled materials KW - Sound absorption KW - Traffic noise UR - http://rmrc.wisc.edu/wp-content/uploads/2012/10/p5final.pdf UR - https://trid.trb.org/view/1315575 ER - TY - RPRT AN - 01507986 AU - United States Federal Highway Administration TI - NY Route 347 safety and mobility improvement project, Northern State Parkway to NY Route 25A, towns of Smithtown, Islip and Brookhaven, Suffolk County : environmental impact statement PY - 2007/05//Volumes held: Draft(3v)(v.1 in 2 pts., v.2 in 13 pts., v.3 in 7 pts. and in folio), F(3v)(v.1 in 3 pts., v.2 in 15 pts., v.3 in 7 pts. and in folio) KW - Environmental impact statements UR - https://trid.trb.org/view/1292310 ER - TY - RPRT AN - 01483318 AU - Nebraska Department of Roads AU - Federal Highway Administration TI - 2006 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways PY - 2007/05 SP - 282p AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2006. Of these 61 locations, 38 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 7 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a city street in Scottsbluff, and 1 on a city street in Holdrege. Most of the machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of the stations. Short-term manual vehicle classification data was collected during 2006 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24- and 48-hour machine counts and 8-hour manual counts to annual average daily traffic volumes. KW - Average daily traffic KW - Nebraska KW - Traffic counts KW - Traffic data KW - Traffic volume KW - Vehicle classification UR - http://nlc1.nlc.state.ne.us/epubs/R6000/S009-2006.pdf UR - https://trid.trb.org/view/1251975 ER - TY - RPRT AN - 01359098 AU - Federal Highway Administration TI - Tracking the Deployment of the Integrated Metropolitan Intelligent Transportation Systems Infrastructure in Denver, Boulder: FY06 Results PY - 2007/05 SP - 39p AB - In 1997, the U.S. Department of Transportation initiated an effort to track progress toward fulfillment of the goal of national intelligent transportation systems (ITS) deployment by conducting a survey of deployment in the nation’s largest metropolitan areas. In order to track progress toward fulfillment of the goal for deployment, the U.S. Department of Transportation ITS Joint Program Office developed the metropolitan ITS deployment tracking methodology. This methodology tracks deployment of the components that make up the Metropolitan ITS infrastructure as follows: Arterial Management Systems; Freeway Management Systems; Transit Management Systems; Incident Management Systems; Emergency Management Systems; Electronic Payment Systems; and Traveler Information. Through a set of indicators tied to the major functions of each component, the level of deployment is tracked for the nation’s largest metropolitan areas. The Denver, Boulder metropolitan area was among the areas surveyed in 1997 and again in 1999 and again in 2006. This report presents the 2006 results. KW - Advanced traveler information systems KW - Arterial management KW - Automated toll collection KW - Boulder (Colorado) KW - Denver (Colorado) KW - Deployment KW - Electronic payment (Parking) KW - Emergency management KW - Freeway management systems KW - Incident management KW - Intelligent transportation systems KW - Metropolitan areas KW - Surveys KW - Transit management systems UR - https://trid.trb.org/view/1123966 ER - TY - RPRT AN - 01356799 AU - Albers, William F AU - Hag-Elsafi, Osman AU - Alampalli, Sreenivas AU - New York State Department of Transportation AU - Federal Highway Administration TI - Dynamic Analysis of the Bentley Creek Bridge with FRP Deck PY - 2007/05 SP - 54p AB - This report investigates vibration characteristics of a truss bridge with a Fiber Reinforced Polymer (FRP) deck. The Bentley Creek Bridge is located in Wellsburg, Chemung County, New York. It is a 140-ft long through truss structure, originally built with a non-composite concrete deck. The concrete deck was replaced with a much lighter Fiber Reinforced Polymer (FRP) deck to improve the bridge rating. This study investigates the changes in vibration characteristics of the bridge as a result of the deck replacement and impact of these changes on the structural behavior. Two finite element models were developed: the first to describe the bridge in its original condition with a concrete deck and the second to represent the structure in its current condition with an FRP deck. The FRP deck bridge model was validated using field test data under both static and dynamic loads. Results of the analyses are documented in this report. The results indicate that the fundamental frequency for the current structure with the FRP deck is about 45 percent higher than that for the original concrete deck structure. The computed bridge fundamental frequency correlated well to those obtained using free vibration data collected on two truss members. The fundamental bending mode in both cases (FRP deck and concrete deck) was identified by its shape and characteristic dominant vertical modal mass. Forces in selected truss members due to dead load and live load were also investigated using the finite element analysis. An AASHTO HS-20 truck crossing the structure on the east lane at 5, 15, 30, and 60 mph speeds was used to represent the live load. The results indicated that, when compared to the concrete deck bridge model, the FRP deck bridge model resulted in lower dead load forces, higher live load forces, lower total forces, and higher live load force ranges used in fatigue life estimates. Dynamic allowance was also determined for each of the selected members for both concrete and steel decks. For the concrete deck bridge, the calculated dynamic allowance is higher than that based on the AASHTO equation. Lower dynamic allowances were obtained for the FRP deck bridge. KW - Bentley Creek Bridge KW - Bridge decks KW - Dynamic structural analysis KW - Fiber reinforced polymers KW - Field data KW - Finite element method KW - Live loads KW - Mathematical models KW - Static loads KW - Truss bridges KW - Validation KW - Vibration KW - Wellsburg (New York) UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/SR150Final.pdf?nd=nysdot UR - https://trid.trb.org/view/1122471 ER - TY - RPRT AN - 01167102 AU - Mogawer, Walaa S AU - Austerman, Alexander J AU - University of Massachusetts, Dartmouth AU - Executive Office of Transportation and Public Works AU - Federal Highway Administration TI - Validation and Correlation of Pavement Profiling Devices for Quality Assurance PY - 2007/05//Final Report SP - 97p AB - In an effort to further implement the Quality Assurance specifications for paving projects in Massachusetts, the Massachusetts Highway Department and the University of Massachusetts Dartmouth undertook a research project aimed at establishing an inertial profile certification test site and a certification procedure suitable to the Pavement Management Section at MassHighway. A certification test site was set up on a taxiway of the New Bedford Regional Airport. Six test sections were laid out. Each test section was 528 feet in length as required in the American Association of State Highway and Transportation Officials (AASHTO) Provisional Specification PP49. A certification protocol for MassHighway was developed utilizing the current AASHTO Provisional Specifications, the Pavement Smoothness Expert Task Group proposed changes to the current AASHTO specifications, and the Maryland Department of Transportation Profiler Verification Procedure. The final protocol consisted of pre-certification testing, verification of ride statistics, equipment repeatability tests and equipment accuracy tests. The repeatability and accuracy portion incorporated the use of cross correlation to establish agreement scores between profiles. Results from certification in 2006 and 2007 show that only one of five profilers successfully completed the entire certification procedure on the first attempt in each year. The remaining profilers failed for varying reasons including failure to agree within + or - 6 in/mile of the reference device, failure to meet the equipment repeatability cross correlation score of greater than 90%, and failure to have an equipment accuracy cross correlation score greater than 80%. KW - Certification KW - Inertial profilers KW - Profilometers KW - Quality assurance KW - Ride quality KW - Roughness KW - Smoothness KW - Surface course (Pavements) UR - https://trid.trb.org/view/926209 ER - TY - RPRT AN - 01150320 AU - Federal Highway Administration TI - Guide to Creating an Effective Marketing Plan. Highways for Life PY - 2007/05 SP - 190p AB - Most people think that marketing is only about the advertising and/or personal selling of goods and services. Advertising and personal selling, however, are just two of many activities that fall under marketing. The new definition of marketing, as released by the American Marketing Association, is: Marketing is an organizational function and a set of processes for creating, communicating and delivering value to customers and for managing customer relationships in ways that benefit the organization and its stakeholders. In general, marketing is identifying the particular wants and needs of a target audience, and then going about satisfying their needs. More simply: marketing is finding a need and filling it. This involves identifying and doing market research on your target audience(s), analyzing their needs, and then determining strategies and allocating resources to mesh your innovation with solving their problem. KW - Communication systems KW - Customers KW - Highways KW - Market research KW - Marketing KW - Research KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/091013/091013_final.pdf UR - http://www.fhwa.dot.gov/hfl/091013/index.cfm UR - https://trid.trb.org/view/912904 ER - TY - RPRT AN - 01118671 AU - Murrell, Zack E AU - Padgett, James E AU - Gillespie, Emily L AU - Williams, Falina AU - Appalachian State University AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Ecological, Morphological, Micromorphological, and Molecular Analyses of the Species in the Hexastylis Heterophylla Complex PY - 2007/05//Final Report SP - 148p AB - Both Blomquist and Gaddy recognized a group of eight Hexastylis (commonly known as “Wild Gingers” or “Little Brown Jugs”) that are referred to as the Virginica Group. This group was further subdivided into the three Subgroups: Virginica, Shuttleworthii, and Heterophylla. Three species have been recognized in the Heterophylla complex. Field biologists have generally recognized considerable morphological overlap occurs in this group. The three species that are placed in the Heterophylla complex are Hexastylis naniflora, H. heterophylla and H. minor. Hexastylis naniflora is a federally threatened species that is found in the rapidly growing area of the western Piedmont of North and South Carolina. The range of H. naniflora is restricted by soil type, biogeography, and ecology. Herbarium specimens were borrowed from 17 herbaria and these 693 specimens were used to generate distribution maps for the three species in the H. heterophylla complex. Elemental occurrence data were obtained from the North Carolina Natural Heritage Program and the South Carolina Heritage Trust Program to augment the distribution map for H. naniflora. Based upon these maps, field investigations were conducted across the range of the three species in the complex. We conducted ecological, morphological, micromorphological, soil, pollen, and molecular analyses of the H. heterophylla complex. Using ecological and biogeographical information obtained from our study, we located 31 new populations of H. naniflora; one of the new populations was found to be unique to the Yadkin River drainage. This effort brings the total known populations of H. naniflora to 143. Eighty-five populations of the three species in the H. heterophylla complex were subjected to field investigations. Using Scanning Electron Microscopy (SEM), we found pollen characters that distinguish H. naniflora from other members within the subgroup. In a comparative analysis using Inter Simple Sequence Repeats, we were unable to find banding patterns that could be used to separate H. naniflora from the other members within the complex. Based upon biogeographical, ecological, molecular, morphological, as well as micromorphological work, our results show that H. naniflora Blomquist is a well-defined species, however, Hexastylis minor (Ashe) Blomquist and Hexastylis heterophylla (Ashe) Small exhibit considerable overlap that make species circumscription difficult. Our intraspecific analysis of Hexastylis naniflora was based on analysis of soil, ecology, molecular characters and morphology, where we compared populations in the Broad- Pacolet, Catawba, and Yadkin River drainages. This analysis provides information that can be used in future conservation and management efforts for H. naniflora. KW - Conservation KW - Ecology KW - Micromorphology KW - Molecular structure KW - Morphology KW - Species UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2002-04FinalReport.pdf UR - https://trid.trb.org/view/877796 ER - TY - RPRT AN - 01118026 AU - Patterson, Kat AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - 3M Stamark Polyurea, Liquid Pavement Markings Series 1200 and 1000 Lyndon-Barton, Vermont PY - 2007/05//Final Report SP - 16p AB - This report documents the evaluation of two versions of a propriety liquid polyurea pavement marking material. A reported highly reflective element comprised of microcrystalline ceramic beads was also evaluated. The project was located on Vermont Interstate 91 between the towns of Lyndon and Barton. This was an 18.01-mile section of highway, and consisted of two experimental pavement markings, a standard waterborne paint, and a control thermoplastic marking. Retroreflectivity and durability were documented over a period of four years. A minimum acceptable retroreflectivity threshold of 100 mcdl was selected in accordance with FWHA recommendations. The cost of each marking per linear foot was then divided by the number of months the applicable marking was in service to determine the cost per linear foot per month of each marking. The thermoplastic markings were found to have the longest service life, and the waterborne paints were found to be the most cost effective. Surface application of the experimental liquid pavement marking is not recommended at this time. KW - Durability KW - Evaluation KW - Liquids KW - Polyurea KW - Retroreflectivity KW - Road marking materials KW - Thermoplastic materials KW - Vermont UR - https://trid.trb.org/view/875469 ER - TY - RPRT AN - 01118010 AU - Crum, Nicole AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Cold Recycled Bituminous Pavement, Derby-Charleston, Vermont PY - 2007/05//Final Report SP - 18p AB - This report documents the evaluation of a cold recycled bituminous pavement (CRBP). The Vermont Agency of Transportation constructed this experimental treatment along VT Route 105 in the towns of Derby and Charleston in 1993. In addition, one control section, consisting of an overlay, was applied in conjunction with the project. Cracking, rutting, and roughness were documented on an annual basis prior to and following construction to evaluate pavement condition. These results are presented herein with recommendations on possible further research efforts on this topic. KW - Bituminous pavements KW - Cold mix paving mixtures KW - Cracking KW - Pavement performance KW - Recycled materials KW - Roughness KW - Rutting KW - Vermont UR - https://trid.trb.org/view/875292 ER - TY - RPRT AN - 01104923 AU - Brady, Thomas M AU - Pfitzer, Chad M AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A Prescriptive Analysis of the Indiana Coal Transportation Infrastructure PY - 2007/05//Final report SP - 55p AB - This report presents the findings of a scoping study of Indiana’s coal transportation infrastructure. Throughout the literature search and investigative phases of this project, it was clear that there exists growing awareness of the importance that transportation plays in the domestic coal industry. There is evidence that suggests transportation costs may be higher than the cost of mining coal. Numerous studies suggest that coal transportation can be developed and utilized for significant competitive economic advantage. The Powder River Basin area in Wyoming is a stellar example of how the combination of a large natural resource and careful transportation planning can result in tremendous economic advantage to an area. It is estimated that nearly 40 percent of the coal burned in U.S. power plants comes from this area, which has increased coal production nearly 40 percent since 1997. Significant rail infrastructure investments have been made between this region and the national rail infrastructure making it cost advantageous to ship Wyoming coal nationwide. The objective of this project was to quantitatively examine the coal transportation infrastructure relative to power plant operations in the state of Indiana and construct a computer simulation model that can be used to quantitatively assess rail scenarios. Computer simulation is a tool that can provide proof of concept. Using simulation, railroads can be proposed, constructed, and operated on a computer. Experiments can be conducted to optimize the operations of the scenario. The intent of this project was not to develop a truly comprehensive analysis of the Indiana position and potential with respect to the national coal transportation, but rather conduct a scoping study that would highlight the issue and suggest a methodology for further analysis. Throughout the duration of this project, we were encouraged by the proliferation of articles about coal and coal transportation, the citing of the importance of logistics and transportation infrastructure to Indiana’s future economic success by the Indiana Chamber of Commerce, and the numerous requests for scenario studies from interested parties such as the Ports of Indiana, Vectren Energy, the City of Vincennes, Duke Energy, and NiSource. Future development of the methodology contained in this report into a comprehensive tool that can provide policy direction the state of Indiana is recommended. KW - Car utilization (Railroads) KW - Coal KW - Coal industry KW - Coal mining KW - Coal resources KW - Coal terminals KW - Indiana KW - Infrastructure KW - Railroad traffic KW - Railroad transportation KW - Wyoming UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1708&context=jtrp UR - https://trid.trb.org/view/864644 ER - TY - RPRT AN - 01104917 AU - Tarko, Andrew P AU - Inerowicz, Mike AU - Liang, Hong AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Safety Conscious Planning in Indiana: Predicting Safety Benefits in Corridor Studies. Volume 2 Pass and Inpass User Manual PY - 2007/05//Final Report SP - 133p AB - Indiana Department of Transportation (INDO) units responsible for planning and pre-engineering analysis consider safety implications of studied alternative roadway and road network solutions to the extent allowed by the available tools. This project is meant to enhance the available tools of predicting crash frequencies in future road networks to improve the quality of safety consideration in intermediate and long-term road planning. Safety Performance Functions are widely used to estimate and predict road safety at intersections and on segments. Evaluation of the performance of the functions developed for regions other than Indiana indicated that only full recalibration, which is in fact equivalent to developing own models, gives a chance of obtaining a useful prediction tool for Indiana conditions. Such Safety Performance Functions have been developed for Indiana and implemented in TransCAD by the means of two tools: Indiana Input to Safety In Planning tool (INSIP) and Safety In Planning tool (SIP). INSIP allows reformatting the data available in Indiana to the format that is required by the developed SPFs. INSIP creates intersection data tables that allow predicting crashes separately for segments and separately for intersections. In addition, the INSIP reformats the crash data to the format acceptable by the TransCAD and assigns crashes to segments and intersections. The second component – SIP calculates crashes for segments and intersections in studied road networks. It includes a convenient SPF editor that allows modifying the existing SPFs and entering new ones. Also, the INSIP facilitates calibration of the SPFs based on the user-defined partitioning of the road network. A user manual has been developed to assist analysts use the INSIP and SIP. KW - Crashes KW - Highway safety KW - Indiana KW - Intersections KW - Safety Performance Functions KW - Traffic safety KW - Transportation corridors KW - Transportation planning UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1715&context=jtrp UR - https://trid.trb.org/view/864634 ER - TY - RPRT AN - 01104912 AU - Tarko, Andrew P AU - Iqbal, Muhammad Asif AU - Inerowicz, Mike AU - Liang, Hong AU - Panicker, Gopal AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Safety Conscious Planning in Indiana: Predicting Safety Benefits in Corridor Studies. Volume 1 Research Report PY - 2007/05//Final Report SP - 338p AB - Indiana Department of Transportation (INDO) units responsible for planning and pre-engineering analysis consider safety implications of studied alternative roadway and road network solutions to the extent allowed by the available tools. This project is meant to enhance the available tools of predicting crash frequencies in future road networks to improve the quality of safety consideration in intermediate and long-term road planning. Safety Performance Functions are widely used to estimate and predict road safety at intersections and on segments. Evaluation of the performance of the functions developed for regions other than Indiana indicated that only full recalibration, which is in fact equivalent to developing own models, gives a chance of obtaining a useful prediction tool for Indiana conditions. Such Safety Performance Functions have been developed for Indiana and implemented in TransCAD by the means of two tools: Indiana Input to Safety In Planning tool (INSIP) and Safety In Planning tool (SIP). INSIP allows reformatting the data available in Indiana to the format that is required by the developed SPFs. INSIP creates intersection data tables that allow predicting crashes separately for segments and separately for intersections. In addition, the INSIP reformats the crash data to the format acceptable by the TransCAD and assigns crashes to segments and intersections. The second component – SIP calculates crashes for segments and intersections in studied road networks. It includes a convenient SPF editor that allows modifying the existing SPFs and entering new ones. Also, the INSIP facilitates calibration of the SPFs based on the user-defined partitioning of the road network. A user manual has been developed to assist analysts use the INSIP and SIP. KW - Crashes KW - Highway safety KW - Indiana KW - Intersections KW - Safety Performance Functions KW - Traffic safety KW - Transportation corridors KW - Transportation planning UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1714&context=jtrp UR - https://trid.trb.org/view/864633 ER - TY - RPRT AN - 01104904 AU - Malyshkina, Nataliya V AU - Mannering, Fred L AU - Labi, Samuel A AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Influence of Speed Limits on Roadway Safety in Indiana PY - 2007/05//Final report SP - 183p AB - The influence of speed limits on roadway safety is an extremely important social issue and is subject to an extensive debate in the State of Indiana and nationwide. With roughly 900 fatalities and sixty thousand injuries annually in Indiana, traffic accidents place an incredible social and economic burden on the state. Still, speed limits posted on highways and other roads are routinely exceeded as individual drivers try to balance safety and mobility (speed) as well as risks of penalties from enforcement efforts. This research explores the relationship between speed limits and roadway safety. Specifically, the research focuses on the influence of the posted speed limit on the causation of accidents (the likelihood that unsafe speed would be listed as the primary cause of the accident), the severity of accidents, and speed-limit compliance with an emphasis on speed-limit changes from 65 mph to 70 mph on rural interstates and from 55 mph to 60 mph on select non-freeway multilane rural highways. Data were considered on individual accidents from the Indiana Electronic Vehicle Crash Record System in 2004 and 2006. Data from 2005 were excluded because Indiana raised some interstate and non-interstate speeds in July 1, 2005 – thus making 2005 a transition year as drivers adjusted to new speed limits. With these data, appropriate statistical models were estimated for the causation and severity of different types of accidents on all road classes. The results of the modeling show that higher speed limits did not have a statistically significant effect on the likelihood of unsafe-speed being listed as the primary cause of the accident on interstate highways. For some non-interstate highways, higher speed limits were found to significantly increase the likelihood of unsafe speed being listed as the primary cause of the accident, and for others, the higher speed limits were found to decrease this likelihood. With regard to accident severity, the results show that speed limits did not have a statistically significant effect on the severity of accidents on interstate highways. However, for some non-interstate highways, higher speed limits were found to be associated with higher accident severities – suggesting that future speed limit changes on non-interstates need to be carefully assessed on a case-by case basis. The findings in this project provide some information to the Indiana Department of Transportation on the potential consequences of future speed-limit policies in the state. KW - Compliance KW - Crash causes KW - Crash severity KW - Indiana KW - Speed limits KW - Traffic crashes KW - Traffic law enforcement KW - Traffic safety KW - Traffic speed KW - Traffic violators UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1701&context=jtrp UR - https://trid.trb.org/view/864647 ER - TY - RPRT AN - 01099478 AU - Eads, Chris B AU - Raley, Morgan E AU - Schubert, Erin K AU - Bogan, Arthur E AU - North Carolina State University, Raleigh AU - North Carolina Museum of Natural Sciences AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Propogation of Freshwater Mussels for Release into North Carolina Waters PY - 2007/05//Final Report SP - 87p AB - Propagation and culture of freshwater mussels has been identified as important to their conservation. Though some propagation had been done previously in North Carolina, it was done on a small scale and for experimental purposes only. The purpose of this project was to further the science of mussel propagation and culture and to increase the available resources to facilitate growout. During the project, lab capabilities were increased and propagated 10 mussel species native to North Carolina. New host fish were determined for several of these species. Raceways for growout were established and evaluated at two state hatcheries, and we were able to culture 4 species to a size suitable for stocking. Additionally, progress was made in maintaining survival of some rare species which previously proved difficult to maintain in captivity. This project worked to identify genetic markers, called microsatellites, in one species of mussel to facilitate tracking of propagated animals post-release. KW - Coast and river protective works KW - Coastal zone management KW - Conservation KW - Endangered species KW - Fishes KW - Freshwater mussels KW - Habitat (Ecology) KW - Natural resources KW - North Carolina KW - Wave motion UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-07FinalReport.pdf UR - https://trid.trb.org/view/857489 ER - TY - RPRT AN - 01080556 AU - The Infrastrucure Security Partnership AU - New York State Department of Transportation AU - Federal Highway Administration AU - Weidlinger Associates, Incorporated TI - Proceedings of the Workshop on Structural Health Monitoring and Its Role in Enhancing Bridge Security PY - 2007/05 SP - 98p AB - This workshop was sponsored by the New York State Department of Transportation, Federal Highway Administration and Weidlinger Associates. The workshop deliberated several aspects of the structural health monitoring in the bridge security arena, including various SHM technologies, measurement methods, hazards that affect bridge security, temporal nature of security (before, during and after event), interaction between hazards, bridge components and disciplines, and interaction between stakeholders. A summary of the workshop deliberations along with the relevant results, obtained using statistical analyses, are reported in this proceedings. KW - Bridges KW - Hazards KW - Measurement KW - Security KW - Stakeholders KW - Statistical analysis KW - Structural deterioration and defects KW - Structural health monitoring KW - Structural members KW - Technology KW - Workshops UR - http://www.tisp.org/publication/pubdetails.cfm?prmAll=1&prmRows=10&pubID=1146 UR - https://trid.trb.org/view/839668 ER - TY - RPRT AN - 01080525 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Culvert Management Systems: Alabama, Maryland, Minnesota, and Shelby County PY - 2007/05 SP - 40p AB - This case study examines different types of culvert management systems (CMSs) used by State and county departments of transportation (DOTs). In order to determine the characteristics of a well-functioning CMS, the study focuses on the following aspects: inventory; inspection; management and documentation; and planning, budget, and decision-making methodology. This case study highlights the use of different management systems in Maryland, Minnesota, Alabama, and Shelby County (Alabama). KW - Alabama KW - Asset management KW - Budgeting KW - Case studies KW - Culvert management systems KW - Culverts KW - Decision making KW - Documentation KW - Inspection KW - Inventory KW - Maryland KW - Minnesota KW - Planning methods KW - Shelby County (Alabama) UR - http://www.fhwa.dot.gov/infrastructure/asstmgmt/tamcs_cms.pdf UR - https://trid.trb.org/view/839753 ER - TY - RPRT AN - 01079311 AU - Burgess, Lisa AU - Toppen, Alan AU - Pretorius, Pierre AU - Kimley-Horn and Associates, Incorporated AU - Federal Highway Administration TI - Real-Time Traveler Information Services Business Models: State of the Practice Review PY - 2007/05 SP - 52p AB - This State of the Practice Review documents a range of business models for real-time traveler information services, and provides ‘real world’ examples of how States and regions are developing partnerships and business plans within the business model frameworks. Although there are numerous variations on these models, there is no question that there have been shifts in the fundamentals of these traditional business models, as well as new business model structures that have emerged. Included with this review is a summary of current prevalent business models, which include public-sector funded, franchise operations, private sector funded and business-to-business models. It addresses issues such as roles and responsibilities within the models, pros and cons of the various approaches, and provides case study examples of traveler information programs throughout the country. This document also discusses the trends and impacts that have influenced current traveler information business model approaches, including the impact of 511 on the role of the public sector, trends in data collection and the new role of the private sector as data collector, and some of the resulting data ownership issues. With the prevalence of Web-based, business-to-business and supply-chain information bundling, there are increasing opportunities for private sector to be able to generate revenue either through subscription services or advertising. KW - 511 (National Travel Information Number) KW - Businesses KW - Data collection KW - Franchises KW - Government funding KW - Information dissemination KW - Private enterprise KW - Public private partnerships KW - Real time information KW - Regions KW - Reviews KW - State of the practice KW - States KW - Traveler information and communication systems UR - http://www.ops.fhwa.dot.gov/publications/rtis_busmodels/rtis_busmodels.pdf UR - https://trid.trb.org/view/836653 ER - TY - RPRT AN - 01075923 AU - Federal Highway Administration TI - Long Island truck-rail intermodal facility, town of Islip : environmental impact statement PY - 2007/05//Volumes held: Draft, DappA-S KW - Environmental impact statements KW - New York (State) UR - https://trid.trb.org/view/835317 ER - TY - RPRT AN - 01059076 AU - Gallup Organization AU - Federal Highway Administration TI - Implementing Performance Measurement in Environmental Streamlining PY - 2007/05//Final Report SP - 196p AB - In 2003, The Gallup Organization, on behalf of the Federal Highway Administration (FHWA), conducted a baseline measurement to better understand the workings of resource and transportation agencies in streamlining their environmental review processes. Environmental streamlining objectives, as first described in the Transportation Equity Act for the 21st Century (TEA-21) in June, 1998 were to: 1. Establish an integrated review and permit process that identifies key decision points and potential conflicts as early as possible; 2. Integrate the National Environmental Policy Act (NEPA) process as early as possible; 3. Encourage full and early participation by all relevant agencies that must review a highway construction project or issue a permit, license, approval, or opinion relating to the project; and 4. Establish coordinated time schedules for agencies to act on a project. Today, three years after the baseline survey and two transportation bills after ISTEA, FHWA continues to work on improving the environmental streamlining process. In 2006, Gallup was hired to conduct a second wave of the streamlining measurement survey to assess any changes that occurred during this time. The Gallup Organization has undertaken this second wave of the environmental streamlining survey to provide comparative data for regions to gauge their own performance. In order to provide research comparisons for the two time periods, the Gallup/FHWA team changed the survey instrument very little (see the Questionnaire section for a discussion of changes). Therefore, comparison data are provided in all charts and graphs shown in the sections of this report. In addition, Gallup was contracted to conduct a special sub-sample for five individual states providing them each with their own scorecard and report. The states who chose to participate in the survey included California, Pennsylvania, Illinois, Florida, and Texas. To participate, each state had to provide Gallup with a list of qualified NEPA reviewers from both resource and transportation groups in their states. KW - California KW - Environmental reviews KW - Environmental streamlining KW - Florida KW - Illinois KW - Implementation KW - National Environmental Policy Act of 1969 KW - Pennsylvania KW - Performance measurement KW - Surveys KW - Texas KW - Transportation Equity Act for the 21st Century UR - http://environment.fhwa.dot.gov/strmlng/gallup/05-07_report/gallup_final.pdf UR - https://trid.trb.org/view/815548 ER - TY - RPRT AN - 01055736 AU - Hallenbeck, Mark E AU - Wu, Yao-Jan AU - Washington State Transportation Center AU - University of Washington, Seattle AU - Federal Highway Administration TI - Review of Private Sector Data for Roadway Monitoring PY - 2007/05//Final Technical Report SP - 13p AB - This document presents a summary of Washington State Transportation Center's (TRAC’s) examination of privately collected roadway performance data in the Puget Sound Region. The review examined the accuracy and reliability of those data for use by Washington State Department of Transportation (WSDOT) on roadways in the Puget Sound metropolitan region that are not covered by existing freeway surveillance systems. This project is the first step in the analysis of the potential use of privately collected datasets for arterial performance monitoring for both monitoring of signal control systems and freight (truck movement) analysis. These test results apply only to the Seattle metropolitan region, and only to Spring 2007. The project team’s conclusions from the tests are that the private sector data are currently overly conservative estimates of roadway speed and performance. At this time, it is not recommended that the data be used for arterial performance monitoring. It is recommended that WSDOT and other roadway agencies be open to additional testing of these data sources as improvements are made. KW - Arterial highways KW - Data collection KW - Freight transportation KW - Global Positioning System KW - Monitoring KW - Private enterprise KW - Puget Sound Region KW - Signalization KW - Tests KW - Traffic lanes KW - Traffic surveillance KW - Washington (State) UR - http://ntl.bts.gov/lib/26000/26800/26837/TNW2007-05.pdf UR - https://trid.trb.org/view/813618 ER - TY - RPRT AN - 01055169 AU - Liang, Robert AU - Yang, Luo AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Dynamic Pile Testing Technology: Validation and Implementation PY - 2007/05//Final Report SP - 224p AB - Driven piles are widely used as foundations to support buildings, bridges, and other structures. In 2007, American Association of State Highway and Transportation Officials (AASHTO) has adopted Load Resistance Factor Design (LRFD) method for foundation design. The probability based LRFD approach affords the mathematical framework from which significant improvements on the design and quality control of driven piles can be achieved. In this research, reliability-based quality control criteria for driven piles are developed based on the framework of acceptance-sampling analysis for both static and dynamic test methods with the lognormal distribution characteristics. As a result, an optimum approach is suggested for the number of load tests and the required measured capacities for quality control of driven piles. Furthermore, this research has compiled a large database of pile set-up, from which the reliability-based approach of FORM is employed to develop separate resistance factors for the measured reference (initial) capacity and predicted set-up capacity. This report also provides a Bayesian theory based approach to allow for combining the information from the static pile capacity calculation and dynamic pile testing data to improve pile design process. Specifically, the results from dynamic pile tests can be utilized to reduce the uncertainties associated with static analysis methods of pile capacity by updating the corresponding resistance factors. This research has also developed one-dimensional wave equation based algorithm to interpret the High Strain Testing (HST) data for the estimation of the shaft and toe resistance of driven piles. The closed form solution is obtained for determining the Smith damping factor and the static soil resistance. Finally, a set of new wireless dynamic testing equipment (both hardware and software) is developed for more efficient dynamic pile testing. KW - Bridges KW - Databases KW - Design KW - Dynamic tests KW - Implementation KW - Load tests KW - Lognormal distribution KW - Pile driving KW - Pile foundations KW - Piles (Supports) KW - Quality control KW - Technology KW - Test procedures KW - Validation UR - http://www.dot.state.oh.us/research/2007/Structures/14794-FR.pdf UR - https://trid.trb.org/view/813793 ER - TY - RPRT AN - 01055156 AU - Baldridge, John D AU - University of Montana, Missoula AU - Montana Department of Transportation AU - Federal Highway Administration TI - Highway Construction On-The-Job Training Program Review PY - 2007/05//Final Report SP - 146p AB - This study provides information about the experiences of trainees, contractors, Montana Department of Transportation (MDT) field staff, and other state DOT staff in their state’s On-the-Job Training (OJT) Program. Obtaining this information is an important step in MDT’s process of monitoring the quality of the OJT program, and enables MDT to report this information to the Federal Highway Administration and to the contracting community. Bureau of Business and Economic Research (BBER) at The University of Montana-Missoula administered questionnaires to individuals involved with the OJT process to gather this information. This study consists of four parts: a survey of Montana OJT program trainees, a survey of Montana contractors who participate in the OJT program, a survey of MDT field staff who play a role in the OJT program, and key informant interviews with selected state department of transportation (DOT) staff from the western United States who are involved with their state’s OJT program. Trainees in the Montana Department of Transportation’s On-the-Job Training Program are generally very satisfied with the program. A majority of the contractors interviewed (55.6%) rated the quality of the OJT Program overall as good, while about one-third (33.3%) rated it fair, and only 11.1% rated it poor. Two-thirds of MDT staff (66.7%) rated the overall quality of the OJT program as good, while one-third (33.3%) rated it fair. Of the state DOT employees interviewed, most viewed the overall quality of their state’s program favorably. KW - Contractors KW - Interviewing KW - Montana KW - On the job training KW - Program review KW - Questionnaires KW - Road construction KW - Surveys KW - Training KW - U.S. Federal Highway Administration UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/ojt/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/admin/ojt.shtml UR - https://trid.trb.org/view/814020 ER - TY - RPRT AN - 01055125 AU - Federal Highway Administration TI - Fiscal Year 2006 Research Project Status Summary - Turner-Fairbank Highway Research Center PY - 2007/05 SP - 24p AB - The following figures and charts reflect the Federal Highway Administration (FHWA) Office of Research, Development, and Technology (RD&T) fiscal year (FY) 2006 progress in conducting the program of research identified in the Research, Development, and Technology Performance Plan: Fiscal Year 2006–2007 (FHWA-HRT-06-037). FHWA is publishing this information as part of its commitment to hold themselves accountable publicly for carrying out its research plan. During FY 2006, researchers at the Turner-Fairbank Highway Research Center (TFHRC) conducted 127 research projects that support the Agency’s strategic goals of Safety, Mobility and Productivity, Global Connectivity, Environment, National Homeland Security, and Organizational Excellence. Of the total number of projects, 44 were completed by FY end, and 83 projects are ongoing. Eighty percent of the total number of projects were on schedule. For those research projects that were not on schedule in FY 2006, delays were due to staff changes and delayed availability of funds. Twelve projects in the original plan will not be conducted due to lack of funds and revised priorities. Fifteen projects that were unanticipated when the FY 2006/2007 performance plan was developed were added to the list. These 15 projects were identified as priorities based on stakeholder input following the passage of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). KW - Annual reports KW - Research projects KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Turner-Fairbank Highway Research Center KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/general/07049/index.cfm UR - https://trid.trb.org/view/814810 ER - TY - RPRT AN - 01055122 AU - Mouskos, Kyriacos C AU - Boile, Maria AU - Parker, Neville A AU - University Transportation Research Center AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Technical Solutions to Overcrowded Park and Ride Facilities PY - 2007/05//Final Report SP - 236p AB - This report presents the results on potential techniques to more efficiently utilize existing park and ride technologies and plan for future changes to the park and ride facilities. It presents: (1) A summary of parking monitoring and parking guidance systems and recommendations that includes a cost analysis using three technologies: magnetometer, video image processing and inductive loop detectors for a typical parking installation; (2) A prototype parking information and reservation system through the web and cell phone that includes a parking reservation algorithm and solution methodology, a web-based parking reservation system and a cell-phone based parking reservation and information system. The establishment of a web and cell phone based parking information and reservation system is recommended as the main technology to efficiently allocate the parking spaces from overcrowded to underutilized park and ride facilities; and (3) A prototype park and ride intermodal transportation planning model and a case study implementation, with the model recommended to be expanded as a real-time traffic and park and ride forecasting system to enhance the operations and planning of park and ride facilities. KW - Cellular telephones KW - Computer models KW - Driver information systems KW - Loop detectors KW - Magnetometers KW - Monitoring KW - Park and ride KW - Parking facilities KW - Parking guidance systems KW - Parking reservation systems KW - Prototypes KW - Real time information KW - Video imaging detectors KW - Websites (Information retrieval) UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-011.pdf UR - http://www.utrc2.org/research/assets/68/parkride1.pdf UR - http://ntl.bts.gov/lib/26000/26600/26622/parkride1.pdf UR - https://trid.trb.org/view/814921 ER - TY - RPRT AN - 01055098 AU - Murray, Yvonne D AU - Abu-Odeh, Akram Y AU - Bligh, Roger P AU - APTEK, Incorporated AU - Texas Transportation Institute AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Evaluation of LS-DYNA Concrete Material Model 159 PY - 2007/05//Final Report SP - 206p AB - An elastoplastic damage model with rate effects was developed for concrete and implemented into LS-DYNA, a commercially available finite element code. This manual documents the evaluation of the concrete material model, including the selection of the concrete model input parameters. The model is evaluated through correlations with test data: drop tower impact of 1/3-scale beams (plain and reinforced), bogie vehicle impact of full-scale reinforced beams, pendulum impact of bridge rails, and quasi-static loading of a safety-shaped barrier. Although the model was developed and evaluated for roadside safety applications, it should also be applicable to many dynamic problems. KW - Barriers (Roads) KW - Bridge railings KW - Concrete KW - Concrete beams KW - Correlation analysis KW - Damage models KW - Elastoplasticity KW - Finite element method KW - Impact tests KW - LS-DYNA (Computer program) KW - Material models KW - Reinforced concrete beams KW - Roadside safety UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/05063/index.cfm UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/05063/index.cfm UR - https://trid.trb.org/view/814753 ER - TY - RPRT AN - 01055092 AU - Ozolin, Brett AU - Muench, Stephen T AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Rapid Pavement Construction Tools, Materials and Methods PY - 2007/05//Final Research Report SP - 311p AB - To address the need to deliver cost-effective projects while minimizing traffic impacts, the Washington State Department of Transportation (WSDOT) desires to improve their knowledge, awareness and retention of rapid pavement construction tools, materials and methods. This project discusses the implementation, use and experience of using the following items related to rapid pavement construction: CA4PRS (Construction Alternatives for Pavement Rehabilitation Strategies), portland cement concrete (PCC) pavement panel replacement, polymer concrete and traffic closure windows. CA4PRS is a Microsoft Access-based software program for predicting construction productivity for highway rehabilitation/reconstruction. It was tested in two case studies and has proved capable of providing meaningful scheduling and productivity inputs into early project planning. Panel replacement techniques and polymer concrete construction are reviewed (including contractor interviews) in an effort to document past successes and failures as well as key decision points when making future project decisions. Finally, a review of traffic closure windows for rapid construction is presented. KW - Lane closure KW - Panels KW - Polymer concrete KW - Portland cement concrete KW - Rapid construction KW - Rapid methods KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Road construction KW - Software KW - Street closure UR - http://www.wsdot.wa.gov/research/reports/fullreports/670.1.pdf UR - https://trid.trb.org/view/814745 ER - TY - SER AN - 01055072 JO - TechBrief PB - Federal Highway Administration TI - Freeze-Thaw Resistance of Concrete with Marginal Air Content PY - 2007/05 IS - FHWA-HRT-06-118 SP - 6p AB - Freeze-thaw resistance is a key durability factor for concrete pavements. Recommendations for the air void system parameters are normally 6 +/- 1 percent total air and a spacing factor of less than or equal to 0.20 mm (0.008 in.). However, it was observed that some concretes without these commonly accepted thresholds presented good freeze-thaw resistance in laboratory studies. This study evaluated the freeze-thaw resistance of several marginal air void mixes with two types of air-entraining admixtures, a Vinsol® resin and a synthetic admixture. To conduct the study, researchers used rapid cycles of freezing and thawing in plain water, with no deicing salts. For the specific materials and concrete mixture proportions used in this project, the marginal air mixes (concretes with fresh air contents of 3.5% or higher) presented an adequate freeze-thaw performance when Vinsol® resin-based air-entraining admixture was used. The synthetic admixture used in this study did not show the same good performance as the Vinsol® resin admixture. KW - Admixtures KW - Air content KW - Air entraining agents KW - Air voids KW - Concrete KW - Freeze thaw durability KW - Synthetics KW - Vinsol resin UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/06118/ UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/06118/06118.pdf UR - https://trid.trb.org/view/814578 ER - TY - JOUR AN - 01054740 JO - Public Roads PB - Federal Highway Administration AU - Starner, Kevin J AU - Smith, Lamar S TI - Coordinating Section 4(f) Compliance PY - 2007/05 VL - 70 IS - 6 SP - pp 34-39 AB - Federally funded transportation projects that involve the use of Section 4(f) property (publicly-owned parks, recreation areas or designated wildlife and waterfowl refuge lands, or significant historic property) must undergo a formal evaluation and approval process that can be long and complex. This paper discusses how a stronger emphasis on coordination with all stakeholders--even those not specially required by the original law--can reduce stumbling blocks during the process while helping to protect these important resources. Accurate identification of Section 4(f) property and resources, assessment of project impacts and use, and the development of mutually acceptable minimization, mitigation or enhancement measures are contingent on the effective coordination effort with officials that have jurisdiction over Section 4(f) property. A case study from Pennsylvania highlights how coordination with the National Park Service and the state's historical preservation office allowed planners of a road improvement project to avoid or minimize impacts on identified Section 4(f) resources while still meeting project needs. KW - Case studies KW - Compliance KW - Coordination KW - Environmental protection KW - Evaluation and assessment KW - Historic preservation KW - Intergovernmental relations KW - Pennsylvania KW - Planning and design KW - Public land KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/07may/06.cfm UR - https://trid.trb.org/view/813817 ER - TY - JOUR AN - 01054657 JO - Public Roads PB - Federal Highway Administration AU - Kerenyi, Kornel AU - Pagan-Ortiz, Jorge TI - Testing Bottomless Culverts PY - 2007/05 VL - 70 IS - 6 SP - pp 14-19 AB - Bottomless, or three-sided, culverts offer promise as economic and environmentally friendly alternatives to traditional closed culverts. The Maryland State Highway Administration and the Federal Highway Administration have partnered to study the effects of scour on bottomless culverts. Laboratory models were developed to compare results from a simple rectangular shape to the results from shapes that are available commercially. The study was conducted in two phases. The first focused on measuring maximum scour depths at the culvert entrance and developing an analysis procedure to approximate prescour hydraulic parameters. The second phase expanded the investigation to include scour measurements at the entrance and outlets for submerged flow conditions. Additional tests were conducted to evaluate the use of various measures to reduce scour. Results showed that using the flow distribution at the culvert entrance to compute the primary scour depth component and adjusting with an empirical factor based on laboratory data appeared to be valid for bottomless culverts. Culvert shapes tested in these experiments did not significantly influence the scour, but the entrance conditions did. The use of 45 deg inlet wing walls considerably decreased the scour at the upstream corners. KW - Culvert inlets KW - Culvert outlets KW - Culverts KW - Environmental protection KW - Laboratory tests KW - Maryland State Highway Administration KW - Scour KW - Shape KW - Structural models KW - Three-sided culverts KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/07may/03.cfm UR - https://trid.trb.org/view/813813 ER - TY - JOUR AN - 01054656 JO - Public Roads PB - Federal Highway Administration AU - Armstrong, Amit AU - Gilson, Kevin TI - Virtual Highways--A Vision of the Future PY - 2007/05 VL - 70 IS - 6 SP - pp 26-33 AB - Design visualization tools are effective in conveying real-world three-dimensional information to transportation stakeholders and the public. This article describes some common and innovative design visualization tools and discusses how the Federal Highway Administration is working to implement this technology on projects for federal land management agencies such as the National Park Service. The goals of this technology deployment project are to assess the effectiveness of design visualization tools for a typical situation, evaluate the cost of visualization relative to the complexity of the project, and develop a framework for using these techniques through in-house staff or contracted services. A landmark roadway project in a Montana national park was used as case study to evaluate the use of visualization technologies. The consensus opinion of the design team for the project was that the visualization tools more clearly communicated technical aspects of the project and context-sensitive design approaches than conventional design plans. KW - Case studies KW - Context sensitive design KW - Deployment KW - Design methods KW - Evaluation and assessment KW - National parks KW - Planning and design KW - Technological innovations KW - Three dimensional imaging KW - U.S. Federal Highway Administration KW - Visualization UR - http://www.fhwa.dot.gov/publications/publicroads/07may/05.cfm UR - https://trid.trb.org/view/813816 ER - TY - JOUR AN - 01054655 JO - Public Roads PB - Federal Highway Administration AU - Ghasemi, Hamid TI - Bridging the Data Gaps PY - 2007/05 VL - 70 IS - 6 SP - pp 10-13 AB - This article describes the Federal Highway Administration's Long-Term Bridge Performance Program (LTBP), which was authorized in 2005 as a strategic 20-year research effort to collect more and better bridge data. The LTBP program's overall objective is to collect, document and maintain high-quality quantitative performance data over an extended period of time from a representative sample of bridges nationwide. The LTBP program will have three components. First, bridges that represent the majority of structure types in the current National Bridge Inspection database will be subjected to a long-term program of detailed inspection and evaluation. The resulting database will support improved design, predictive models and bridge management systems. Second, a subset of these bridges will be outfitted with instruments to permit continuous monitoring of operational performance under all conditions. Third, decommissioned bridges will undergo examination to help improve the knowledge base and the ability to determine the capacity, reliability and failure modes of bridges in a variety of conditions. The immediate short-term needs of the LTBP include the formation of an advisory committee, workshops to seek feedback from the bridge community for formulating future directions and activities of the program, selection of a lead-support technical contractor to help FHWA in operating the program, and preparation for testing and evaluation of the first set of pilot bridges. KW - Bridge design KW - Bridge management systems KW - Data collection KW - Highway bridges KW - Inspection KW - Instrumentation KW - Long-Term Bridge Performance Program KW - Monitoring KW - Research projects KW - Sampling KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/07may/02.cfm UR - https://trid.trb.org/view/813812 ER - TY - JOUR AN - 01054654 JO - Public Roads PB - Federal Highway Administration AU - DeCorla-Souza, Patrick TI - High-Performance Highways PY - 2007/05 VL - 70 IS - 6 SP - pp 2-9 AB - Congestion pricing may be one solution to managing traffic congestion while financing future infrastructure. This article describes a congestion pricing concept known as the high-performance highway and examines its implementation, costs, benefits and potential public acceptance. The concept of high-performance highways involves applying variable tolls on all lanes of existing tollways and toll-free facilities to manage traffic flow. Tolls would vary by level of demand, either on a fixed schedule or in real time, and would be charged only on congested highway segments to manage traffic flow. Applying pricing to entire segments of roadways during congested periods in effect turns all lanes into premium service lanes. This not only allows more motorists to reach their destination during rush hours, but they also get there faster. High-performance highways maximize capacity, eliminate the need to separate priced lanes from toll-free lanes, could be implemented quickly, and should ensure that all lanes remain congestion-free and relatively affordable. To achieve maximum benefits, high-performance highways should be coupled with travel alternatives such as park-and-ride facilities and transit services. To encourage projects to reduce traffic congestion, the U.S. Department of Transportation has introduced an Urban Partnership Agreement initiative that will grant aid to states and metropolitan areas to test and demonstrate congestion pricing concepts such as the high-performance highways. KW - Benefit cost analysis KW - Congestion pricing KW - Financing KW - High-performance highways KW - Highways KW - Implementation KW - Intergovernmental partnerships KW - Public opinion KW - Toll roads KW - Traffic congestion KW - Traffic lanes KW - Travel demand KW - U.S. Department of Transportation KW - Variable tolls UR - http://www.fhwa.dot.gov/publications/publicroads/07may/01.cfm UR - https://trid.trb.org/view/813811 ER - TY - JOUR AN - 01054653 JO - Public Roads PB - Federal Highway Administration AU - Burwell, David G TI - A Call to Action PY - 2007/05 VL - 70 IS - 6 SP - pp 20-25 AB - The small-town character of New Hampshire quickly is being overwhelmed by traffic and unplanned growth. This paper describes how the New Hampshire Department of Transportation (NHDOT) worked with the New Hampshire Community Foundation to develop a long-range transportation plan for the state. The plan addresses congestion, land use and related issues. To develop the plan, a 24-member community advisory committee--made up of government, citizen and transportation industry representatives--was impaneled. The resulting plan sets specific goals and policies for the state, including the need for partnerships, increasing local technical assistance, engaging the private sector to help manage demand and broadening citizen engagement in regional planning. The NHDOT has agreed on some specific commitments to ensure that the citizen plan is not neglected. KW - Case studies KW - Land use planning KW - Long range planning KW - New Hampshire KW - New Hampshire Community Foundation KW - New Hampshire Department of Transportation KW - Plan implementation KW - Planning methods KW - Public participation KW - States KW - Strategic planning KW - Traffic congestion KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/publicroads/07may/04.cfm UR - https://trid.trb.org/view/813814 ER - TY - RPRT AN - 01054645 AU - Liang, Robert Y AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Drainable Bases under Asphalt Pavements PY - 2007/05//Final Report SP - v.p. AB - Providing adequate drainage to a pavement system is an important consideration to prevent premature failures due to water related problems, such as pumping action, loss of support, and rutting. The Ohio Department of Transportation (ODOT) has adopted several types of materials specifications for permeable bases: (a) ODOT 307 base, including IA, NJ, and CE types, (b) ODOT 306 Cement Treated Base, (c) ODOT 308 Asphalt Treated Base. This research is aimed at investigating the effectiveness of these drainable base materials under asphalt pavements. Both laboratory tests and in-situ monitoring have been carried out. Specific conclusions are as follows: (I) There was no evidence of developing full saturation in the cohesive subgrade soils; (II) The order of drainage efficiency can be established into three categories: (a) ODOT 306 Cement Treated Base (25,345 ft/day) and ODOT 308 Asphalt Treated Base (25,061 ft/day), (b) ODOT 307 NJ base (3,830 ft/day), ODOT 307 CE base (3,705 ft/day), and ODOT 307 base (2,280 ft/day), and (c) ODOT 304 medium gradation (1,417 ft/day); (III) The cement treated base materials exhibit the highest resilient modulus values, even after 15 cycles of freeze/thaw conditioning; (IV) The asphalt treated base materials exhibit relatively higher resilient modulus values than the unbound base materials; (V) The resilient modulus of the unbound base materials, particularly ODOT 304 fine gradation, is sensitive to the percentage of fine content and saturation; (VI) The resistance to permanent deformation of ODOT specific drainable base materials can be ranked from high to low as follows: Cement Treated Base, ODOT 307 CE, ODOT 307 IA, ODOT 304, ODOT 307 NJ, ODOT 308 (Asphalt Treated Base) at 77 deg F, and ODOT 308 at 104 deg F. KW - Asphalt pavements KW - Asphalt treated bases KW - Base course (Pavements) KW - Cement treated bases KW - Cohesive soils KW - Drainage KW - Efficiency KW - Field tests KW - Laboratory tests KW - Modulus of resilience KW - Permeability KW - Rutting KW - Specifications KW - Subgrade (Pavements) KW - Unbound road base UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/2062 UR - https://trid.trb.org/view/813671 ER - TY - RPRT AN - 01054641 AU - Acimivic, Benjamin AU - Rajasekar, Leela AU - Akhavan, Reza AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Forensic Investigation of Pavement Failure on Vasquez Boulevard PY - 2007/05//Final Report SP - 69p AB - Vasquez Boulevard between mileposts 291 and 297 in Commerce City, Colorado was originally constructed in the 1940s with asphalt that didn’t contain an anti-stripping agent. It is now part of US Highway 6 and has been designated as an over-weight and over-height relief route for the I-25 corridor. The boulevard has become a main trucking route for a heavily industrialized area. There was a major rehabilitation project in 2001 on this stretch of road with 2” milling and 2” stone matrix asphalt (SMA) paving. Parts of this pavement started rutting less than a year after construction. An investigation of the pavement failure determined that the causes were excessive and repeated loading of over-weight and over-height trucks; exposure of milled surface that didn’t contain an anti-stripping agent to traffic and weather; inexperience with SMA paving materials, testing, and construction; and highly variable mix gradation and AC content quality levels. Recommendations for future SMA projects include training personnel to understand the complexities of SMA; establishing rigorous methods of calculating ESALs; adding fibers to reduce draindown and increase film thickness; using material transfer vehicles to minimize segregation and improve smoothness; and specifying the Superpave Gyratory Compactor for design and verification testing. KW - Antistrip additives KW - Asphalt content KW - Asphalt pavements KW - Commerce City (Colorado) KW - Construction and maintenance personnel KW - Equivalent single axle loads KW - Fibers KW - Gyratory testing machines KW - Material transfer vehicles KW - Overheight vehicles KW - Overweight loads KW - Rehabilitation (Maintenance) KW - Rutting KW - Stone matrix asphalt KW - Training KW - Truck routes UR - http://www.dot.state.co.us/Publications/PDFFiles/vasquez.pdf UR - https://trid.trb.org/view/813765 ER - TY - RPRT AN - 01054615 AU - Zwahlen, Helmut T AU - Mitchell, Gayle F AU - Russ, Andrew AU - Gowikar, Amey AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Effectiveness of RWIS Bridge Temperature Simulators PY - 2007/05//Technical report SP - 244p AB - Bridge deck simulators (BDSs), 6 in. (15 cm) concrete cubes with an embedded temperature probe, are intended as a cost-effective substitute for RWIS pavement sensors to represent conditions likely on bridge decks in an area near an RWIS station. In this study, the effectiveness of the BDSs to predict the temperature on nearby bridge decks was evaluated. Nine sites were selected by Ohio Department of Transportation (ODOT) across the state of Ohio (six in northeastern region and three in southwestern region) which were instrumented in BDSs and Nu Metrics pavement sensors on the bridge deck and (with one exception) on the road surface off the bridge. The use of BDSs appears to be unique to Ohio. A survey in the state of Ohio indicated little use was being made of BDS information. RWIS temperature data collected at five minute intervals during winter season 2004-2005 were analyzed and the unusable data were weeded out by removing redundant entries, blank or incomplete entries, extreme temperature readings, and entries where sensor data were not updated. Correlation analysis was performed on the "cleaned" data from the nine sites for the air and BDS temperatures versus bridge deck and road temperatures, and also for air versus BDS temperatures. Separate correlations were made with all-day data and with nighttime data free of solar radiation effects. For both all -day and nighttime data, the BDS was found to better correlate with bridge deck and road temperatures than was the air temperature. The nighttime data were then further analyzed to determine 90%, 95%, 99% prediction limits for the prediction of bridge deck and road temperatures based on the BDS and air temperature values. Again, the prediction limits for bridge and road temperatures using the BDS were generally tighter than when using air temperature. Finite element analyses (FEA) were performed for the nine sites using ALGOR V18 software to investigate the temperature behavior of the bridge deck and the BDS for the air temperature profiles reflecting extreme positive and negative temperature gradients recorded at each site. The FEA modeling provided information about how the BDS and the bridge deck temperature change as a function of the air temperature and time. Larger concrete cube sizes, up to 24 in. (61 cm) on a side, were investigated with FEA in an exporatory manner. The 24 in. (61 cm) cube almost exactly matched the simulated bridge deck temperature profiles under a variety of air temperature loads. The FEA temperature profiles showed that the existing BDS does not always closely represent the true temperature behavior of the bridge deck, but that a concrete cube 4 times larger on a side would compare much better. Yearly training of maintenance personnel in the use of the BDS and RWIS is recommended. KW - Bridge decks KW - Bridges KW - Concrete KW - Correlation analysis KW - Cost effectiveness KW - Data collection KW - Finite element method KW - Ohio KW - Road weather information systems KW - Sensors KW - Temperature KW - Temperature gradients KW - Temperature simulators KW - Training KW - Winter maintenance UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A145337354 UR - http://ntl.bts.gov/lib/55000/55800/55831/FHWA-OH-2007-09.PDF UR - http://ntl.bts.gov/lib/55000/55800/55832/FHWA-OH-2007-09_APPENDICES.PDF UR - http://ntl.bts.gov/lib/55000/55800/55833/FHWA-OH-2007-09_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/813517 ER - TY - RPRT AN - 01054598 AU - Zwahlen, Helmut T AU - Suravaram, Kiran R AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Crash Reduction Factors for Education and Enforcement PY - 2007/05//Technical Report SP - 92p AB - Ohio Department of Transportation (ODOT) has a goal of reducing total crashes by 10% by 2015. Driver education, licensing, testing, and enforcement strategies are all tools that can be used to help reduce the incidence of accidents, particularly among teenage drivers, who are involved in accidents well out of proportion to their numbers in the overall driver population. In order to determine which strategies are likely to provide the best results, ODOT needs to have some quantitative estimate of the effectiveness of each strategy in terms of the amount of reduction it provides, in other words a crash reduction factor (CRF). A comprehensive literature and web search was conducted to determine driver education, licensing and enforcement practices, and CRF values used by other states and countries. An electronic survey of all states was conducted to get information about driver education, licensing programs, testing and enforcement measures, the state of the art in traffic safety practices, and CRFs. The relatively few CRFs obtained for driver education, licensing programs, and traffic enforcement measures were compared to those obtained for traffic engineering measures. Based on the analysis of all the information obtained only a limited number of quantitative CRFs exist for any of the driver education, licensing and enforcement measures in any of the states in the US. Published studies where the effects on reducing crashes for new measures with sound statistical evaluations using proper control groups appear to be almost non-existent in the US. CRFs for driver education, licensing programs, and enforcement measures based on the estimates by traffic safety experts were found for Switzerland in the VESIPO report and the cost/benefit ratios for some selected Swiss measures were found. It has to be noted that even the Swiss CRFs are based on partial estimates and have not been truly validated with before and after studies using actual data except for one blood alcohol content measure (“Reduction of BAC limit from 0.08% to 0.05%” with extensive advertising and strict enforcement). Since some of the CRFs found were from countries outside the US, such as Switzerland and Canada, and since the road transportation system of the US is fairly similar to Western Europe the strategies used for crash reduction will usually be applicable to Ohio. The range for the CRFs reported in the literature for driver education, driver licensing, testing and enforcement are summarized in the conclusion section of the report. The ranges for CRFs for driver education, licensing programs, and enforcement measures are less than 1% to 32%, 0%-17% and 2%-51% respectively. A prioritized implementation plan based on the highest CRFs reported has been proposed for driver education, licensing and enforcement. KW - Canada KW - Crash reduction factors KW - Crashes KW - Driver education KW - Driver licensing KW - Education KW - Literature reviews KW - Strategic planning KW - Surveys KW - Switzerland KW - Teenage drivers KW - Testing KW - Traffic engineering KW - Traffic law enforcement KW - Traffic safety UR - http://www.dot.state.oh.us/research/2007/Safety/134220-FR.pdf UR - http://ntl.bts.gov/lib/55000/55800/55834/FHWA-OH-2007-11.PDF UR - http://ntl.bts.gov/lib/55000/55800/55835/FHWA-OH-2007-11_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/813518 ER - TY - RPRT AN - 01053632 AU - Goodin, Ginger AU - Collier, Tina AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Case Study Analysis of Mid-Size Urban/Rural Area Toll Road Options ― Year 2 Report PY - 2007/05//Technical Report SP - 22p AB - This report documents the second year or the research implementation project 5-4055-01, Case Study Analysis of Urban/Rural Toll Roads Options. The primary purpose of the research implementation project is to transfer research findings and best practices to the toll development process for Tyler Loop 49, given the unique nature of the project as a rural, low-volume toll facility. The secondary purpose of the effort is to document the processes used in evaluating and developing Loop 49 as a toll project so that other districts in the Texas Department of Transportation (TxDOT) can draw from lessons learned from Tyler's experience. During the second year of the implementation project the researcher team focused on technology transfer associated with Loop 49 public outreach and documentation of the Regional Mobility Authority (RMA) formation and environmental re-evaluation process. In addition, the team formulated lessons learned from the Loop 49 experience into a one-day workshop to facilitate the sharing of information with other TxDOT district offices. These lessons drawn from the Tyler experience can be used in the development of other tolling projects in Texas, particularly in a smaller urban or rural setting. The report documents best practices that have been learned so far and summarizes them at the close of the report. KW - Best practices KW - Case studies KW - Lessons learned KW - Marketing KW - Rural areas KW - Technology transfer KW - Texas KW - Toll booths KW - Toll roads KW - Tolls KW - Urban areas UR - http://tti.tamu.edu/documents/5-4055-01-3.pdf UR - https://trid.trb.org/view/811751 ER - TY - RPRT AN - 01053628 AU - Briglia, Pete AU - Kopf, Jaime M AU - Hallenbeck, Mark E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ITS Evaluation Framework - Phase 2 PY - 2007/05//Final Research Report SP - 110p AB - This report documents the results of applying a previously developed, standardized approach for evaluating advanced traveler information systems (ATIS) projects to a much more diverse group of 16 intelligent transportation systems (ITS) projects. The evaluation approach used structured interviews to investigate technical, management and organizational lessons learned. The approach appeared to work well with this diverse group of projects. This report also includes the individual evaluation reports for the 16 ITS projects that were evaluated. Each report includes a discussion on background information, project description, ITS architecture and standards, system usage and benefits and institutional and technical issues. KW - Advanced traveler information systems KW - Evaluation KW - Intelligent transportation systems KW - Interviewing KW - Lessons learned KW - Projects UR - http://depts.washington.edu/trac/bulkdisk/pdf/672.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/672.1.pdf UR - https://trid.trb.org/view/811479 ER - TY - RPRT AN - 01053624 AU - Seymour, Edward J AU - Carvell, James D AU - Borchardt, Darrell W AU - Brydia, Robert E AU - Poe, Christopher M AU - Anderson-Bomar, Marsha AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Guidelines for Data Access for Texas Traffic Management Centers PY - 2007/05//Technical Report SP - 80p AB - This document provides guidelines and recommended action items for Texas Department of Transportation in the pursuit of the most appropriate way to handle the administrative concerns of ownership of traffic management center (TMC) information, revenue opportunities associated with the data, and contractual agreements among agencies involved in the collection and dissemination of traffic management center data. KW - Contract administration KW - Data collection KW - Guidelines KW - Information dissemination KW - Texas KW - Traffic control centers UR - http://tti.tamu.edu/documents/0-5213-1.pdf UR - https://trid.trb.org/view/811757 ER - TY - RPRT AN - 01053618 AU - Dailey, Daniel J AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - ITS Backbone PY - 2007/05//Final Research Report SP - 24p AB - In this brief report, the author provides a description of the activities in each of the areas to which the Intelligent Transportation Systems (ITS) Backbone contributes, and provides supporting statistics for each of these contributions. The form of these statistics varies by application area: (1) potential viewers, in the case of TrafficTV, (2) page views, in the case of MyBus, (3) data stream use, in the case of Busview, (4) number of downloads, in the case of the Self Describing Data (SDD) Toolkit and, (5) use of the Web services. The ITS Backbone has been financially supported by the Washington State Department of Transportation (WSDOT) to provide a level playing field to distribute detailed real-time and historical data to the public, private, and research sectors. KW - Advanced traffic management systems KW - Advanced traveler information systems KW - Backbone (Networks) KW - Data downloading KW - Intelligent transportation systems KW - Lane occupancy KW - Real time information KW - Speed data KW - Statistics KW - Traffic data KW - Traffic volume KW - TrafficTV KW - Washington (State) UR - http://depts.washington.edu/trac/bulkdisk/pdf/676.1.pdf UR - http://www.wsdot.wa.gov/research/reports/fullreports/676.1.pdf UR - https://trid.trb.org/view/811478 ER - TY - RPRT AN - 01053617 AU - Kelly, Michael J AU - Lassacher, Suzanne AU - Shipstead, Zach AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - A High Fidelity Driving Simulator as a Tool for Design and Evaluation of Highway Infrastructure Upgrades PY - 2007/05//Final Report SP - 27p AB - A rapid prototyping approach was used in the driving simulation laboratory at the Western Transportation Institute (WTI) to simulate approximately 22 miles of US 191 between the Big Sky Resort community and the northern mouth of the Gallatin Canyon. Custom roadway tiles for the simulation were designed and programmed from the Montana Department of Transportation (MDT) “as built” plans for the highway, topographic maps, and video taken from a vehicle driving the route. The simulations may be used to help the MDT develop and refine safety countermeasures for that roadway. The primary benefit of the visualization and rapid prototyping approach using interactive, immersive simulators is that it provides an opportunity for formative evaluation, allowing engineers to refine the design at an early stage in the system development process before significant resources are invested in the deployment. As a demonstration and evaluation of the technology, a study of driver response to speed limits posted on virtual dynamic message signs over the roadway was conducted. Such signs may be used to post speed limits that vary according to road conditions. Drivers were tested with posted speed limits of 50 MPH, 60 MPH, and in a control condition with no posted limits. There was little difference in driving behavior between drivers with no posted limits and those with a 60 MPH limit posted. Drivers with a posted 50 MPH limit reduced their speeds by approximately 6 MPH. Drivers with the 50 MPH limit also showed decreased variation in lane position (i.e., fewer and/or smaller deviations from center of lane). KW - Design KW - Drivers KW - Driving simulators KW - Engineers KW - Highway safety KW - Highways KW - Infrastructure KW - Montana KW - Rapid prototyping KW - Speed limits KW - Variable message signs KW - Visualization UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/high_fidelity/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45866/final_report88.pdf UR - https://trid.trb.org/view/811451 ER - TY - RPRT AN - 01053583 AU - Howson, Jonathan AU - Masad, Eyad A AU - Bhasin, Amit AU - Branco, Veronica Castelo AU - Arambula, Edith AU - Lytton, Robert L. AU - Little, Dallas N AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - System for the Evaluation of Moisture Damage Using Fundamental Material Properties PY - 2007/05//Technical Report AB - Moisture damage in asphalt mixtures can occur within the mastic (cohesive fracture) or at the aggregate-mastic interface (adhesive fracture or failure). Whether or not a cohesive or adhesive failure occurs depends on the nature of the mastic and the relative thickness of the mastic. This report is part of a project that focused on fundamental understanding of the moisture damage process by carefully considering the micro-mechanisms that influence the adhesive interface between aggregate and asphalt and the cohesive strength and durability of the mastic. The first phase of the project focused on the validation of the surface energy measurements and the dynamic mechanical analysis (DMA) of mastics through the evaluation of the moisture susceptibility of materials with known field performance. The results of the first phase of this project were documented in Texas Department of Transportation (TxDOT) report 0-4524-2. The second phase of the project, which is documented in this report, focused on the evaluation of the surface energy and moisture susceptibility of wide combinations of aggregates and asphalts. The analysis approach of moisture damage that was used for the evaluation of mastics in phase 1 was extended in phase 2 to analyze full asphalt mixtures. Also, the influence of binder modifications made by the manufacturer, aging of the asphalt binder, addition of liquid anti-strip agents to the asphalt binder, and changing of the pH of the water at the asphalt-aggregate interface on surface energy and moisture susceptibility was investigated. The energy ratio ER parameter developed under NCHRP 9-37 was used as a screening parameter for evaluating the compatibility of asphalt binders and aggregates in terms of the resistance to moisture damage. The ER combines the cohesive and adhesive bond energies into a single term. A comprehensive system was developed for the evaluation of moisture damage. The first step in the system is to examine the compatibility of an asphalt-aggregate combination by evaluating the surface energy components and the ER. The second step in the system is to conduct DMA of a mastic specimen made of the asphalt binder and fine aggregate portion of the mix. If the DMA results are favorable, the third step, which is the evaluation of the moisture susceptibility of the full mixture, is conducted in order to examine the suitability of mixture design and volumetrics in resisting moisture damage. KW - Aggregates KW - Asphalt mixtures KW - Binders KW - Cohesive strength KW - Fine aggregates KW - Mastic asphalt KW - Mix design KW - Moisture damage KW - Moisture susceptibility KW - Properties of materials KW - Surface energy KW - Volumetric analysis UR - http://tti.tamu.edu/documents/0-4524-1.pdf UR - https://trid.trb.org/view/811759 ER - TY - RPRT AN - 01053578 AU - Sharp, Stephen R AU - Ozyildirim, Celik AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Influence of Hycrete DSS on Virginia Department of Transportation Class A4 Concrete Mix Designs PY - 2007/05//Final Report SP - 34p AB - Virginia Department of Transportation (VDOT) Class A4 concrete mixtures containing Hycrete DSS were evaluated to determine the performance of the mixtures with respect to mechanical properties, alkali-silica reactivity, and corrosion of reinforcement. Class A4 concrete is mainly used in bridge decks and has a minimum 28-day compressive strength of 4,000 psi. The permeability of Class A4 concrete is expected to be below 2500 coulombs for resistance to corrosion and other aggressive solutions, and this is mainly achieved by the use of pozzolans or slag. The effects of admixing Hycrete DSS into a typical Class A4 concrete mixture at three dosage levels (0, 1, and 2 gal/yd³) and with two quantities of fly ash (0 and 159 lb/yd³) were determined. The study showed that Hycrete DSS with a defoaming agent achieves air contents that comply with VDOT specifications. In the severe test, some of the specimens had a high weight loss; this was not expected to be a problem because of their high durability factors. Long-term strengths in specimens with similar air contents (within specification) were comparable. The drying shrinkage values were acceptable in all mixtures, and the bond strength values for the mixtures were comparable. Thus, Hycrete DSS had no effect on the bond between fresh and hardened concrete. Resistance to alkali-silica reactivity was improved with the addition of fly ash, but the addition of Hycrete DSS had only a marginal effect. Although adding Hycrete DSS alone did not improve resistance to rapid chloride permeability, adding Class F fly ash did result in low permeability. Adding Hycrete DSS did lower sorptivity. Further evaluation indicated that adding Hycrete DSS at a sufficient concentration most likely restricts moisture intake and adding fly ash reduces the movement of moisture within the system. Therefore, when these two effects occur together in concrete, chloride movement into the concrete is considerably restricted. Based on the results of this study, the investigators recommend that VDOT’s Structure & Bridge Division continue the use of pozzolans to reduce the influx of chloride ions and increase the life of structures. In addition, VDOT’s Structure & Bridge Division should make a trial batch of the Class A4 concrete mixture with Hycrete DSS for placement in a bridge deck to evaluate the field performance of this product. If the field performance confirms the laboratory test results of this study, the use of Hycrete DSS is expected to lead to extended service life and to aid in minimizing maintenance costs. VDOT will spend approximately $15 million for new bridge decks this construction season. Based on a life cycle cost analysis, with a 10 percent increase in the service life of bridge decks or structures, VDOT would save $1.5 million dollars each year through the use of Hycrete DSS. KW - Admixtures KW - Alkali silica reactions KW - Bond strength (Materials) KW - Bridge decks KW - Chlorides KW - Compressive strength KW - Corrosion KW - Costs KW - Fly ash KW - Hycrete DSS KW - Laboratory tests KW - Mechanical properties KW - Mix design KW - Permeability KW - Pozzolan KW - Rapid chloride permeability KW - Reinforcement (Engineering) KW - Service life KW - Slag KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r30.pdf UR - http://ntl.bts.gov/lib/37000/37300/37391/07-r30.pdf UR - https://trid.trb.org/view/811470 ER - TY - RPRT AN - 01053571 AU - Zhou, Fujie AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Evaluation of Existing Pavements for HMA Overlay PY - 2007/05//Technical Report SP - 110p AB - This report discusses the application of nondestructive test (NDT) tools for evaluating existing pavements for hot-mix asphalt (HMA) overlays. The NDT tools covered in this report include ground penetrating radar (GPR), falling weight deflectometer (FWD), and rolling dynamic deflectometer (RDD). The GPR is used to estimate the thickness of existing pavement layers, and identify section breaks and potential trapped moisture problems. The FWD is used to evaluate the structural capacity of the existing pavement, and the in-situ layer modulus can be backcalculated from FWD data. In addition, for existing concrete pavements, the FWD can be used to determine load transfer efficiency (LTE) at joints and/or cracks. The application of the RDD to evaluate existing concrete pavements is also discussed. The major advantage the RDD has over other discrete NDT devices (e.g., FWD) is that it provides continuous deflection profiles of the pavement, which can be used to identify joints with poor LTE. However, no software is available to automatically interpret the RDD data. After reviewing RDD data collected on several different concrete pavements, the researchers developed some basic interpretation criteria for the RDD data. Based on the measured RDD deflection data and the monitored field reflective cracking performance on IH20, threshold values for RDD Sensor 1 deflection and the differential deflection between Sensors 1 and 3 are recommended. If either the Sensor 1 deflection or the differential deflection between Sensors 1 and 3 is larger than the proposed thresholds, the corresponding joint and/or cracks is recommended for pretreatment before placing a new HMA overlay. Finally, general guidelines for evaluating existing pavements for HMA overlays are proposed in this report. KW - Backcalculation KW - Bituminous overlays KW - Concrete pavements KW - Data collection KW - Deflection KW - Falling weight deflectometers KW - Ground penetrating radar KW - Guidelines KW - Hot mix asphalt KW - Load transfer efficiency KW - Nondestructive tests KW - Pavements KW - Reflection cracking KW - Rolling dynamic deflectometers UR - http://tti.tamu.edu/documents/0-5123-2.pdf UR - https://trid.trb.org/view/811760 ER - TY - RPRT AN - 01053564 AU - Painter, Mikele L AU - Ingraldi, Michael F AU - Arizona Game and Fish Department AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Use of Simulated Highway Underpass Crossing Structures by Flat-Tailed Horned Lizards (Phrynosoma Mcallii) PY - 2007/05//Final Report SP - 38p AB - The flat-tailed horned lizard ("Phrynosoma mcallii") occupies a restricted range in the Lower Sonoran Desert of southwest Arizona, southeast California, and adjacent land in Mexico. Because they exhibit behavior patterns that include basking and remaining motionless when danger approaches, flat-tailed horned lizards are particularly susceptible to mortality on roads. Therefore, roads and new road construction are recognized as threats influencing the long-term persistence of this species. The propensity for flat-tailed horned lizards to use culverts as road crossing structures to avoid vehicle-caused mortality is unknown. From 2005-2006 we studied flat-tailed horned lizard use of a variety of simulated road crossing structures. The study objectives were to (1) determine if flat-tailed horned lizards will pass through culverts of sizes commonly used in road construction, and (2) compare and describe the characteristics of culverts used by flat-tailed horned lizards to those not used. We built a testing facility with six culverts of three dimensions and two interior lighting options. All culverts were 40 ft long; the three types included 24-in. diameter steel culverts, 36-in. diameter steel culverts, and 4-ft tall by 8-ft wide box culverts. One of each type of culvert was lit with skylights, and one of each type of culvert had only natural light from the ends. Light and temperature conditions in the culverts were evaluated during the study. Out of 54 flat-tailed horned lizards placed in the testing facility, we observed 12 complete crossings. The 36-in. diameter culvert without skylights was used five times. The 24-in. diameter culvert with skylights was not used, and other culvert designs were each used once or twice. Results indicated that flat-tailed horned lizards can use culverts as road crossing structures, but the evidence did not reveal a strong selection for or against any culvert type. Recommendations for employing appropriate road crossing structures are discussed. KW - Arizona KW - California KW - Culverts KW - Flat-tailed horned lizards KW - Light KW - Mexico KW - Road crossings KW - Skylights KW - Temperature KW - Testing KW - Underpasses KW - Wildlife KW - Wildlife mitigation UR - http://ntl.bts.gov/lib/33000/33000/33069/AZ594.pdf UR - https://trid.trb.org/view/811714 ER - TY - RPRT AN - 01052320 AU - Block, Edgardo D AU - Hogge, Brian R AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Development and Implementation of a Highway Construction Quality Assurance Program for the Connecticut Department of Transportation PY - 2007/05//Final Report SP - 318p AB - In the late 1990’s, the Connecticut Department of Transportation embarked on a Quality Assurance (QA) initiative for highway construction. Hot-mix asphalt (HMA) was selected as the first materials area to implement a QA system; this research project began in January 2001. Herein are the results of various technical tasks undertaken to facilitate QA implementation in HMA construction. A series of four focus projects were selected and QA implementation issues were studied over a period of two years. Data analysis has provided guidance in terms of the location of sampling, the sources of variability in the data, the appropriate lot size used for measurement, and a possible effect of material segregation on sampling. KW - Asphalt mixtures KW - Connecticut Department of Transportation KW - Hot mix asphalt KW - Quality assurance KW - Road construction KW - Sampling KW - Segregation (Aggregates) KW - Superpave UR - http://docs.trb.org/01052320.pdf UR - https://trid.trb.org/view/811505 ER - TY - RPRT AN - 01052039 AU - Murray, Yvonne D AU - APTEK, Incorporated AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Users Manual for LS-DYNA Concrete Material Model 159 PY - 2007/05//Final Report SP - 89p AB - An elasto-plastic damage model with rate effects was developed for concrete and implemented into LS-DYNA, a commercially available finite element code. This manual documents the theory of the concrete material model, describes the required input format, and includes example problems for use as a learning tool. A default material property input option is provided for normal strength concrete. The model was developed for roadside safety applications, such as concrete bridge rails and portable barriers impacted by vehicles, but it should also be applicable to other dynamic applications. KW - Barriers (Roads) KW - Bridge railings KW - Computer program documentation KW - Concrete KW - Damage models KW - Elastoplasticity KW - Finite element method KW - Highway safety KW - LS-DYNA (Computer program) KW - Material models KW - Roadside safety UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/05062/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/05062/ UR - https://trid.trb.org/view/811202 ER - TY - RPRT AN - 01049666 AU - Joerger, Mark AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Adjustment of Driver Behavior to an Urban Multi-Lane Roundabout PY - 2007/05//Final Report SP - 26p AB - In the summer of 2006, the city of Springfield, Oregon installed the first urban multi-lane roundabout in the state. It was hypothesized that after installation, speed variability on approaches to the intersection would decrease from the values with the previous signalized intersection. It was also hypothesized that the initially observed high incidence of driving errors associated with specific areas of the roundabout would decrease over time. Before and after speed recordings of approach roads to the intersection revealed a significant increase in mean speed, but no consistent change in speed variability. Some design features caused initial confusion amongst drivers negotiating the roundabout, but the number of observed incidences of confused behavior declined over the first six months of operation at a rate that fit a classic logarithmic learning curve. KW - Before and after studies KW - Behavior KW - Driver errors KW - Mean speed KW - Multilane roundabouts KW - Roundabouts KW - Speed variability KW - Springfield (Oregon) KW - Traffic flow KW - Traffic speed UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DriverBehavior.pdf UR - http://ntl.bts.gov/lib/40000/40500/40521/DriverBehavior.pdf UR - https://trid.trb.org/view/809237 ER - TY - RPRT AN - 01049661 AU - Huijser, Marcel P AU - Kociolek, A AU - McGowen, Patrick Tracy AU - Hardy, Amanda R AU - Clevenger, Anthony P AU - Ament, R AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Wildlife-Vehicle Collision and Crossing Mitigation Measures: A Toolbox for the Montana Department of Transportation PY - 2007/05//Final Research Report SP - 126p AB - This report reviews 39 mitigation measures that reduce animal-vehicle collisions and that provide habitat connectivity for wildlife across highways. The overview is restricted to mitigation measures aimed at large terrestrial mammals (deer size and larger). However, this report also includes information regarding how such measures may affect or benefit federally endangered or threatened species in Montana, regardless of their size. In addition to the detailed information for each mitigation measure, a summary table is provided that provides at-a-glance information on the costs and benefits of the individual mitigation measures for which such data were available. Furthermore, the report graphically illustrates which measures have the best monetary balance (the difference between benefits and costs) and which measures reduce animal-vehicle collisions and associated costs best. Based on the results, the authors of this report identified wildlife fencing, with or without wildlife underpasses or a combination of wildlife underpasses and overpasses, and animal detection systems with wildlife fencing, as the most cost-effective mitigation measures. Animal detection systems without wildlife fences or wildlife fences with a high density of wildlife overpasses are also cost-effective, but more data on system effectiveness are needed before these systems are recommended for implementation rather than further study. The final section of the report provides suggestions on the implementation or study for each of the 39 mitigation measures. KW - Animal detection systems KW - Animal vehicle collisions KW - Benefit cost analysis KW - Cost effectiveness KW - Deer KW - Endangered species KW - Fences KW - Habitat (Ecology) KW - Mammals KW - Mitigation measures (Ecology) KW - Montana KW - Overpasses KW - Underpasses KW - Wildlife KW - Wildlife crossings KW - Wildlife fencing UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/wildlife_crossing_mitigation/final_report.pdf UR - http://ntl.bts.gov/lib/45000/45800/45817/final_report38.pdf UR - https://trid.trb.org/view/809185 ER - TY - RPRT AN - 01049423 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 - Evaluation of Ride Specification Based on Dynamic Load Measurements from Instrumented Truck PY - 2007/05//Technical Report SP - 210p 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 the current specification permits 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, researchers in this project conducted measurements of surface profiles and vehicle dynamic loads on recently completed TxDOT paving projects. For these tests, researchers instrumented a truck with sensors for measurement of dynamic loads and put together an inertial profiling system for measurement of surface profiles. This research report documents the instrumentation and test programs carried out by researchers as well as the analyses of the test data and the findings thereof. KW - Acceptance tests KW - Dynamic loads KW - Inertial profilers KW - Instrumented vehicles KW - Measurement KW - Ride quality KW - Specifications KW - Surface profile (Pavements) UR - http://tti.tamu.edu/documents/0-4863-2.pdf UR - https://trid.trb.org/view/809068 ER - TY - RPRT AN - 01118458 AU - McLaughlin, Richard A AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Stilling Basin Design and Operation for Water Quality PY - 2007/04/30/Final Report SP - 16p AB - Many construction projects involve the need to pump turbid water from borrow pits or other excavations into stilling basins or sediment bags prior to discharge. The design and operation of these basins needs to be optimized to provide the best water treatment prior to discharge. This project was designed to provide an evaluation of stilling basin designs and polyacrylamide (PAM) injection to minimize turbidity in discharged water. Of particular interest were difficult to settle Coastal Plain sediments containing highly charged clays (smectite/montmorillonite). The use of stilling basins did not result in significant reductions in turbidity in water pumped from the simulated borrow pits in these types of soils. These were not flocculated significantly by anionic PAM but can be flocculated by neutral or cationic PAM. In field tests, the flocculation process reduced turbidity regardless of the inclusion of either porous coir or rock baffles. However, at least one baffle is recommended when PAM is being used in case floating flocs are formed. Turbidity was reduced from the 500-800 NTU range to < 30 NTU in many cases, especially for the cationic PAM. Similar reductions were achieved using a sediment bag. Toxicity tests indicate the relative PAM toxicity was cationic > anionic > neutral, and was not affected by turbidity. The neutral PAM was almost as effective as the cationic PAM and was even less toxic than the anionic PAM, so it may be an alternative where the anionic PAMs that are available will not work. KW - Baffles KW - Borrow pits KW - Construction KW - Construction projects KW - Design KW - Excavation KW - Flocculating agents KW - Polyacrylamide KW - Stilling basins KW - Toxicity KW - Turbidity KW - Water quality management UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-22FinalReport.pdf UR - https://trid.trb.org/view/878464 ER - TY - RPRT AN - 01051829 AU - Leonard, Blaine D AU - Utah Department of Transportation AU - Federal Highway Administration TI - UDOT Research Division Annual Work Program: Fiscal Year 2007 PY - 2007/04/30 SP - 101p 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, and in collaboration with other public and private entities, the Research Division manages a program funded by federal and state agencies toward these goals. This annual Work Program document outlines the structure and programs of the UDOT Research Division, presents the budget for Fiscal Year 2007, and lists the projects which will be undertaken during this year. This information satisfies the Federal requirement for reporting the appropriate 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 2007 includes $2.332 million from federal funds, some of which is being rolled over from previous years for on-going projects, and $1.107 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 $5.10 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=10118 UR - http://www.udot.utah.gov/main/f?p=100:pg:1689501052849122999:::1:T,V:1737 UR - https://trid.trb.org/view/810835 ER - TY - ABST AN - 01549308 TI - Effective Experimental Design and Data Analysis in Transportation Research AB - Transportation agencies spend millions of dollars conducting research to improve their ability to plan, design, construct, maintain, and operate the transportation system. These research projects cover a broad range of topics and use approaches ranging from fully controlled laboratory experiments to field observational studies. Unfortunately, some research projects use inappropriate experimental designs or data analysis techniques thereby increasing costs and decreasing the likelihood of success. There are many excellent university-level texts on experimental design and data analysis, but these are often not well suited to the needs of those involved in state department of transportation (DOT) research. Principal investigators and DOT research program and project managers need practical information that focuses on common problems that DOTs face so that they can make better decisions when planning and conducting research. The objective of this project is to develop guidance for effective experimental design and data analysis for transportation research. KW - Analysis KW - Case studies KW - Design KW - Experiments KW - Manuals KW - Materials selection KW - National Cooperative Highway Research Program KW - Operations research KW - Planning and design KW - State departments of transportation KW - State of the art UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=657 UR - https://trid.trb.org/view/1339624 ER - TY - RPRT AN - 01505829 AU - Daniel, Jo Sias AU - Mallick, Rajib B AU - Mogawer, Walaa S AU - University of New Hampshire, Durham AU - New England Transportation Consortium AU - Federal Highway Administration TI - Evaluation of a Field Permeameter as a Longitudinal Joint Quality Indicator PY - 2007/04/20/Final Report SP - 83p AB - Premature distress along the longitudinal construction joint in asphalt pavements occurs when adequate density or tightness is not achieved during construction. The objective of this research project was to evaluate a field permeameter as a tool to evaluate the quality of longitudinal joints. As part of the study, a field permeameter that can simultaneously test three locations; along the joint and one foot into both mats, was developed. The permeameter was used to test longitudinal construction joints on pavement projects around New England. Pavements that were tested as part of the study had nominal maximum size aggregate (NMSA) raging from 9.5 mm to 25 mm; base, binder, and surface courses were tested, and various joint construction techniques were used, including infrared heating and various joint sealants. Field cores at most test sites were taken for air void and strength testing in the laboratory and performance of the joints over the course of the project was monitored for several sites. Results of the study show that a permeability or infiltration criterion for longitudinal joint quality is promising. However, more refinements need to be made to the permeameter to reduce the variability in test results. The research team suggests returning to a single standpipe permeameter (air or water) to improve variability. The study also shows that improved construction techniques, such as joint sealants or use of a joint heater, improve the short term performance of the longitudinal joint. KW - Air voids KW - Asphalt pavements KW - Joint sealing KW - Longitudinal joints KW - New England KW - Permeability KW - Permeameters UR - http://www.uvm.edu/~transctr/pdf/netc/netcr64_03-5.pdf UR - https://trid.trb.org/view/1287026 ER - TY - RPRT AN - 01076677 AU - Fujikura, Shuichi AU - Bruneau, Michel AU - Lopez-Garcia, Diego AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Experimental Investigation of Blast Performance of Seismically Resistant Concrete-Filled Steel Tube Bridge Piers PY - 2007/04/20/Technical Report SP - 184p AB - The terrorist threat on bridges, and on the transportation system as a whole, has been recognized by the engineering community and public officials since recent terrorist attacks. There are some similarities between seismic and blast effects on bridge structures: both major earthquakes and terrorist attacks/accidental explosions are rare events that can induce large inelastic deformations in the key structural components ob bridges. Since many bridges are (or will be) located in areas of moderate or high seismic activity, and because many bridges are potential terrorist targets, thee is a need to develop structural systems capable of performing equally well under both events. The objective of this research is to present the development and experimental validations of a multi-hazard bridge pier concept, i.e., a bridge pier system capable of providing an adequate level of protection against collapse under both seismic and blast loading. A multi-column pier-bent with concrete-filled steel tube (CFST) columns is the proposed concept. The work presented here experimentally the adequacy of such a system under blast loading. This report describes development of the multi-hazard pier concept, design of the prototype bridge pier under blast and seismic loading, specimen design, experimental set-up, and experimental results. Additionally, the results from the blast experiments are compared with the results from simplified method of analysis considering an equivalent SDOF system having an elastic-perfectly-plastic behavior. It is found that prototype bridge CFST columns can be designed to provide both satisfactory seismic performance and adequate blast resistance. It is also shown that the CFST columns exhibited a ductile behavior under blast load in a series of tests at ¼ scale. Maximum deformation of the columns could be calculated using simplified analysis considering a factor to account for the reduction of pressures on the circular column and determined from this experimental program. KW - Blast resistant structures KW - Bridge piers KW - Bridge structures KW - Bridges KW - Concrete filled steel tubes KW - Earthquake resistant design KW - Explosions KW - Seismicity KW - Terrorism KW - Terrorist incidents UR - https://trid.trb.org/view/820632 ER - TY - RPRT AN - 01053620 AU - Johnson, Peggy AU - Miller, Arthur AU - Newlin, Jessica AU - Meece, Kristin AU - Hauser, Joshua AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Waterway Structures in the Northern Tier – Phase 2 PY - 2007/04/20/Final Report SP - 133p AB - Many streams in the northern areas of Pennsylvania convey very heavy bed loads during some storm events. Heavy bed load transport can become a problem at waterway structures if the capacity of the channel at the structure is insufficient to convey the sediment supplied to it from upstream. The result is aggradation, or deposition, of material in the channel. Aggradation causes the bridge waterway opening to be reduced. At multiple span bridges, aggradation at one or more spans can lead to the potential for increased contraction scour at the remaining spans. In addition, the reduced waterway opening can cause overtopping of the bridge deck during flooding, as well as an increase in upstream flooding due to the inability of the opening to convey the water and sediment mixture. The causes of aggradation are numerous and the solutions are generally difficult and expensive to achieve. In this project the authors determined whether structures, such as vanes, could be used to reduce maintenance costs at bridges by improving sediment transport through the bridge opening, thereby reducing aggradation beneath the bridge. Sediment transport characteristics and the capability of the structures to improve sediment transport through the bridge openings were assessed through the use of both mathematical models and physical models. The project resulted in the identification of methods to improve maintenance and design procedures, evaluate and rank candidate procedures, and create new maintenance and design guidance for the selected procedures. KW - Aggradation KW - Bridge decks KW - Deposition KW - Floods KW - Maintenance KW - Mathematical models KW - Pennsylvania KW - Scour KW - Sediments KW - Storms KW - Streams KW - Vanes (Waterways) KW - Waterways UR - https://trid.trb.org/view/810943 ER - TY - ABST AN - 01462935 TI - Developing a Plan for Validating an Endurance Limit for HMA Pavements AB - Bottom-up fatigue cracking occurs when traffic loads result in tensile strains of a magnitude sufficient to initiate cracking that eventually propagates through the hot mix asphalt (HMA) layers. Identifying the design parameters that preclude the initiation and propagation of fatigue cracks will result in long-life pavement designs that are not overly conservative. The strain level in an asphalt layer below which fatigue damage does not occur, known as the endurance limit, has not been established for HMA pavements. The current state of pavement design does not recognize endurance limits for HMA pavements. Both the 1993 AASHTO pavement design guide and the Mechanistic-Empirical Pavement Design Guide (developed in NCHRP project 1-37A) yield pavement designs in which the pavement thickness increases as design traffic increases. Research to establish the existence of an endurance limit for HMA mixes was completed in NCHRP Project 9-38, Endurance Limit of Hot Mix Asphalt Mixtures to Prevent Fatigue Cracking in Flexible Pavements. The experimental plan developed here will be implemented in NCHRP Project 9-44A. The objectives of this study are to prepare plans to (1) validate the existence of an endurance limit for HMA mixes in pavements through an analysis of laboratory and field data; (2) determine, insofar as possible, the shift factor between the endurance limits for HMA mixes measured in the laboratory and the field; and (3) identify and recommend methodologies for incorporating an endurance limit in HMA mechanistic-empirical pavement design. The plan shall make use of materials and performance data from appropriate U.S. and worldwide field and accelerated pavement test programs. Within the context of this research, a methodology shall entail a test protocol, algorithms characterizing fatigue damage, and the incorporation of the test protocol and algorithms in a mechanistic-empirical (M-E) pavement design method. This research must be coordinated with that under way in NCHRP Projects 1-41, Models for Predicting Reflection Cracking of Hot-Mix Asphalt Overlays, and 1-42A, Models for Predicting Top-Down Cracking of Hot-Mix Asphalt Layers. KW - Asphalt pavements KW - Cracking of asphalt concrete pavements KW - Fatigue (Mechanics) KW - Flexible pavements KW - Guidelines KW - Hot mix asphalt KW - National Cooperative Highway Research Program KW - Pavement design KW - Pavement distress KW - Research projects KW - Service life UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=978 UR - https://trid.trb.org/view/1231160 ER - TY - ABST AN - 01464557 TI - Research for AASHTO Standing Committee on Highways. Task 236. Modification and Stabilization of Soils and Base for Use in Pavement Structures AB - This project will (1) develop two new draft standard practices in AASHTO format related to the stabilization and modification of subgrade soils and base and (2) recommend revisions to AASHTO standard test method T 290, Determining Water-Soluble Sulfate Ion Content in Soil. KW - Highways KW - Moisture content KW - Soil stabilization KW - Soils KW - Standards KW - Subbase (Pavements) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1561 UR - https://trid.trb.org/view/1232788 ER - TY - RPRT AN - 01076688 AU - Dodds, Andrew M 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 - Modeling Pile Behavior in Large Pile Groups Under Lateral Loading PY - 2007/04/16/Technical Report SP - 274p AB - Large pile groups, defined as pile groups containing a large number of closely spaced vertical piles, were examined using a three-dimensional finite-difference based numerical modeling approach. The specific case of a large pile group subject to only translational loading at the groundline was considered, assuming that a rigid pile cap, whose base is located at the groundline, was present to enforce equal horizontal displacements of all pile heads. Research efforts focused on local pile-soil interaction using p-y curves as the primary assessment tool and p-multipliers to characterize group effects. Analysis efforts were preceded by an extensive review of lateral pile-soil interaction to provide an assessment of the existing state of knowledge, and a critical review of the three-dimensional modeling approach in terms of its formulation and application to simulating laterally loaded piles and pile groups. Rationalization of a large pile group into a two-pile in-line configuration and a single pile with periodic boundaries was undertaken for the purpose of the research representing typical leading and immediately trailing piles, and internal piles, respectively. Factors considered were: (a) soil type; (b) pile type; (c) initial soil stress states; (d) pile head restraint; and (e) pile spacing. Isolated pile models have provided a benchmark for both the in-line and periodic models. A total of 30 analyses were completed. Overall, the large pile group study indicated that initial stress state, pile type and pile head restraint resulted in some differences, but these were relatively weak compared with the influence of soil behavior and movement. Marked decreases in lateral resistance for interior piles were attributed to the different stiffness and strength characteristics of the soil models, and effects resulting from the boundary conditions employed. Much lower p-multipliers compared with current small pile group recommendations are therefore recommended for large pile groups, implying a comparatively softer translational stiffness for design. While the study enabled greater insight into the mechanics of large pile group lateral stiffness, various issues such as installation effects, pile, pile head and soil conditions remain, ensuring that the task of assessing lateral group stiffness remains a challenging endeavor. KW - Benchmarks KW - Finite element method KW - Lateral loads KW - Pile driving KW - Pile foundations KW - Piles (Supports) KW - Resistance (Mechanics) KW - Soil stress KW - Stiffness KW - Three dimensional modeling UR - https://trid.trb.org/view/820793 ER - TY - RPRT AN - 01090548 AU - Chowdhury, Mashrur A AU - Fries, Ryan AU - Ma, Yongchang AU - Dunning, Anne E AU - Hamlin, Carol AU - Ozbay, Kaan AU - Ogle, Jennifer H AU - Sarasua, Wayne AU - South Carolina Department of Transportation AU - Clemson University AU - Federal Highway Administration TI - Benefit Cost Analysis of Accelerated Incident Clearance PY - 2007/04/14/Final Report SP - 88p AB - This study examined the current state of the incident management industry in the US by reviewing the available published literature, and by launching a nationwide survey of multiple incident management agencies. The study also evaluated the specific impact of traffic incidents on both motorists and the environment on South Carolina freeways by using traffic simulation and benefit-cost analysis. Survey responses revealed that technologies such as traffic cameras, dispatched personnel, and freeway service patrols were the most successful in detecting and verifying incidents. Responses also emphasized the importance of effective institutional coordination, and communication to both the public and decision makers for a successful incident management program. Through traffic simulation analysis, researchers examined the effectiveness of traffic sensors, traffic cameras, freeway service patrols, a multiple-strategy approach, a Steer-it Clear-it law, and route diversion. Results of the benefit-cost analysis indicated that using traffic sensors, traffic cameras, freeway service patrols, and a combination of these strategies with an incident report hot line, produced $7, $12, $11, and $8 of benefit for each dollar invested, respectively. The Steer-it Clear-it scenario produced approximately $22 for each dollar invested if all drivers were aware of and obeyed the law. The route diversion strategy, evaluated for severe crashes, produced approximately $55 for every dollar invested with 100 percent compliance rate. KW - Benefit cost analysis KW - Compliance KW - Highway law KW - Incident clearance time KW - Incident management KW - Investments KW - Personnel KW - South Carolina KW - Technology KW - Traffic diversion KW - Traffic simulation UR - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR%20659.pdf UR - http://www.clemson.edu/t3s/scdot/pdf/projects/Summary%20655.pdf UR - https://trid.trb.org/view/850224 ER - TY - ABST AN - 01460614 TI - Research for AASHTO Standing Committee on Highways. Task 223. Update Business Needs for Pavement Engineering AB - This study will update the pavement engineering business needs through a consensus-building workshop. The results of the workshop would produce a document which lists, describes, and prioritizes pavement engineering research needs. This task will include consideration of pavement preservation issues identified in the request (Item No. 8) submitted by the Subcommittee on Maintenance. Carlos Braceros will nominate a panel member to represent pavement-maintenance issues. KW - Engineering KW - Maintenance KW - National Cooperative Highway Research Program KW - Pavements KW - Preservation KW - Research projects KW - Workshops UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1238 UR - https://trid.trb.org/view/1228831 ER - TY - RPRT AN - 01088862 AU - Bose, Arijit AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Measurement of the Work of Adhesion between Rock and Asphalt Samples Using the Sessile Drop Technique - the Role of Temperature PY - 2007/04/12/Final Report SP - 29p AB - The work of adhesion between various rocks and asphalts at temperatures of 34 degrees C, 25 degrees C and 5 degrees C were studied. The Sessile Drop Technique was used to make contact angle measurements on asphalt and rock surfaces using a series of probe liquids that had a range of polarities. These angles along with a constitutive equation were used to determine the work of adhesion between the rock and asphalt. Varying the temperature either increased or decreased the work of adhesion depending on the combination of rock and asphalt. Most of the asphalts were affected by the temperature change except for ABD 15% Lime. This asphalt with any rock combination maintained a work of adhesion of approximately 87 erg/cm2 for each temperature. For the higher temperatures, 25 degrees C and 34 degrees C, this asphalt provided the greatest work of adhesion (86 erg/cm2). Although its work of adhesion for 5 degrees C was not the highest of all the asphalts, the fact that it was not affected by the temperature change is of importance. KW - Adhesion KW - Asphalt KW - Measurement KW - Rocks KW - Temperature KW - Work (Mechanics) UR - https://trid.trb.org/view/849786 ER - TY - RPRT AN - 01076721 AU - Celik, Oguz C AU - Bruneau, Michel AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Seismic Behavior of Bidirectional-Resistant Ductile End Diaphragms with Unbonded Braces in Straight or Skewed Steel Bridges PY - 2007/04/11/Technical Report SP - 177p AB - Since end diaphragms of many bridges in North America were built without seismic design considerations, they may suffer damage in future earthquakes. Recent earthquake reconnaissance investigations have reported damage in bridge end diaphragms due to earthquake effects. To reduce the seismic demands in steel bridges, one approach (among many such as base isolators of any king) is to provide bridge superstructures with special ductile diaphragms as “seismic fuses” as an appropriate retrofit solution. Although the behavior of metallic fuses in the bridge transverse direction has been investigated both analytically and experimentally under unidirectional loading, no guidance exists to help the engineer determine the seismic behavior under bidirectional loading. Furthermore, to date, the ductile diaphragm concepts were limited in recommended applications to the retrofit of regular (i.e. non-skewed) bridges and this solution thus has to be combined with another retrofit solution for resistance to earthquakes exciting bridges in their longitudinal direction. This research mainly aims to extend the known ductile end diaphragm concept to make it applicable for bidirectional earthquake excitation, using unbonded braces as the ductile fuses. Irregular (i.e. skewed) bridge superstructure are also covered to determine if the ductile diaphragm concept could be used in skewed bridges. Two retrofit schemes (Retrofit Scheme-1 and Retrofit Scheme-2) are investigated in detail to search the best geometrical layout (to maximize the dissipated hysteretic energy) of the ductile diaphragms with unbonded brace end diaphragms. Closed form solutions are sought for practical design purposes. KW - Bridge design KW - Bridges KW - Ductility KW - Earthquake engineering KW - Earthquake resistant design KW - Earthquakes KW - Seismic prospecting KW - Seismicity KW - Skewed structures KW - Steel bridges UR - https://trid.trb.org/view/820608 ER - TY - ABST AN - 01462937 TI - A Guidebook on Improved Principles, Processes, and Methods for Shared-Use Passenger and Freight Rail Corridors AB - The United States is facing increasing congestion on the Nation's highways and capacity constraints on the national rail system. Higher gasoline prices are increasing public demand for energy-efficient transportation alternatives. Faced with these challenges and increased emphasis on multimodal planning under federal transportation statutes (i.e., ISTEA, TEA-21, and SAFETEA-LU), state interest in intercity passenger and commuter rail development has grown significantly in recent years. Thirteen states support Amtrak service and 38 states have developed or participated in developing plans for enhanced intercity passenger rail service. A growing number of commuter rail systems operate on lines of various ownership configurations (e.g., freight railroad, county, city, state, and transit authorities). AASHTO's report Intercity Passenger Rail Transportation (January 2003) documents $17 billion in state-defined infrastructure and equipment needs over 6 years and another $43 billion in needs over the next two decades. Eighty percent of these needs involve investments in privately owned freight corridors. Several states have well-established rail passenger programs through which capital and operating funds are provided to ensure intercity, commuter, and transit services. Other states are beginning to implement rail passenger service plans and projects. Most of these rail services will operate on freight corridors. The concept of passenger and freight operations co-existing in shared-use corridors is central to further development of state-supported passenger rail service in the United States. All current Amtrak service is on shared-use corridors. Virtually all plans for enhanced passenger rail service, both intercity and commuter rail, developed by states are based on the shared-use corridor concept. Congress is considering legislation to provide federal funding assistance to states for passenger rail service, and increasingly, states have committed their own funds to support various passenger rail services. Recent legislative proposals call for states and freight railroads to reach agreements regarding access, the proper level of infrastructure improvements, maintenance costs, and other issues before federal, state, local, or private project funding is provided. There is no broadly accepted methodology to address these issues equitably so that the public interest is served and private freight railroads have a reasonable incentive for entering into such agreements. The lack of such a methodology sets the stage for a long, costly, and often frustrating negotiating process for all participants that can significantly delay or jeopardize project implementation. The objective of this research is to develop a guidebook for determining the appropriate level of publicly and privately funded investments and for establishing performance standards for passenger and freight rail services operating on shared-use corridors. The guidebook should encourage the broad acceptance of improved principles, processes, and methods to support agreements on access, cost allocation, capacity allocation, operational issues, future responsibilities for capacity improvements, and other fundamental issues that will affect the ultimate success of shared-use passenger and freight agreements between public and private railroad stakeholders. KW - Cost allocation KW - Freight and passenger services KW - Freight and passenger traffic KW - National Cooperative Highway Research Program KW - Passenger service KW - Traffic congestion UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=940 UR - https://trid.trb.org/view/1231162 ER - TY - ABST AN - 01548859 TI - Guidelines for Verification and Validation of Crash Simulations Used in Roadside Safety Applications AB - Crash simulations using finite element (FE) analysis are being used to design and help evaluate the safety performance of roadside safety hardware and features. Roadside safety crash simulations involve developing FE models of vehicles and roadside appurtenances and using these models to simulate the vehicles impacting the appurtenances. Use of simulation has progressed from modeling crash tests, to supporting hardware design decisions, and to providing guidance for roadside hardware placement. Effective use of simulation permits design optimization and minimizes the number of crash tests required to achieve acceptable impact performance, thus reducing both the development cost and installed cost of roadside hardware. Additionally, simulation provides a tool for assessing the performance limits of roadside hardware under conditions that cannot be readily tested with full-scale vehicles, such as sideways vehicle impacts and hardware installed on non-level terrain. Historically, the safety performance of roadside safety hardware has been evaluated through full-scale vehicular crash testing. The testing process is typically iterative as design weaknesses and flaws are sequentially discovered and corrected. This type of physical experimentation is expensive and time consuming. Additionally, full-scale crash testing is often required to approve modifications to roadside safety devices that have already been fully crash tested. Crash simulation has the potential to be used for approval of design modifications. The Federal Highway Administration (FHWA) is beginning to consider acceptance of simulation in lieu of full-scale crash tests in approving some modifications to roadside safety systems. However, there are no comprehensive and objective procedures for verification and validation of crash simulations. Verification and validation procedures have been developed for FE models in other disciplines (e.g., weapons systems, space crafts, and nuclear waste packaging). Sandia National Laboratories has developed a Phenomena Identification and Ranking Table. The American Institute of Aeronautics and Astronautics has published a Guide to Verification and Validation of Computational Fluid Dynamics Simulations (G-077-1998). The American Society of Mechanical Engineers has established a committee (PTC 60) on Verification and Validation in Computational Solid Mechanics. Although the verification and validation procedures mentioned above may be applicable to crash testing, there are many modeling issues that are unique to the roadside safety field. Particularly relevant to this project are the ongoing activities of the recently established Computational Mechanics/Europe (CM/E) group. CM/E, which exists under the auspices of the European Committee for Standardization (CEN), is engaged in defining simulation reporting procedures, defining objective validation procedures, defining requirements for vehicle and barrier models, and defining analyst competency criteria. The objective of this research is to develop guidelines for verification and validation of detailed finite element analysis for crash simulations of roadside safety features. The focus of these guidelines will be on establishing accuracy, credibility, and confidence in the results of crash test simulations intended (1) to support policy decisions and (2) to be used for approval of design modifications to roadside safety devices that were originally approved with full-scale crash testing. KW - Crashes KW - Finite element method KW - Highway safety KW - Impact tests KW - Roadside structures KW - Simulation KW - State of the practice KW - Validation UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=697 UR - https://trid.trb.org/view/1336331 ER - TY - ABST AN - 01462939 TI - Transportation Performance Management Programs: Insight from Practitioners AB - Many states have developed transportation performance management programs to support a broad range of activities such as strategic planning and decision making, comprehensive asset management, transportation system performance, project management and cost control, and demonstration of effective departmental stewardship of public funding. Implementation and integration of transportation performance management programs is essential, not only for transportation agencies to make the transition to more business-like operations, but also to ensure that departmental responses to emerging issues are being effectively and efficiently carried out. To date, research into transportation performance management programs has focused primarily on specific areas of measurement, tools, and institutional frameworks necessary for evaluating performance of projects and programs. More information is needed on in-depth examples of how transportation performance management programs are being integrated into key decision-making processes (e.g., departmental management, strategic planning, and transportation system performance). In recent years, a growing number of states (e.g., Washington, Virginia, Maryland, and Florida) have initiated comprehensive transportation performance management programs designed to inform the public about departmental actions to fulfill statutory mandates, while using performance management programs to evaluate and monitor progress on project delivery, budget and cost controls, and program efficiency. There is a need for detailed analyses of how transportation performance management programs are implemented and integrated into decision-making processes that govern the way departments of transportation in the United States deliver services to their customers. The objective of this research is to develop a guidebook that reflects current practice in designing, implementing, and sustaining transportation performance management programs in state DOTs. The guidebook will include effective performance management frameworks and related tools and will particularly focus on how performance management programs are being integrated into decision making. KW - Decision making KW - Management KW - National Cooperative Highway Research Program KW - Performance KW - Transportation departments KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=938 UR - https://trid.trb.org/view/1231164 ER - TY - ABST AN - 01462928 TI - Guidelines for Conducting a Disparity and Availability Study for the Federal Disadvantaged Business Enterprise Program AB - Since 1987, the U.S. DOT has required that their grantees implement a Disadvantaged Business Enterprise (DBE) program based on regulations found in 49 CFR Parts 23 and 26. The most current regulations provide states with an annual DBE goal-setting methodology. State DOTs must set DBE goals based on demonstrable evidence of the availability of "ready, willing and able" DBE firms. The regulations state that a disparity study can be used to demonstrate availability, but does not require its use. A recent 9th Circuit Court of Appeals ruling, however, has made the use of a valid disparity/availability study a legal requirement to meet the standards expected by the Court. The ruling in the 9th Circuit as well as those in other Appeals Courts demonstrate a trend that a disparity study will be required to justify race-conscious elements of a state DBE program in response to constitutional challenges. This requirement has put state DOTs, especially western states located in the 9th Circuit, in a position that will require them to conduct disparity/availability studies at considerable expense. There are no guidelines or standards provided to states by the U.S. DOT on the elements of an effective disparity/availability study. Because of the unique needs of each state, there is a need to have a broad, overarching framework that can be used to guide the development and conduct of disparity/availability studies. In 2005, the AASHTO Board of Directors recognized the urgency of this issue when it passed a Resolution asking for guidance from the U.S. DOT. A disparity/availability study typically costs a state more than $500,000. This research will provide states with valuable information for initiating such studies and for determining what data should be collected. The objectives of this study are to (1) provide guidelines for state DOTs to determine when DBE disparity/availability studies are needed, (2) develop a model scope of work to be included in a request for proposals for disparity/availability studies, and (3) develop a model disparity/availability study design. KW - Disadvantaged business enterprises KW - Legal factors KW - National Cooperative Highway Research Program KW - Regulations KW - Research projects KW - Standards KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=662 UR - https://trid.trb.org/view/1231153 ER - TY - ABST AN - 01464229 TI - Model Curriculum for Highway Safety Core Competencies AB - The highway safety field draws upon engineering, economics, public law and policy, law enforcement, psychology/human factors, social marketing, medicine, public health, administration, education, statistics, and physics, among others. It is a specialized field created by the landmark Highway Safety Act of 1966. Many of the professionals drawn into the field during the early days have retired or soon will be retiring. The need for professionals to replace them is a serious challenge, and the means of recruiting, educating, and training future highway safety professionals are inadequate. It is also necessary to provide education and training for existing professionals to enhance their highway safety background and/or knowledge. A workshop organized by Institute of Transportation Engineers, American Association of State Highway and Transportation Officials through the Standing Committee on Highway Traffic Safety, Federal Highway Administration, and the Transportation Research Board in 2002 clearly defined the seriousness and critical nature of the problem. At the 2003 TRB Annual Meeting, a Joint Subcommittee on Safety Workforce Development was formed to address the issue. To gain a better understanding of the problem, a scan of university highway safety education and training programs was conducted. The scan revealed a lack of broad-based multidisciplinary safety educational offerings at the advanced undergraduate and graduate levels. A more thorough survey of universities found that while there were 6 to 10 programs with graduate offerings, they were typically a single course and did not represent the depth and breadth of coverage needed for educating highway safety professionals. In light of the findings from that scan, a set of "core competencies" for highway safety professionals was developed (see NCHRP Research Results Digest 302). The core competencies for highway safety professionals are intended to provide a broad framework for educating new safety professionals and training the existing workforce. They represent the fundamental set of knowledge, skills, and abilities needed to effectively function as a professional in highway traffic safety. As such, they establish the foundation considered to be necessary for effective performance by all safety professionals, including those specializing in engineering, analysis, public policy, road user behavior, injury prevention and control, and safety management. To effectively recruit, educate, and train future highway safety professionals and members of the existing work force, there is a need to transform these core competencies into a curriculum that can be applied in various educational and training settings. This instructional tool will guide the delivery of effective training and educational programs for existing and future highway safety professionals. The objectives of this research are to (1) develop a model education and training curriculum, based on, but not limited to, the core competencies outlined in NCHRP Research Results Digest 302; (2) conduct a pilot test of the curriculum in an appropriate setting; and (3) develop guidelines for curriculum deployment covering multiple educational and training settings. The research is proposed in two phases. Phase I will review and update the core competencies and learning objectives, establish the organizational structure of the curriculum (segmented into individual modules), produce storyboards for the entire curriculum, and fully develop one module. Phase 1 also involves development of a methodology for curriculum evaluation of a single pilot of the module. Phase II will develop the remaining modules, conduct and evaluate the pilot test, and develop guidelines for implementation of the curriculum in various education and training settings. KW - Education and training methods KW - Guidelines KW - Highway safety KW - Knowledge KW - Pilot programs KW - Transportation careers KW - Workshops UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=465 UR - https://trid.trb.org/view/1232457 ER - TY - ABST AN - 01460506 TI - Security Framework: Fundamentals of Transportation Security for DOTs AB - The objective of this research is to develop compelling, understandable materials to effectively communicate to state transportation agency leadership such that they are moved to action: (1) the Six Goals for Transportation Security and how they are embedded within the all-hazards NIMS context; (2) to identify within that context the fundamental actions that state transportation agencies can take and have taken; (3) to describe selected resources supportive of those actions; and (4) to describe the role of AASHTO in providing national leadership on transportation security research, outreach, coordination, and the development and adoption of high-level risk management and emergency management guidance. Materials to be developed will include an illustrated, descriptive article and a supporting set of PowerPoint slides. The materials should be designed to engage the attention and support of all 52 AASHTO member departments. These materials shall be suitable for posting on the AASHTO website after panel review and contractor revision. KW - Communication systems KW - National Cooperative Highway Research Program KW - Research projects KW - Risk management KW - Safety and security KW - Security KW - State departments of transportation KW - Traffic incidents KW - Transportation safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=636 UR - https://trid.trb.org/view/1228723 ER - TY - RPRT AN - 01548574 AU - Athey Creek Consultants AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Travel Times Best Practices Manual PY - 2007/04/03/Final Report SP - 41p AB - The ENTERPRISE Travel Time Best Practices Research Project involved contacting numerous State Department of Transportation (DOT) representatives to discuss best practices for travel time data collection, processing, and information reporting. This document summarizes the results of the conversations and lessons learned. In addition to simply documenting the practices implemented in each state, research was also conducted on the specific approaches used for monitoring and reporting information. Therefore, there are a number of matrices in this deliverable, each one presenting a different perspective on the topic of travel time prediction and reporting. The intent of this research was not to develop a lengthy white paper on the topic of travel time reporting, but rather to present quick facts in an easily referenced format to support ENTERPRISE member agencies in understanding what has worked and what has not worked in the field of travel time reporting. KW - Best practices KW - Data collection KW - Information dissemination KW - Information processing KW - State departments of transportation KW - Travel time UR - http://enterprise.prog.org/Projects/2002_2009/finalreports/ENT%20Travel%20Time%20Best%20Practices%20Manual%20-%20Final%20Report%20April%202007.pdf UR - https://trid.trb.org/view/1333237 ER - TY - RPRT AN - 01118460 AU - Gergely, Janos AU - Boyajian, David M AU - Young, David T AU - Frank, Christopher R AU - Szabo, Iosif F AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Analysis and Testing of a Bridge Deck Reinforced with GFRP Rebars PY - 2007/04/03/Final Report SP - 211p AB - The present project had two main objectives, to experimentally and analytically investigate a bridge deck reinforced with glass fiber reinforced polymer (GFRP) rebars, and to perform durability tests on four rebar types. An analytical investigation was performed using the finite element software ANSYS for both the actual bridge deck, and for the reduced size laboratory experiment. In addition, laboratory experiments were also performed on an 11-ft-long bridge deck model built inside the structures lab. Except for the length of the girder-deck model, the true scale was used for every other dimension. Three different tests were performed on the model, and the test data verified the analytical results. Once completed, this bridge located in Macon County was instrumented and tested using two loaded tandem trucks. For the durability testing, four different types of GFRP reinforcement provided by different rebar vendors were evaluated under exposure to an alkaline environment at different temperatures. For the moisture tests, a total of 96 specimens were monitored for changes in length, diameter, and weight. A total 128 unscathed samples and 64 “nicked” samples – simulating defects to the rebars that might occur on the field site – were tested in tension to determine the rate of degradation in tensile properties. Concrete cylinders were poured, and 168 pullout specimens were tested (84 at #5 rebar diameter and 84 at #8 rebar diameter). KW - ANSYS (Computer program) KW - Bridge decks KW - Durability tests KW - Field tests KW - Finite element method KW - Glass fiber reinforced plastics KW - Laboratory tests KW - Reinforcing bars KW - Scale models KW - Tensile properties KW - Tension tests UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-22FinalReport.pdf UR - https://trid.trb.org/view/878462 ER - TY - ABST AN - 01464647 TI - Accelerating Transportation Program and Project Delivery: Conception to Completion AB - Transportation agencies must continually improve their managerial, organizational, and operational effectiveness; and project delivery--the process that takes new or renewed transportation facilities and services from conception to completion, ready for users--is a primary indicator of an agency's effectiveness. Individual highway and other transportation projects are developed under programs intended to implement agency and legislative initiatives and other public policy. The way programs are organized and managed can determine the speed and efficiency of project development. Accelerating program functions can speed up project delivery. The delivery process includes planning, programming, design, construction, and related activities. Accelerating delivery entails addressing environmental review issues in a timely manner, acquiring rights-of-way from multiple property owners, developing context-sensitive solutions in design, securing approvals from myriad government agencies, satisfying various community concerns, monitoring project-delivery timeframes, assuring that project-development resources are available when needed, and identifying and reducing impediments to faster decision making. It is not unusual for major projects to take 5 to 7 years in the development phases and then 3 to 4 years more in construction. Many projects take far longer because significant community, environmental, or property-acquisition issues must be resolved. Delayed projects increase congestion and project expenses, adversely affect safety, impose social costs, and impede economic development. Recent research on accelerating delivery has focused on tools and business practices that can speed the completion of particular phases of the project-delivery process. Few, if any, of these studies have addressed the subject of acceleration from a holistic perspective, looking at the full delivery process from initial conception to completion of construction and from program as well as project perspectives. Most agencies are organized to manage the sequential phases individually, without consideration of the overall process. Project development for these agencies entails a series of formal handoffs between organizational units, with each unit responsible only for its own phase. In many cases, however, delays arise as a result of factors that influence several project-delivery phases, such as an agency's internal management procedures, legal requirements, and funding uncertainties. In addition, delays often arise from the way programs are structured and administered. While research can yield improvements to expedite completion of each individual phase, there is a need for research also to consider better ways to organize and manage the overall process. This research should consider diverse experience and identify best practices in accelerating program and project delivery. The objective of this research is to provide examples and other guidance regarding best practices for accelerating program and project delivery while maintaining quality. The research will review and assess delivery acceleration strategies, techniques, and practices at program and project levels, from conception to completion. The research product will be a comprehensive source of information on strategies, techniques, and practices that may be used to accelerate delivery and avoid delay throughout the entire process. This product must be user friendly and provide users an appreciation of the time savings that can be gained. It should encourage transportation agencies to address the organizational and process issues affecting delivery. KW - Accelerating strategies KW - Best practices KW - Programming (Planning) KW - Project delivery KW - Project development KW - Project management KW - Quality assurance KW - Quality control UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=659 UR - https://trid.trb.org/view/1232879 ER - TY - ABST AN - 01464331 TI - Developing an Asset-Management Framework for the Interstate Highway System AB - The United States has made significant investments in its transportation infrastructure and, as this infrastructure is used and exposed to natural environmental forces, it ages and deteriorates. Responsible agencies expend time, effort, and money to preserve and maintain the infrastructure to ensure that it will support consistent, reliable, and safe transportation services and produce economic benefits. One of the nation's most significant investments in transportation infrastructure is the Dwight D. Eisenhower System of Interstate and Defense Highways, often referred to simply as the Interstate Highway System. That system, initiated 50 years ago, is vital to the nation's economy and is an increasingly critical contributor to global production and distribution systems. Investments in the system are managed by the state departments of transportation (DOTs) and a variety of other associated agencies responsible for specific Interstate facilities. To ensure that the benefits of the Interstate Highway System continue for future generations, these agencies must preserve, operate, maintain, and augment the system's assets. The principles and practices of transportation asset management constitute a framework for making decisions about planning, programming, design, construction, maintenance, and operation of roadways, bridges, tunnels, and other transportation facilities. These principles and practices have been developed in recent years and applied in a number of countries and parts of the United States to protect and ensure high returns on investment in transportation infrastructure assets. Interpretations and practices of transportation asset management can vary among these several applications in appropriate response to the specific asset portfolios, institutional settings, funding, and priorities affecting each particular agency. While many agencies share responsibility for Interstate investments, these assets serve national purposes. Research is needed to develop a practical framework for applying asset-management principles and practices, with an appropriate balance between state and national interests, to support decision making for management of the assets produced by Interstate Highway System investments. The objective of this research is to develop a practical framework for applying asset-management principles and practices to managing Interstate Highway System investments. This framework should be holistic; be applicable to existing facilities and those that may be developed in the future; provide the bases for making decisions across asset classes in an integrated manner and from a systemwide perspective about operation and maintenance as well as new construction and reconstruction; and be easy to implement, cost-effective, and sufficiently beneficial to be attractive for adoption by transportation officials and agencies nationwide.

 KW - Aging infrastructure KW - Asset management KW - Capital investments KW - Cost effectiveness KW - Infrastructure KW - Interstate Highway System KW - Interstate highways KW - Return on investment KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=660 UR - https://trid.trb.org/view/1232560 ER - TY - ABST AN - 01460351 TI - Methods for Secure Web-based Access to Agency Databases AB - The Information School (iSchool) of the University of Washington (UW), in collaboration with Creation Logic, LLC., is assisting the Washington State Department of Transportation (WSDOT) in evaluating methods for enabling trusted partners to have secure, web-based access to agency databases. The UW team proposes to document current processes and procedures, identify technical and procedural options for data sharing, compare these options according to WSDOT criteria and current best practices, and discuss the finds of the study with WSDOT staff. The object is for WSDOT staff to be able to make a knowledgeable decision about providing improved data sharing through greater flexibility while maintaining security with trusted partners. KW - Best practices KW - Data sharing KW - Information dissemination KW - Information systems KW - Information technology KW - Research projects KW - Security KW - Washington (State) KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1228567 ER - TY - RPRT AN - 01587157 AU - Li, Jianhua AU - Mahoney, Joe P AU - Muench, Stephen T AU - Pierce, Linda M AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Bituminous Surface Treatment Protocol PY - 2007/04//Final Research Report SP - 52p AB - This study used the HDM-4 software to test the average annual daily traffic (AADT) and equivalent single axle load (ESAL) levels appropriate as criteria for selecting the application of bituminous surface treatments (BSTs) to Washington State Department of Transportation (WSDOT) pavements. It verified the feasibility of using BSTs to maintain pavements with higher traffic levels than have been applied in the past. It also determined the validity of alternating the application of BST resurfacings and 45-mm hot mix asphalt (HMA) overlays. In addition, the research estimated the impacts that increased use of BST surfaces would have on the performance of the state-owned route system. The basic recommendations are as follows: (1) ADT of up to 2,000: Apply BSTs unless they are specifically exempted (such as paving through cities, limited BST routes, etc.); (2) ADT of 2,000 to 4,000: Apply a combination of BST and HMA overlays used interchangeably, depending upon pavement condition. Exemptions are allowed for paving through cities, limited BST routes, etc.; and (3) ADT of greater than 4,000: Apply HMA overlays. This report is the first of two planned for the study. KW - Annual average daily traffic KW - Bituminous overlays KW - Equivalent single axle loads KW - Flexible pavements KW - HDM-4 (Computer program) KW - Resurfacing KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/652.1.pdf UR - https://trid.trb.org/view/1391981 ER - TY - RPRT AN - 01526277 AU - Grubb, Michael A AU - Corven, John A AU - Wilson, Kenneth E AU - Bouscher, Justin W AU - Volle, Laura E AU - Michael Baker Jr., Incorporated AU - National Highway Institute AU - Federal Highway Administration TI - Load and Resistance Factor Design (LRFD) For Highway Bridge Superstructures - Design Manual PY - 2007/04 SP - 1288p AB - This document presents the theory, methodology, and application for the design and construction of both steel and concrete highway bridge superstructures. The manual is based on the American Association of State Highway Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications Fourth Edition, 2007. Design examples and commentary throughout the manual are intended to serve as a guide to aid bridge structural design engineers with the implementation of the AASHTO LRFD Bridge Design Specifications, and is presented in both U.S. Customary Units and Standard International Units. This manual is comprised of four volumes. Volume 1 covers general steel and concrete superstructure design considerations including the history of bridge design, loads and load combinations, deck design, and bearing design. Volume 2 covers simple and continuous composite steel bridge superstructure design and construction with a focus on straight/skewed/curved girders, connections/splices, and bracing member design. Volume 3 covers the design and construction of simple and continuous composite concrete bridge superstructures concentrating on precast pretensioned girders, girder continuity by means of reinforced concrete joints and post-tensioning, and cast-in-place post-tensioned superstructures. Volume 4 provides detailed superstructure design examples which support the text in Volumes 1 through 3. The four design examples covered in Volume 4 include: a straight steel girder superstructure with no skew, a straight steel girder superstructure with a skew, a steel tub girder superstructure, and a concrete I-girder superstructure. AASHTO references are provided throughout each volume. KW - AASHTO LRFD Bridge Design Specifications KW - Bracing KW - Bridge decks KW - Bridge design KW - Bridge superstructures KW - Concrete bridges KW - Girder bridges KW - Load and resistance factor design KW - Manuals KW - Posttensioning KW - Precast concrete KW - Pretensioning KW - Steel bridges KW - Structural connection UR - http://www.fhwa.dot.gov/bridge/lrfd/pubs/nhi08048.pdf UR - https://trid.trb.org/view/1308584 ER - TY - RPRT AN - 01386762 AU - Opiela, K S AU - Anderson, C K AU - United States. Federal Highway Administration (FHWA). Turner-Fairbank Highway Research Center TI - Maintaining traffic sign safety retroreflectivity: impacts on state and local agencies PY - 2007/04 IS - FHWA-HRT-07-042 SP - 32p AB - The report includes a summary of previous studies, including those of several State agencies, to determine the impacts of the proposed new minimum maintained levels for traffic sign retroreflectivity. The various sign cost elements are identified and changes attributable to the new minimum levels of retroreflectivity are isolated. The report provides estimates of the national impact of the proposed minimum levels generated by the models previously developed using updated inputs for sign material costs and road mileage. It was assumed that the distribution of non-compliant signs has remained the same. Estimates of the costs for upgrading street name and overhead guide signs were also generated to cover the full spectrum of signs covered by the proposed minimum levels. The report concludes that there will be increases in the costs to agencies resulting from the need to use more expensive sign face materials to increase retroreflective performance, but there should be no impacts on the costs of other sign elements. Agencies may experience a reduction in service life costs because of the longer service life of the improved sign face materials. KW - Asset management KW - Asset management KW - Cost KW - Costs KW - Highway traffic control KW - Material properties KW - Properties of materials KW - Retroreflectivity KW - Retroreflectivity KW - Road authority KW - Traffic management KW - Traffic sign KW - Traffic signs KW - Transportation departments KW - Usa UR - http://www.fhwa.dot.gov/publications/research/safety/07042/index.cfm UR - https://trid.trb.org/view/1154525 ER - TY - RPRT AN - 01340398 AU - Mohammad, Louay N AU - Rasoulian, Masood AU - King, Bill AU - Martinez, Mark AU - Qi, Yan AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Evaluation of Stone/RAP Interlayers Under Accelerated Loading PY - 2007/04//Final Report SP - 85p AB - A common method used by the Louisiana Department of Transportation and Development (LADOTD) for pavement design of noninterstate highways is to lime treat the subgrade and place a stabilized layer of soil cement over it followed by a layer of hot mix asphalt. One consistent problem with this method of construction is the appearance of reflection cracking in the asphalt layer. This is due to naturally-occurring shrinkage cracking in the soil cement, which propagates upward through the asphalt layer and then forms a combination of transverse and block cracking. As the pavement ages, the cracks accelerate the deterioration of the pavement structure. The results of the first ALF experiment indicated that placing a crushed stone layer either on top of the cement stabilized layer or beneath the asphalt layer would increase the pavement load carrying capacity by five fold when compared to conventional pavement structures with only soil cement base course layer. This concept is generally known as stone interlayer or inverted pavement design. This experiment sought to evaluate alternative materials such as reclaimed asphaltic pavement (RAP) to make the stone interlayer system more economical. Hot mix asphalt pavements built on equivalent thicknesses (3.5 inches) of RAP and crushed limestone base courses built on top of 6 inches of soil layer stabilized with 10 percent cement were evaluated side by side under the accelerated traffic loading test. A third test lane also evaluated the performance of RAP placed on a thicker (10 inch) but weaker cement (5 percent) treated layer. The test results showed that the crushed stone and RAP had very similar pavement performance under accelerated loading. Therefore, the researchers concluded the RAP is a suitable alternative for crushed stone in a stone interlayer system. They also found that in a stone interlayer system, thicker layers of cement treated layers with lower cement content performed better than thinner soil stabilized layers. KW - Accelerated tests KW - Asphalt KW - Evaluation KW - Interlayers KW - Load tests KW - Louisiana KW - Pavement design KW - Recycled materials KW - Stone KW - Traffic loads UR - http://www.ltrc.lsu.edu/pdf/2011/fr_409.pdf UR - http://ntl.bts.gov/lib/37000/37800/37856/fr_409.pdf UR - https://trid.trb.org/view/1101242 ER - TY - RPRT AN - 01167100 AU - Marzougui, Dhafer AU - Mohan, Pradeep AU - Mahadevaiah, Umashankar AU - Kan, Steve AU - National Crash Analysis Center AU - Federal Highway Administration TI - Performance Evaluation of Low-Tension, Three-Strand Cable Median Barriers on Sloped Terrains PY - 2007/04 SP - 42p AB - The primary purpose of longitudinal safety barriers, such as cable barriers, is to contain and/or redirect errant vehicles that depart the roadway, hence keeping them from entering opposing travel lanes or encountering terrain features and roadside objects that may cause severe impacts. In this study, crash analyses, finite element analysis, vehicle dynamics analysis, and full-scale crash testing were used to study the effect of sloped terrain on the safety performance of cable median barriers. A detailed finite element model of a three-strand cable barrier was developed and validated against a previously conducted full-scale crash test. The full-scale crash test and simulation were setup for an impact of the cable barrier with a 2000 kg (4400 lb) pickup truck at an angle of 25 degrees and an initial velocity of 100 km/hr (62 mph) in accordance with the National Cooperative Highway Research Program (NCHRP) Report 350 guidelines for Test Level 3 (TL 3). Using the validated model, computer simulations were performed to assess the barrier performance under different impact scenarios and terrain profiles. Vehicle dynamics analyses were also conducted to compute the vehicle trajectory and dynamics as it crosses the sloped terrain and impacts the cable median barrier. Crash analyses of two years of cable barrier crashes for a state was also undertaken to identify the characteristics of conditions, vehicles, and impacts. It was noted that cable barrier under-rides occurred mostly with small to mid-sized sedans on sloped medians. The models developed were used to develop possible retrofit designs for cable median barriers to mitigate the problem. Two full-scale crash tests were performed to confirm the findings. KW - Cables KW - Crash analysis KW - Finite element method KW - Highway safety KW - Impact tests KW - Median barriers KW - Performance measurement KW - Slopes KW - Vehicle dynamics UR - http://www.ncac.gwu.edu/research/reports.html UR - https://trid.trb.org/view/926061 ER - TY - RPRT AN - 01135212 AU - Dixon, Karen K AU - Texas Transportation Institute AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Highway Safety Information Systems Laboratory (HSIS) Assessment Summary Report PY - 2007/04 SP - 6p AB - The Highway Safety Information Systems (HSIS) Laboratory offers value to the Federal Highway Administration’s (FHWA's) Research and Development program, to other offices within FHWA and Department of Transportation (DOT), to the safety research community in general, and to State and local engineers/planners. The purpose of the laboratory is to operate and maintain HSIS, to conduct research to support FHWA's mission and strategic goals, and to provide data to a wide variety of highway safety researchers. The HSIS laboratory also supports the development and use of data collection and analytical tools for the study of highway safety. Computerized photologs are used to visually verify existing data and collect supplemental data through traditional methods and advanced techniques, such as image recognition algorithms, and GIS-based tools applied to display and analyze safety data. KW - Algorithms KW - Data collection KW - Geographic information systems KW - Highway safety KW - Information systems KW - Research and development KW - Systems engineering KW - Traffic data KW - Transportation planning UR - http://www.fhwa.dot.gov/publications/research/general/labassessment/hsislab.pdf UR - https://trid.trb.org/view/892806 ER - TY - RPRT AN - 01127007 AU - Sukley, Robin AU - Pennsylvania Department of Transportation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of 63-inch High Density Polyethylene Snap-Tite Pipe Liner PY - 2007/04//Final Report SP - 21p AB - The objective of this research project was to evaluate the process and performance of lining an existing pipe culvert with a polyethylene pipe liner. The pipe liner used in this project is called Snap-Tite pipe liner. This process, referred to as pipe lining, was sought as an alternative to the conventional removal and replacement methods due to the fact that it is cost effective, minimizes disruptions to the traffic flow and has fewer possible impacts upon the environment. This project was located at SR 4018, Segment 50 Offset 800 in Erie County. In addition to adding the pipe liner, the liner was extended approximately 12 feet on the inlet side of the culvert so as to align the pipe with the stream and allow for flattening of the existing slope. The performance of the liner was monitored for buckling through yearly inspections for 4 years. Very little buckling was reported and a provisional special provision will be generated for use by the Pennsylvania Department of Transportation. KW - Buckling KW - Cost effectiveness KW - Environmental impacts KW - Erie County (Pennsylvania) KW - High density polyethylene KW - Pipe culverts KW - Pipe liners KW - Pipe lining UR - http://tris.trb.org/common/TRIS%20Suite/includes/getfile.aspx?subdir=docs&nodl=1&f=1999-051%20HDPE%20Pipe%20Liner%20Final%20Report.pdf UR - https://trid.trb.org/view/887719 ER - TY - SER AN - 01120544 JO - NHTS Brief PB - Federal Highway Administration AU - Federal Highway Administration TI - National Household Travel Survey: Congestion: Non-Work Trips in Peak Travel Times PY - 2007/04 SP - 2p AB - Importantly for understanding trends in congestion, the amount of travel for non-work purposes, including shopping, errands, and social and recreational activities, is growing faster than work travel. Growth in these kinds of trips is expected to outpace growth in commuting in the coming decades. Currently, more than half of peak period person trips in vehicles are not related to work, and the balance has changed substantially since the 1990’s. After trips to work, and giving someone a ride, the next largest single reason for travel during the peak period is to shop, including buying gas and meals. KW - Nonwork trips KW - Peak hour traffic KW - Recreational trips KW - Shopping trips KW - Traffic congestion KW - Travel surveys KW - Trip purpose UR - http://nhts.ornl.gov/briefs/Non-Work%20Travel.pdf UR - https://trid.trb.org/view/879140 ER - TY - SER AN - 01108700 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Garcia, Gabriel AU - Thompson, Marshall R AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - HMA Dynamic Modulus--Temperature Relations PY - 2007/04//Researcxh Report IS - 07-006 SP - 100p AB - A three-stage study to evaluate Hot Mix Asphalt (HMA) dynamic modulus (E*) predictive models using typical Illinois Department of Transportation (IDOT) mixtures and binders was conducted with the objective to propose HMA modulus-temperature generic relations for pavement design applications. Three E* predictive models were evaluated: the current Witczak model (using different ways to obtain the regression intercept (A) and slope (VTS) of the viscosity temperature susceptibility equation), the new Witczak model, and the Hirsch model. The most promising model was the Hirsch model. This model showed the highest precision and the lowest bias. However in general, the model “under predicted” the E*. Based on the bias found applying the Hirsch model, a set of “Correction Factors” (CF) was determined. After applying the CFs to each group of mixtures, the E* predicted with the Hirsch model showed no appreciable bias. Based on some generic volumetric properties for typical Illinois mixtures and binder G* relations for five Illinois binders, a set of “E*-Temperature generic curves” was developed for five different groups of mixtures, applying the Hirsch model corrected for bias. The generic curves (GCs) for each group of mixtures were compared with the E*-Temperature relations used in the current IDOT full-depth HMA pavement design procedure. In general, the GCs predict much higher HMA E* values for a given temperature and mixture than the current IDOT curves. To verify the applicability of the proposed GCs, five mixtures utilized in the Extended Life HMA Pavement (ELHMAP) project at The Advanced Transportation Research & Engineering Lab (ATREL) were compared against the corresponding GC. The results of this comparison were favorable for 12.5-mm and 19.0-mm mixtures using PG 64-22 and PG 70-22. The result for 12.5-mm SMA using PG 76-28 was not favorable. The proposed GCs are considered reasonable first order estimates of HMA E* for routine pavement design purposes for the mixtures in this study, with the exception of 12.5-mm SMA mixtures. KW - Asphalt mixtures KW - Bituminous binders KW - Dynamic modulus of elasticity KW - Hot mix asphalt KW - Illinois KW - Mix design KW - Pavement design KW - Pavement performance KW - Service life KW - Stone matrix asphalt KW - Temperature UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-006.pdf UR - https://trid.trb.org/view/866515 ER - TY - RPRT AN - 01104920 AU - Lackowski, Matthew AU - Varma, Amit Hariom AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Synthesis Study: Heat Treatment and Its Effects on Rehabilitating Steel Bridges in Indiana PY - 2007/04//Final Report SP - 78p AB - The literature review of prior heat straightening research indicated that significant research has been conducted on the development of: (i) heat straightening repair techniques and their field implementation, (ii) guidelines and recommendations for heat straightening repair, (iii) empirical procedures for estimating plastic rotations achieved during heat straightening, (iv) empirical procedures for predicting residual stresses caused by heat straightening, and (v) the effects of heat straightening on the structural properties of repaired bridges. Currently, there is a need for additional research on: (a) the fatigue performance of heat straightened beams, (ii) the effects of single and multiple heat straightening on the fracture toughness and microstructure of steel beams, (iii) the development of guidelines for evaluating and replacing steel beams subjected to single or multiple damage-repairs, and (iv) investigating the effects of realistic heat straightening with imperfections on the properties and serviceability of steel beam bridges. The literature review of existing heat treatments indicates that heat straightening with maximum temperature limited to 1200°F is relatively similar to the process annealing heat treatment. Heat straightening with maximum temperature limited to 1400oF is similar to the normalizing annealing heat treatment. Both these heat treatments repair plastically deformed microstructure by the phenomenon known as recovery and recrystallization. Normalizing annealing is more efficient and faster than process annealing in repairing the plastically deformed microstructure by recrystallization. Heat treatment and repair of the material microstructure is incidental to the heat straightening repair process. The heat straightened beam can be further heat treated to complete the repair of the material microstructure (recrystallization etc.). The practical and economic feasibility of additional heat treatment using electrically powered and controlled radiant heaters was evaluated and found to be reasonable. KW - Bridge design KW - Bridge foundations KW - Bridges KW - Heat straightening KW - Impacts KW - Indiana KW - Rehabilitation (Maintenance) KW - Steel bridges KW - Steel structures KW - Straightening UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1719&context=jtrp UR - https://trid.trb.org/view/864645 ER - TY - RPRT AN - 01104915 AU - Zevgolis, Ioannis AU - Bourdeau, Philippe L AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Mechanically Stabilized Earth Wall Abutments for Bridge Support PY - 2007/04//Final Report SP - 161p AB - The research is an investigation on the possible use of MSE bridge abutments as direct support of bridges on Indiana highways. First, analysis was performed following conventional design methods, in order to assess the performance of MSE bridge abutments with respect to ultimate limit states, i.e. external and internal stability. In the second part of the study, finite element analysis was performed, in order to assess the performance of the structures with respect to serviceability limit states, i.e. immediate and consolidation settlements. In both parts, analysis was performed on case examples that reflect relatively typical situations. The main findings confirm that the currently available methods of design provide the necessary methodology in order to design MSE bridge abutments by satisfying external and internal stability criteria. In terms of deformations, the main findings of the finite element analysis indicate that the fraction of settlements that are caused due to the bridge loads is small compared to the fraction that is caused by the MSE self-weight. Overall, the implementation of the work reported herein, would require a detailed site investigation. Based on these findings and information already available from the literature, it was concluded that the use of MSE walls as direct bridge abutments would be reliable under certain conditions. KW - Bridge abutments KW - Deformation KW - Embankments and retaining walls KW - Finite element method KW - Ground settlement KW - Indiana KW - Mechanically stabilized earth KW - Reinforced soils KW - Retaining walls KW - Soil stabilization UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1799&context=jtrp UR - https://trid.trb.org/view/864632 ER - TY - RPRT AN - 01102131 AU - Federal Highway Administration TI - Interstate 5/Cosumnes River Boulevard interchange project, Sacramento County : environmental impact statement PY - 2007/04//Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/862092 ER - TY - RPRT AN - 01088902 AU - Vinson, Ted S AU - Oregon State University, Corvallis AU - Federal Highway Administration TI - Road Engineering and Construction Practices for Cold Regions PY - 2007/04//Final Report/Multimedia CD SP - 4p AB - The CD accompanying this short introduction includes multimedia presentations that describe and explain the principles of science and engineering related to road engineering and construction for cold regions. The contents are presented on 275 pages accessible sequentially or in any order through the use of a sophisticated navigation system. The text is augmented by 159 photographs, 248 figures, PowerPoint(Registered) slide shows, clickable Internet links, downloadable software, and 175 complete reference documents. Guest speakers describe cold regions problems and solutions in the "Expert Speaks" series of twenty audio clips and fifteen video clips. This presentation may be appreciated at several interest levels. Readers with limited cold regions experience can achieve a basic overview of the field by simply reading the text, perusing the photographs, and watching the videos. Professionals seeking in-depth understanding can study the figures, read reference documents, listen to audio clips, download and use software, and explore Internet resources. Continued exposure to the fundamental principles underlying engineering and construction practices will improve one's ability to successfully complete engineering projects in cold regions. KW - Cold weather KW - Cold weather construction KW - Geotechnical engineering KW - Highway engineering KW - Multimedia KW - Road construction UR - https://flh.fhwa.dot.gov/innovation/publications/Other%20Publications/wflhd/cold-regions-booklet.pdf UR - https://trid.trb.org/view/849399 ER - TY - RPRT AN - 01080523 AU - Kiousis, Panos D AU - Whitcomb, Brent L AU - Colorado School of Mines AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Study on the Use of Self-Consolidating Concrete for the Repair of the Mead Bridges on I-25 PY - 2007/04//Interim Report SP - 27p AB - Self-consolidating concrete (SCC) is a stable and highly flowable concrete that consolidates without the help of external vibration and can flow through heavy reinforcement and around corners in complex formwork under its own weight. The exceptional performance of this remarkable material has attracted the attention of construction firms and departments of transportation (DOTs) in the United States interested in using SCC on new bridge construction and bridge repair projects. The Colorado School of Mines (CSM) has been granted a Colorado DOT (CDOT)research project to participate in two SCC demonstration projects in the state of Colorado. The first project is part of the construction of structures P-18-BK and P-18-BM on I- 25 in Trinidad, CO. The second project is the repair of abutment supports of structures D-17-DA and DB on I-25 in Mead, CO. This report presents the study and recommendations for the repairs in Mead. The Mead project addresses the problem of locking the ends of a non-composite steel-girder bridge to its abutments. SCC will be placed at the bridge end, to encapsulate the ends of the steel girders, the space between them, and the abutment. The SCC will be placed through holes at the deck into an encased area. Casting will take place one traffic-lane at a time, while the other lane is open to traffic. The concern is that a “gapped” and weakened bond between the new concrete and the existing structure may develop due to traffic vibrations. A stable, early-high-strength SCC mix has been developed by CSM for this project. Bridge vibrations due to traffic were recorded capturing all reasonable combinations of traffic flow and loads. Small-scale experiments were designed and performed that simulated the effects of vibrating steel girders within freshly mixed SCC as expected in the field. The effects of such action on the interface quality between the steel girders and the encasing concrete were evaluated. The SCC developed at CSM is characterized by high static and dynamic stability. It has a slump flow of at least 26 inches, a 24-hour compressive strength of 4,000 psi, and a 28-day compressive strength of 8,000 psi. Small-scale steel beams were placed within freshly mixed SCC and were subjected to the recorded traffic vibrations for 24 hours. At the end of this process, the bond strength of vibrated and un-vibrated specimens was measured by pull-out or push-through tests. It was concluded that the CSM-developed SCC mix design performed well for the purposes of this project and the loss of bond strength due to vibrations was moderate. Implementation recommendations are as follows: The CSM developed SCC mix, or a similarly performing concrete, can be used in the bridge abutment-locking construction. The construction should be performed at a time of reduced traffic loads, such as the early morning hours between 1:00 a.m. and 6:00 a.m. The commercial heavy trucks should be diverted to the frontage road for this period in order to reduce the impact to the fresh SCC. At the end of the 28-day curing process the girder-concrete interface must be inspected and resulting gaps should be sealed with epoxy resins to extend the life of the construction. KW - Bond strength (Materials) KW - Bridge abutments KW - Bridges KW - Compressive strength KW - Demonstration projects KW - Girder bridges KW - Implementation KW - Repairing KW - Self compacting concrete UR - http://www.dot.state.co.us/Publications/PDFFiles/Meadbridge.pdf UR - https://trid.trb.org/view/839731 ER - TY - RPRT AN - 01079055 AU - Gkritza, Konstantina AU - Labi, Samuel A AU - Sinha, Kumares C AU - Purdue University/Indiana Department of Transportation JHRP AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Economic Development Effects of INDOT Transportation Projects PY - 2007/04//Final Report SP - 267p AB - The evaluation of transportation projects has traditionally been carried out in the context of economic efficiency, in terms of savings in travel time, vehicle operating cost, and safety. The wider and longer-term effects on economic development (i.e., job, income and business growth) are a concern of transportation planners and decision-makers but have been often overlooked due to the lack of a reliable impact estimation methodology and/or data. Information on economic development impacts is valuable for understanding the total effect of projects and therefore, for a more balanced justification of proposed transportation infrastructure investments. This study extends the traditional transportation impact framework by examining how different types of highway improvements that have been programmed for implementation in the State of Indiana can affect the state’s economy, and how project- and location-specific factors interact to stimulate economic development. Temporal, spatial, and project characteristics are duly considered. The end product of this research is a quantitative tool that can be used at the project development phase by the Indiana Department of Transportation (INDOT) staff to estimate the economic development effects of different types of highway investments and make better decisions regarding highway investment. The study results provide a better understanding of the interrelationships among economic development, type of highway improvement and geographical location, and how investments in highway infrastructure can be ranked and prioritized based on sound economic development criteria. This study illustrates the types of data necessary to document these effects, and demonstrates how analysis can be carried out and ultimately improved. The study results can also assist INDOT to develop a quantitative approach to establish weights for the economic development criterion in a bid to rank and select projects based on their economic development potential and increase the efficiency of highway investment. Finally, the questionnaire survey targeted to transportation agencies and organizations across Indiana that have interests in economic development aspects could improve the understanding of economic development practices in the state. The survey results shed light into the circumstances under which economic developers and transportation agencies assess such effects, the measures that are or should typically be used, their associated weights, and the strategies/tools that are most often used. KW - Decision making KW - Economic development KW - Highways KW - Improvements KW - Indiana KW - Infrastructure KW - Investments KW - Programming (Planning) KW - Project selection KW - Questionnaires KW - Strategic planning KW - Surveys KW - Transportation departments KW - Transportation planning KW - Transportation projects UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1713&context=jtrp UR - https://trid.trb.org/view/836944 ER - TY - RPRT AN - 01055899 AU - Carter, Daniel L AU - Hunter, William W AU - Zegeer, Charles V AU - Stewart, J Richard AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Pedestrian and Bicyclist Intersection Safety Indices: User Guide PY - 2007/04//User Guide SP - 59p AB - The primary objective of this study was to develop safety indices to allow engineers, planners, and other practitioners to proactively prioritize intersection crosswalks and intersection approaches with respect to pedestrian and bicycle safety. The study involved collecting data on pedestrian and bicycle crashes, conflicts, avoidance maneuvers, and subjective ratings of intersection video clips by pedestrian and bicycle experts. There were a total of 68 intersection crosswalks selected for the pedestrian analysis from the cities of Philadelphia, PA; San Jose, CA; and Miami-Dade County, FL. The bicycle analysis included 67 intersection approaches from Gainesville, FL; Philadelphia, PA; and Portland and Eugene, OR. Prioritization models were developed based on expert safety ratings and behavioral data. Indicative variables included in the pedestrian safety index model included type of intersection control (signal or stop sign), number of through lanes, 85th percentile vehicle speed, main street traffic volume, and area type. Indicative variables in the bicycle safety models (for through, right-turn, and left-turn bike movements) included various combinations of: presence of bicycle lane, main and cross street traffic volumes, number of through lanes, presence of on-street parking, main street speed limit, presence of traffic signal, number of turn lanes, and others. Through this User Guide, practitioners will be able to use the safety indices to identify which crosswalks and intersection approaches have the highest priority for in-depth pedestrian and bicycle safety evaluations and subsequently use other tools to identify and address potential safety problems. KW - Bicycle crashes KW - Bicycle lanes KW - Bicycle safety KW - Bicycling KW - Collision avoidance maneuvers KW - Crosswalks KW - Cyclists KW - Data collection KW - Eugene (Oregon) KW - Gainesville (Florida) KW - Guidelines KW - Highway safety KW - Industrial areas KW - Intersection Safety Index (ISI) KW - Intersections KW - Left turn lanes KW - Left turns KW - Miami-Dade County (Florida) KW - On street parking KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Philadelphia (Pennsylvania) KW - Portland (Oregon) KW - Residential areas KW - Right turn lanes KW - Right turns KW - Rural areas KW - Safety ratings KW - San Jose (California) KW - Signalized intersections KW - Speed KW - Speed limits KW - Stop signs KW - Strategic planning KW - Through traffic KW - Traffic conflicts KW - Traffic signals KW - Traffic volume KW - Urban areas UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/06130/index.cfm UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/06130/index.cfm UR - https://trid.trb.org/view/814903 ER - TY - RPRT AN - 01055772 AU - Trevino-Frias, Manuel AU - Dossey, Terry AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preliminary Findings from Noise Testing on PFC Pavements in Texas PY - 2007/04//Technical Report SP - 122p AB - This report documents noise testing performed on Texas pavements in the summer and fall of 2006. Test methods include roadside noise measurement with sound pressure level (SPL) meters and on-vehicle sound intensity measurement of noise at the pavement tire interface. Comparisons are made between the levels of vehicular noise at the roadside and directly on the source vehicle. The Federal Highway Administration (FHWA) Traffic Noise Model (TNM) computer program was then used to predict the noise levels at roadside based on the observed traffic and geometry of the roadway, and subsequently compared to the noise as actually measured with precision test equipment. The pavements tested were primarily of the New Generation Open Graded Friction Course type, a permeable asphalt design with air voids in the area of 17%, also known as Permeable Friction Course (PFC) in Texas. Preliminary findings indicate that roadside noise levels experienced along PFC pavements are significantly lower than predicted by TNM using either the "Average" or "Open Graded" pavement models included in the program. This suggests that further study is warranted to determine whether these pavements retain their acoustic properties over time and wear and, thus, can be reliably used for noise impact avoidance and abatement. KW - Air voids KW - Asphalt pavements KW - Measurement KW - Open graded aggregates KW - Permeable pavements KW - Rolling contact KW - Sound intensity KW - Sound level KW - Texas KW - Traffic noise KW - Traffic Noise Model UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5185_2.pdf UR - https://trid.trb.org/view/815075 ER - TY - RPRT AN - 01055110 AU - Zimmerman, Carol AU - Bolton, Patricia AU - Raman, Mala AU - Kell, Todd AU - Unholz, Stacy AU - Bausher, Chris AU - Battelle AU - Federal Highway Administration AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Communicating with the Public Using ATIS During Disasters: A Guide for Practitioners PY - 2007/04 SP - 36p AB - Advanced Traveler Information Systems, ATIS, can play an important role in communicating essential information to the public during disasters. Variable message signs, 511 telephone systems, highway advisory radio, and websites are some of the dissemination devices of systems that collect, process, and disseminate information about travel conditions to the public for day-to-day transportation operations, and these same systems need to be effectively used during disaster situations. This document provides advice on use of ATIS during disasters and is intended not only for state and local transportation agencies but for their partners in public safety and emergency management agencies. It offers practical guidance to managers of transportation management centers and emergency operations and to public information officers who may be called on to staff joint information centers during disasters. The document discusses what we know about human behavior in disaster situations based on findings from several decades of research. That perspective can help in maximizing the effectiveness of traveler information communications. The current use of traveler information in managing normal incidents and planned special events is examined as a starting point for gauging the processes and technologies that are in place today. Five case studies of actual disasters in Georgia, California, Nevada, Utah, and Washington State show the role that traveler information has played in current practice and provide lessons for others. A concept of operations is presented that characterizes the flow of information among the people, organizations, and technologies comprising traveler information dissemination during disasters. To maximize the benefit of ATIS as a tool for communicating with the public during disasters, a local strategy should be developed. A toolkit for organizing and conducting a strategy workshop is provided in this document as a starting point. A workshop that encompasses all the key stakeholders can acquaint them with currently available ATIS assets, potential future enhancements, and each agency’s role in ensuring that ATIS is an important tool for helping the public when disaster strikes. KW - 511 (National Travel Information Number) KW - Advanced traveler information systems KW - California KW - Case studies KW - Communication KW - Disasters and emergency operations KW - Emergency communication systems KW - Georgia KW - Highway advisory radio KW - Information dissemination KW - Intelligent transportation systems KW - Lessons learned KW - Nevada KW - State of the practice KW - Strategic planning KW - Toolkits KW - Traffic control centers KW - Utah KW - Variable message signs KW - Washington (State) KW - Websites (Information retrieval) UR - http://www.ops.fhwa.dot.gov/publications/atis/index.htm UR - http://ntl.bts.gov/lib/38000/38800/38806/atis_guidance.pdf UR - https://trid.trb.org/view/814695 ER - TY - RPRT AN - 01055097 AU - Chan, Cesar AU - Hover, Kenneth C AU - Folliard, Kevin J AU - Hance, Randall M AU - Trejo, David AU - University of Texas, Austin AU - Federal Highway Administration TI - Durability of Segmental Retaining Wall Blocks: Final Report PY - 2007/04//Final Report SP - 271p AB - Segmental retaining wall (SRW) systems are commonly and successfully used in a range of applications, including highway projects. Their popularity can be attributed to a combination of reduced construction costs, versatility, aesthetic appearance, ease of installation, and an increasing number of proprietary designs available in the market. Despite these inherent advantages, there have been some reported problems with durability of SRW blocks in cold climates. The deterioration of some SRW installations in State highway agency (SHA) applications has resulted in concern over the long-term performance of SRW systems and has led to stricter specifications and, in some cases, restrictions on future use of SRW systems. In response to these concerns, a Federal Highway Administration (FHWA)-funded research project was initiated to determine the cause and extent of SRW block distress, to identify and recommend test methods for improving durability of SRW systems, and to recommend specifications for SHAs to ensure long-term durability and performance of SRW systems in highway applications. This report summarizes the key findings of this project and provides guidance on producing durable SRW blocks to ensure long-term performance of SRW systems in highway applications. KW - Concrete blocks KW - Freeze thaw durability KW - Performance KW - Retaining walls KW - Segmental retaining walls KW - Specifications UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/07021/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/07021/07021.pdf UR - https://trid.trb.org/view/814703 ER - TY - RPRT AN - 01055093 AU - Larson, Kyle H AU - Peterman, Robert J AU - Esmaeily, Asad AU - Kansas State University, Manhattan AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Evaluating the Time-Dependent Deformation and Bond Characteristics of a Self Consolidating Concrete Mix and the Implications for Pretensioned Bridge Applications PY - 2007/04//Final Report SP - 252p AB - Results of an extensive experimental program conducted to determine the material, bond characteristics, and time-dependent deformations of a proposed self-consolidating concrete (SCC) mixture for bridge girders are presented. This research program was completed in three phases. The first phase consisted of 15 full-scale, pretensioned SCC flexural specimens tested to evaluate their transfer and development lengths. These specimens included both single-strand and multiple-strand beams, as well as specimens designed to evaluate the so-called “top-strand” effect. The top-strand specimens, with more than 20 in. of concrete below the strand, were tested to evaluate the current American Association of State Highway and Transportation Officials (AASHTO) requirement of a 30% increase in the development length when the concrete below the strand is more than 12 in. Strand end-slip measurements, used to estimate transfer lengths, indicated the proposed SCC mixture meets American Concrete Institute (ACI) and AASHTO requirements. In addition, flexural tests confirmed the proposed SCC mixture also meets current code requirements for development length. The second phase was to evaluate the elastic shortening, creep, and shrinkage properties of the proposed SCC mixture for bridge girders. Four bridge girders with an inverted-T profile were used to measure these time-dependent deformations. In two of the specimens, the strands were tensioned to 75% of the ultimate tensile strength, simulating a girder at service. Strands of the other two specimens were left untensioned to evaluate shrinkage effect of the concrete alone. The shrinkage was then subtracted from the fully tensioned specimens and elastic shortening and creep were isolated after relaxation losses were calculated from code expressions. In addition, the fully tensioned specimens were used to determine transfer lengths of the prestressing strand. The final phase of the program was to record strain measurements of the actual bridge girders used in the field. Elastic shortening, creep, and shrinkage prestress losses of the proposed SCC mixture were compared with current design equations. Instrumentation of seven pretensioned girders in a five-span bridge located in Cowley County, Kansas, was used to measure time-dependent deformations. Three of these girders utilized SCC, while the other four were cast with conventional concrete. KW - Bonding KW - Creep KW - Deformation KW - Development length KW - Field tests KW - Girders KW - Laboratory tests KW - Prestress loss KW - Prestressing strands KW - Self compacting concrete KW - Shrinkage KW - Strain measurement KW - Transfer length UR - http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003744904 UR - http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003744910 UR - http://ntl.bts.gov/lib/55000/55700/55787/FHWA-KS-07-1.PDF UR - http://ntl.bts.gov/lib/55000/55700/55788/FHWA-KS-07-1-PART2.PDF UR - https://trid.trb.org/view/814732 ER - TY - RPRT AN - 01054759 AU - O'Connor, James T AU - Caldas, Carlos H AU - Chou, Chien-Cheng AU - Stroka, Adam AU - Goldman, Grant K AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effectiveness of the Combined Transportation and Utility Construction Strategy PY - 2007/04//Technical Report SP - 198p AB - Because more and more highway projects are located in congested metro settings, more projects require adjacent utilities be adjusted to make room for new or expanded highway facilities. The adjustment of utilities prior to highway construction is a challenging operation from many perspectives. Because of its complexity, managing utility adjustment is fraught with risk and uncertainty. One major strategic approach that has emerged over the past 15 years is to combine utility adjustment work with the highway contractor’s scope of work. Because it allows for better coordination between involved parties, this approach theoretically eliminates or reduces some of the associated complications and risks and is referred to in this research as the Combined Transportation and Utility Construction (CTUC) approach. Given the complications of the issues involved, there is a significant need for a decision support tool to provide guidance to the Texas Department of Transportation (TxDOT) and utility decision makers as to when the CTUC approach should be applied. This research aims to document CTUC advantages-disadvantages trade-offs, to better understand those project circumstances with which the benefits of CTUC can be leveraged, and to provide a decision support tool to assist both TxDOT and utility decision makers in identifying significant issues to be addressed for a given utility adjustment. Related topics such as how CTUC affects the actual project performance are also addressed. KW - Contractors KW - Coordination KW - Decision support systems KW - Public utilities KW - Road construction KW - Urban areas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4997_1.pdf UR - https://trid.trb.org/view/813913 ER - TY - RPRT AN - 01054756 AU - Helwig, Todd AU - Yura, Joseph AU - Herman, Reagan AU - Williamson, Eric B AU - Li, Dawei AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Guidelines for Steel Trapezoidal Box Girder Systems PY - 2007/04//Technical Report SP - 84p AB - The frequency of use of steel box girders has increased in the state of Texas and throughout the United States over the past 10 years. Some of the advantages of the structural shape that have led to the increased utilization include improved aesthetic, maintenance, and structural benefits. Geometric continuity is achieved since the trapezoidal shape of the steel girders match the prestressed concrete U-beams that are frequently used in Texas. The smooth shapes of the girders also provide a sleek appearance. In addition, since the girders are closed they tend to remain dry and there are fewer places for debris and other corrosion causing agents to collect. However, the primary advantage of box girders is the large torsional stiffness that makes the girders ideal for use in curved interchanges for which the bridge geometry can lead to large torques. The torsional stiffness of a box section is generally in the range of 100 to more than 1000 times larger than that of a comparable I-shaped section. While the large torsional stiffness has led to increased use in curved girder applications, there also have been a number of applications in which the girders have been used in straight bridge applications to match adjacent prestressed concrete U-beams. In these cases, straight steel box girders are used in regions where the clear span requirements preclude the use of the concrete U-beams. KW - Aesthetics KW - Box girders KW - Curved trapezoidal girders KW - Design KW - Guidelines KW - Steel KW - Torsional stiffness KW - Trapezoidal girders UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4307_1.pdf UR - https://trid.trb.org/view/813911 ER - TY - RPRT AN - 01053633 AU - Rajagopal, Arudi AU - Crago, Dan AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - A Comparative Evaluation of CoreLok Device in Determining Reliable Bulk Specific Gravity and Maximum Specific Gravity Test Results PY - 2007/04//Final Report SP - 93p AB - This study was initiated to systematically compare the specific gravity values of laboratory compacted Hot Mix Asphalt (HMA) mixtures using American Association of State Highway and Transportation Officials (AASHTO) and vacuum sealing procedure (using CoreLok device). In this comparative evaluation program, a series of bulk and maximum specific gravity tests were conducted using CoreLok as well as AASHTO procedures on laboratory compacted HMA mixtures. The asphalt mixtures, aggregate types and compaction levels selected to prepare the samples truly represented Ohio's materials and construction practices. A thorough statistical analysis of the data was conducted. The test results revealed that the maximum specific gravity (G sub mm) values obtained by both the test procedures (CoreLok and AASHTO) are statistically similar at a confidence interval of 95%. The bulk specific gravity (G sub mb) values obtained using the CoreLok test procedure are always lower than the AASHTO G sub mb values and the difference is statistically significant. It was also noted that, the difference in G sub mb values between the two procedures is statistically significant regardless of the type of mix, type of aggregate and compaction level. Air voids values estimated using the CoreLok device are always greater than corresponding AASHTO values. In general, the difference in air voids is 1-2% with a maximum of 4.5% for a gap graded mix. The difference in air void content obtained from the two procedures is statistically significant at 95% confidence interval. There could be potential advantages in specifying this device in terms of reduced testing time. If the Ohio Department of Transportation intends on using the CoreLok, it is recommended not to change its current specification which is based on historical data and instead use an appropriate correlation factor to relate the CoreLok and AASHTO values. KW - Air voids KW - American Association of State Highway and Transportation Officials KW - Asphalt mixtures KW - Compaction KW - Confidence intervals KW - Corelok device KW - Hot mix asphalt KW - Maximum specific gravity KW - Ohio KW - Specific gravity KW - Statistical analysis KW - Test procedures KW - Testing KW - Testing equipment UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/2064 UR - http://ntl.bts.gov/lib/55000/55800/55829/FHWA-OH-2007-07.PDF UR - http://ntl.bts.gov/lib/55000/55800/55830/FHWA-OH-2007-07_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/811457 ER - TY - RPRT AN - 01053615 AU - Briaud, Jean-Louis AU - Chen, Hamn-Ching AU - Chang, Kuang-An AU - Chung, Young-An AU - Park, Namgyu AU - Wang, Wei AU - Yeh, Po-Hung AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Establish Guidance for Soils Properties―Based Prediction of Meander Migration Rate PY - 2007/04//Technical Report SP - 338p AB - Meander migration costs the Texas Department of Transportation (TxDOT) millions of dollars to protect affected bridges and highway embankments, as illustrated by the case histories accumulated by this research team in phase 1 of this work. These histories include the SH 105 bridge over the Brazos River, the US 90 bridge over the Nueces River, the SH 105 bridge over the Trinity River, the US 59 bridge over the Guadalupe River, and the SH 80 bridge over the Guadalupe River. One recent meander migration threat (FM 787 at the Trinity River) required a $300,000 emergency countermeasure and a $5.6 million replacement bridge. Several solutions for predicting the movement of meanders have been proposed in the past. This report shows these solutions to be unreliable. The solution outlined in this report considers soil erodibility as an independent parameter influencing meander migration. Other conventional parameters such as flow velocity, meander radius of curvature, river width, and others are part of the proposed solution. Through a combination of well-instrumented large-scale flume tests, quality numerical simulations, and fundamental laboratory erosion tests, a simple and reliable solution is developed. KW - Bridges KW - Costs KW - Embankments KW - Erosion KW - Laboratory tests KW - Meander migration KW - Meanders KW - Sediment transport KW - Soil properties KW - Texas UR - http://tti.tamu.edu/documents/0-4378-1.pdf UR - https://trid.trb.org/view/811764 ER - TY - RPRT AN - 01053614 AU - Liu, Zihong AU - Majumdar, Parsun K AU - Cousins, Tommy AU - Lesko, John J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Development and Evaluation of an Adhesively Bonded Panel-to-Panel Joint for a Fiber-Reinforced Polymer Bridge Deck System PY - 2007/04//Final Contract Report SP - 26p AB - A fiber-reinforced polymer (FRP) composite cellular deck system was used to rehabilitate a historical cast iron thru-truss structure (Hawthorne Street Bridge in Covington, Virginia). The most important characteristic of this application is reduction in self-weight, which raises the live load-carrying capacity of the bridge by replacing the existing concrete deck with an FRP deck. This bridge is designed to an HL-93 load and has a 75-ft clear span with a roadway width of 22 ft. The panel-to-panel connections were accomplished using full width, adhesively (structural urethane adhesive) bonded tongue and groove splices with scarfed edges. To ensure proper construction, serviceability, and strength of the splice, a full-scale two-bay section of the bridge with three adhesively bonded panel-to-panel connections was constructed and tested in the Structures Laboratory at Virginia Tech. Test results showed that no crack initiated in the joints under service load and no significant change in stiffness or strength of the joint occurred after 3,000,000 cycles of fatigue loading. The proposed adhesive bonding technique was installed in the bridge in August 2006. KW - Adhesion KW - Bridge decks KW - Concrete KW - Construction KW - Cracking KW - Fiber reinforced plastics KW - Live loads KW - Rehabilitation (Maintenance) KW - Serviceability KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-cr14.pdf UR - https://trid.trb.org/view/811472 ER - TY - RPRT AN - 01053606 AU - Jennings, S R AU - Goering, J D AU - Blicker, P S AU - Montana State University, Bozeman AU - Montana Department of Transportation AU - Federal Highway Administration TI - Evaluation of Organic Matter Compost Addition and Incorporation on Steep Cut Slopes, Phase II: Test Plot Construction and Performance Monitoring PY - 2007/04//Phase II Final Report SP - 100p AB - Erosion of steep highway cut slopes in Montana is often times the consequence of poor vegetation development in nutrient-poor growth media resulting from highway construction where topsoil cannot physically be replaced due to slope steepness. Topsoil is often locally unavailable. The overall research objectives for this project were to: (1) Reduce sediment yield and erosion from steep highway cut slopes through amendment with compost; (2) Enhance vegetation establishment on steep highway cut slopes through amendment with compost; (3) Develop amendment rates, application protocols and techniques for compost addition and incorporation on steep highway cut slopes; (4) Implement, monitor and evaluate test plots on steep highway cut slopes; and (5) Communicate, report and provide technology transfer of the research findings. The subject of this report is performance monitoring of research plots during the 2004-2006 period. KW - Compost KW - Embankments KW - Montana KW - Organic materials KW - Performance monitoring KW - Road construction KW - Slope steepness KW - Slopes KW - Technology transfer KW - Topsoil UR - http://www.mdt.mt.gov/research/projects/env/organic_matter.shtml UR - http://ntl.bts.gov/lib/37000/37900/37986/final_report1.pdf UR - https://trid.trb.org/view/810962 ER - TY - RPRT AN - 01053584 AU - Wu, Shin AU - Sargand, Shad AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Use of Dynamic Cone Penetrometer in Subgrade and Base Acceptance PY - 2007/04//Final Technical Report SP - 120p AB - The Dynamic Cone Penetrometer (DCP) is a simple device for measuring the stiffness of unbound materials. The DCP works by driving a steel rod into bases and soil with a preset amount of energy; the stiffness of unbound materials at different depths can be measured by continuously monitoring the rate of penetration, yielding a stiffness profile. With its ability to collect and analyze date quickly and easily, the DCP compares favorably with other devices used to evaluate an in-situ base and subgrade during construction. The DCP is also the only device available today that can evaluate subgrade quality in all three dimensions. Most highway agencies accept unbound materials in base and subgrade based on density tests. But density is not a measurement of the strength (stiffness) of these materials. Field data collected in this study indicated that accepting the subgrade based on density tests did not guarantee the strength met design requirements. Accepting the base and subgrade based on density is thus one of the weak links in the process of designing and constructing pavement. During the 2003 and 2004 construction seasons, the Ohio Research Institute for Transportation and the Environment (ORITE) collected DCP data from 10 road projects in Ohio. Experience from this study proves that the DCP is a viable alternative device to evaluate in-situ base and subgrade materials during construction. Data collected shows that engineers can use the DCP to quantify the construction quality of the as-built materials. Based on this study, ORITE concludes that adopting DCP testing in unbound material acceptance specifications can greatly improve the monitoring of final product quality and thus enhance pavement performance. This report describes the ORITE study. The report also provides a construction site DCP testing procedure and proposes a set of DCP unbound material acceptance criteria and standards. KW - Acceptance tests KW - Base course (Pavements) KW - Cone penetrometers KW - Data collection KW - Density KW - Materials KW - Ohio KW - Pavement performance KW - Road construction KW - Stiffness KW - Subgrade (Pavements) UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/2062 UR - http://ntl.bts.gov/lib/55000/55800/55820/FHWA-OH-2007-01.PDF UR - http://ntl.bts.gov/lib/55000/55800/55821/FHWA-OH-2007-01_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/811459 ER - TY - RPRT AN - 01053580 AU - Al-eis, Khader Abu AU - LaBarca, Irene K AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of the URETEK Method® of Pavement Lifting PY - 2007/04//Final Report SP - 30p AB - Several methods exist for the correction of differential settlement of concrete pavement, such as slab jacking, HMA overlay, and slab replacement. The Wisconsin Department of Transportation (WisDOT) elected to investigate The URETEK Method® of pavement lifting to adjust the elevation of concrete pavement bridge approach slabs. A five-year project was initiated in coordination with WisDOT’s Southwest Region to monitor the functionality of The URETEK Method® and the stability of the slabs after pavement lifting at two test sites. Field surveys were conducted for five and one-half years after construction to monitor slab settlement and crack growth. The URETEK Method® construction process took longer than anticipated and used two to five times more material than initially estimated by the contractor. Cost of the process was based on the quantity of material used, and therefore The URETEK Method® was less cost effective than initially predicted. Pavement ride quality was improved at both test sites. Hairline cracks developed in the approach slabs after six months, and slight slab settlement was noted during informal ride quality surveys. However, ride quality remained at a comfortable level. Continued monitoring is warranted to determine if the hairline cracks result in a decrease in pavement service life. KW - Bridge approaches KW - Concrete pavements KW - Construction KW - Costs KW - Cracking KW - Pavement lifting KW - Polyurethane foams KW - Ride quality KW - Service life KW - Slab jacking KW - URETEK KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-02-07uretekmethod1.pdf UR - https://trid.trb.org/view/811717 ER - TY - RPRT AN - 01053568 AU - Anderson, Keith W AU - Pierce, Linda M AU - Uhlmeyer, Jeffrey S AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - URETEK Stitch-In-Time® PY - 2007/04//Final Report SP - 71p AB - A section of portland cement concrete (PCC) pavement on Interstate 5 near Tacoma was the site of an experimental installation of the URETEK® Method of undersealing and the URETEK® Process called Stitch-In-Time for restoring load transfer to PCC pavements. After six years, the average load transfer efficiency of the 15 movable Stitch-In-Time joints, called accumulator joints, is 38%. In contrast, the average load transfer efficiency of the dowel bar retrofit joints installed at the same time is 82%. The URETEK undersealing method is doing an excellent job of supporting all of the panels in the experimental section. However, there is considerable cracking and spalling in the locked joints that are located between accumulator joints indicating areas of high stress concentration. The Stitch-In-Time Process is not recommended as a viable method to restore load transfer in PCC pavements. KW - Concrete pavements KW - Cracking KW - Load transfer KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Retrofitting KW - Spalling KW - Tacoma (Washington) KW - Tie bars KW - Undersealing KW - URETEK UR - http://www.wsdot.wa.gov/research/reports/fullreports/674.1.pdf UR - https://trid.trb.org/view/811686 ER - TY - RPRT AN - 01053561 AU - Hughes, Charles S AU - McGhee, Kevin K AU - Maupin, G W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - The Next Step Toward End-Result Specifications for Hot-Mix Asphalt Materials and Construction PY - 2007/04//Final Report SP - 52p AB - In 2000, the Virginia Department of Transportation’s (VDOT) Chief Engineer asked the Virginia Transportation Research Council to develop a vision of how and when VDOT would have a working end-result specification for hot-mix asphalt. The response to that question was that it would take several years and many steps to achieve. This report discusses the next step in that ongoing effort, which includes the development and simulated application of two statistical quality assurance (SQA) special provisions, one for asphalt concrete material and the other for asphalt concrete pavement. The criteria for these prototype SQA provisions included the application of standard national terminology and approach, a firm basis in existing VDOT specifications, and quality characteristics that represent the best practical performance measures. This report describes the outcome of a “shadow” application of the proposed SQA specifications to a subset of Virginia’s annual maintenance-resurfacing projects. Although the involved production and placement activities were not subject to the requirements of the SQA specifications, the sampling and testing were designed to represent what would have been required had the special provisions been in effect. The study further determined the likely acceptance outcome for each shadow project and explored future modifications to specification limits and pay adjustment criteria. The most desirable benefit from effective end-result specifications stems from the ability to rededicate available inspection to those key production and placement processes (e.g., joint tacking and surface preparation) that cannot be measured upon delivery to the owner/agency. A less desirable, but more tangible, financial benefit results when these specifications permit a reduction in the overall inspection force. One conservative estimate suggests that VDOT could save more than $2 million per year in inspector salaries through an end-result specification for acceptance of hot-mix asphalt pavements. KW - Asphalt concrete KW - Asphalt concrete pavements KW - Disincentives KW - End result specifications KW - Hot mix asphalt KW - Incentives KW - Pay factors KW - Percent within limits KW - Performance measurement KW - Quality assurance KW - Resurfacing KW - Road construction KW - Sampling KW - Specifications KW - Testing KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r26.pdf UR - http://ntl.bts.gov/lib/37000/37300/37387/07-r26.pdf UR - https://trid.trb.org/view/810935 ER - TY - RPRT AN - 01053558 AU - Miller, John S AU - Thorn, Barclay F AU - Beaton, Jason S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Update on Status of Proposed TransDominion Express (TDX) Passenger Rail Service PY - 2007/04//Final Report SP - 51p AB - The Virginia General Assembly’s House Budget Bill for the 2006–2008 biennium directed the Virginia Department of Rail and Public Transportation (DRPT) to update the status of a proposed passenger rail service, called the TransDominion Express (TDX), between Bristol, Richmond, and Washington, DC. Although TDX has been studied five times prior to this report during the past 10 years, ridership estimates have varied substantially, from as small as 26,000 to as large as 500,000. Findings from this study are that the capital cost for infrastructure to support full service between Bristol, Richmond, and Washington, DC, is estimated at approximately $206 million (in 2010 dollars). The annual operating cost for full service is estimated at $19 million (in 2010 dollars), presuming two round-trip visits to all stations. The annual ridership is estimated at 14,000 to 58,000. Based on the estimated ridership levels, annual revenue is projected to be between $0.4 million and $1.8 million in 2010 dollars. Based on the estimated annual operating cost of $19 million, an annual subsidy of between $17.2 million and $18.6 million will be required. However, estimated ridership varies by station location: e.g., it is estimated that 70% of TDX ridership would occur at stations between Lynchburg and Alexandria inclusive. Although each additional station might add riders, some stations would add more riders than others. These findings are tempered by the fact that any travel demand forecasts for TDX rely on 18 assumptions that are documented in Table 9 of this report. For example, this report assumes that a schedule identified in 2001 as feasible will remain feasible as two external circumstances affecting the feasibility of TDX evolve: the Heartland Corridor Double-Stack Initiative and the I-81 Rail Corridor Study, both of which may improve or adversely affect passenger operations. Other assumptions pertaining to the sensitivity of passenger travel demand to other factors, such as food service, seat comfort, and the accessibility of the station, are also noted in the report. KW - Accessibility KW - Alexandria (Virginia) KW - Bristol (Virginia) KW - Capital costs KW - Food service KW - Lynchburg (Virginia) KW - Passenger service KW - Railroad stations KW - Railroad transportation KW - Richmond (Virginia) KW - Ridership KW - TransDominion Express KW - Travel demand KW - Washington (District of Columbia) UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r23.pdf UR - http://ntl.bts.gov/lib/37000/37300/37385/07-r23.pdf UR - https://trid.trb.org/view/810936 ER - TY - SER AN - 01052339 JO - TechBrief PB - Federal Highway Administration TI - Pedestrian and Bicyclist Intersection Safety Indices PY - 2007/04 IS - FHWA-HRT-06-129 SP - 4p AB - The Pedestrian and Bicycle Intersection Safety Indices (Ped ISI and Bike ISI) are a set of models that enable users to identify intersection crossings and intersection approach legs that should be the greatest priority for undergoing indepth pedestrian and bicycle safety assessment. This TechBrief summarizes the final report which had the development of these indices as its primary objective. KW - Bicycle crossings KW - Bicycle safety KW - Crosswalks KW - Evaluation and assessment KW - Intersections KW - Pedestrian safety KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/06129/index.cfm UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/06129/index.cfm UR - https://trid.trb.org/view/811633 ER - TY - RPRT AN - 01052325 AU - Anderson, Keith W AU - Uhlmeyer, Jeffrey S AU - Pierce, Linda M AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Performance of a Portland Cement Concrete Pavement with Longitudinal Tined, Transverse Tined, and Carpet Drag Finish PY - 2007/04//Post Construction Report SP - 47p AB - This report describes the construction of a portland cement concrete pavement built with three finishing methods; carpet drag, longitudinal tining, and transverse tining. The three finishing methods are compared for their ability to resist the wear from studded tires. Ride and friction resistance are also monitored and reported over the five year evaluation period. KW - Carpet drag KW - Concrete finishing KW - Concrete pavements KW - Durability KW - Friction KW - Pavement grooving KW - Paving KW - Ride quality KW - Studded tires KW - Wear UR - http://www.wsdot.wa.gov/research/reports/fullreports/666.1.pdf UR - https://trid.trb.org/view/811484 ER - TY - RPRT AN - 01049667 AU - Strathman, James G AU - Kimpel, Thomas J AU - Leistner, Paul AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Oregon DMV Driver Improvement Program PY - 2007/04//Final Report SP - 122p AB - This report provides an evaluation of the Oregon Department of Transportation-Driver and Motor Vehicle (DMV) Services Driver Improvement Program (DIP), which was substantially changed in 2002. Prior to 2002, the DIP was organized around four progressive steps involving advisory letters, warning letters, probation, and suspension. The current program is organized around two steps: restriction and suspension. The timeline to the steps in the current program have also been shortened. To evaluate the current program, driver records of persons suspended between January and July of 2004 were examined in relation to a sample of Oregon’s driving population. The incidence of crashes and traffic offense convictions of DIP subjects in the 18-month period prior to suspension was compared to the incidence of these events among the driving population. A similar comparison was also made for the 18-month period following suspension. A substantial reduction in the relative incidence of crashes and convictions among DIP subjects following suspension was observed. This finding is subject to the effects of regression-to-the-mean. An approximation of regression-to-the-mean effects was made based on prior evaluations of Oregon’s DIP that employed a true experimental design. A regression analysis was also undertaken using driver record information from the period prior to suspension to estimate the likelihood of post-suspension crash and traffic offense conviction involvement. The estimated likelihood of post-suspension crash involvement was significantly affected by the frequency of pre-suspension crashes, but not by the frequency of pre-suspension convictions. Conversely, the estimated likelihood of postsuspension convictions was significantly affected by the frequency of pre-suspension convictions, but not by the frequency of pre-suspension crashes. Two changes in the DIP are suggested in the concluding section of the report. The first change involves re-instituting warning letters, given their demonstrated cost effectiveness in the driver improvement literature. The second change involves the assignment of greater weight to crashes in triggering license actions, based on the regression findings. KW - Before and after studies KW - Driver improvement programs KW - Driver licensing restrictions KW - Driver records KW - Oregon KW - Regression analysis KW - Suspensions KW - Traffic conviction KW - Traffic crashes KW - Warnings (Police operations) UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DMVDriver.pdf UR - http://ntl.bts.gov/lib/40000/40500/40522/DMVDriver.pdf UR - https://trid.trb.org/view/809181 ER - TY - RPRT AN - 01049664 AU - Diefenderfer, Stacey D AU - McGhee, Kevin K AU - Donaldson, Bridget M AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Installation of Warm Mix Asphalt Projects in Virginia PY - 2007/04//Final Report SP - 34p AB - Several processes have been developed to reduce the mixing and compaction temperatures of hot mix asphalt (HMA) without sacrificing the quality of the resulting pavement. The purpose of this study was to evaluate the installation of warm mix asphalt (WMA) to compile experiences and offer recommendations for future use. Three trial sections were installed using warm mix technologies between August and November of 2006. Two used the Sasobit technology, and the third employed the Evotherm technology. This report discusses the material makeup of these technologies and documents the production and placement of the three trial sections. The results of this study and further studies can serve as a basis for decision making by the Virginia Department of Transportation (VDOT) regarding the use of WMA technology. Trial sections were initiated through cooperative efforts by the Virginia Transportation Research Council; VDOT districts, residencies, and area headquarters; and participating contractors. Construction used typical mixture designs and practices so that performance under typical construction conditions could be evaluated. General experiences and processes used during construction were documented, and samples were taken for laboratory characterization. Density measurements and cores were taken at each site to determine the initial pavement properties. At the Evotherm installation, asphalt fume sampling was conducted by VDOT’s Employee Safety and Health Division to evaluate differences in worker exposure between HMA and WMA pavement laydown operations. The study showed that WMA can be successfully placed using conventional HMA paving practices and procedures with only minor modifications to account for the reduction in temperature. The evaluated technologies affected mixture properties in slightly different ways such as changes in tensile strength ratios and variability in air voids. Additional monitoring of constructed sections was recommended to evaluate long-term performance. Inclusion of WMA technology as an option for paving operations provides potential benefits to VDOT and the contracting community. Theoretically, these technologies could extend the asphalt paving season into cooler weather, allowing for better optimization of paving resources. The technologies also allow the construction of asphalt pavements at lower temperatures, resulting in reduced cooling time before the pavement is opened to traffic. Lower production temperatures may also increase mixture durability by reducing production aging of the mix. Benefits to contractors may include the ability to increase hauling distances between the plant and project, reduced plant emissions resulting in improved air quality, and cost savings because of reduced energy costs. Because of the experimental nature of this study, no cost savings data are yet available to justify or refute the use of WMA technologies. KW - Air quality KW - Air voids KW - Asphalt pavements KW - Benefits KW - Cost effectiveness KW - Durability KW - Field tests KW - Fumes KW - Health hazards KW - Hot mix asphalt KW - Laboratory tests KW - Occupational safety KW - Road construction KW - Technology assessment KW - Tensile strength KW - Test sections KW - Virginia KW - Warm mix paving mixtures UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-r25.pdf UR - http://ntl.bts.gov/lib/37000/37300/37386/07-r25.pdf UR - https://trid.trb.org/view/809209 ER - TY - RPRT AN - 01049426 AU - Liu, Richard AU - Zhang, Zhibin AU - Zhong, Rui AU - Chen, Xuemin AU - Li, Jing AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Nanotechnology Synthesis Study: Research Report PY - 2007/04//Technical Report SP - 122p AB - In this project, the authors investigated the potential nanotechnology applications in highway pavements mainly in two different categories: smart materials for pavement construction and sensors for transportation and pavement infrastructure condition monitoring. The smart materials are applicable to pavement construction including concrete, asphalt, aggregates, and pavement marking materials; and the sensors, including temperature sensor, strain sensor, pressure sensor, accelerometer, and moisture sensor, now form a reliable, accurate, low-cost network and are suitable for transportation and pavement infrastructure condition monitoring. Radio frequency (RF) microelectronic monitoring system (MEMS) technology is an advanced and innovative MEMS sensor technology which transmits MEMS sensor data wirelessly at a high speed securely. Ultra-low-cost RF MEMS sensors can be placed in pavements, bridges, and even inside concrete and asphalt in large quantities to form a local RF MEMS sensor network for different pavement infrastructure monitoring purposes. Nanomaterials are very attractive to the Texas Department of Transportation (TxDOT). Though nanomaterials are still in the research and development stages and are not cost effective for implementation at this time, nano-based sensors are getting mature and can be used in TxDOT for monitoring and other applications. In order to demonstrate the applications of nanotechnology in transportation systems, a fully functional smart stop sign is developed and tested. This smart stop sign is able to detect any malfunction including direction change, fall down, or tilt and report wirelessly to the TxDOT office using nanosensors and MEMS radio technology. KW - Condition monitoring KW - Microelectronic materials KW - Nanostructured materials KW - Pavements KW - Radio frequency KW - Sensors KW - Smart materials UR - https://trid.trb.org/view/809049 ER - TY - RPRT AN - 01049425 AU - Brydia, Robert E AU - Schneider, William H AU - Mattingly, Stephen P AU - Sattler, Melanie L AU - Upayokin, Auttawit AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Operations-Oriented Performance Measures for Freeway Management Systems: Year 1 Report PY - 2007/04//Technical Report SP - 100p AB - This report describes the year 1 activities on the project titled “Using Operations-Oriented Performance Measures to Support Freeway Management Systems.” Work activities included a comprehensive statewide survey on the use of performance measurement, as well as the initial recommendation on both operations and emissions-oriented performance measures to use in support of daily operations. KW - Air quality KW - Exhaust gases KW - Freeway management systems KW - Freeway operations KW - Performance measurement KW - Pollutants KW - Surveys UR - http://tti.tamu.edu/documents/0-5292-1.pdf UR - https://trid.trb.org/view/809035 ER - TY - RPRT AN - 01049424 AU - Jung, Youn su AU - Zollinger, Dan G AU - Tayabji, Shiraz D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Best Practices of Concrete Pavement Transition Design and Construction PY - 2007/04//Technical Report SP - 92p AB - This project involves most types of transitions that consist of a variety of joint combinations and slab configurations. In many instances, the performance of the transition areas may become the focal area for maintenance due to improper design or construction that otherwise could have been avoided. Districts regularly designing and constructing concrete pavements have developed standards and practices for some transitions and have learned from experience what the best practices are. However, these practices are not yet established for districts interested in building more concrete pavements. In this regard, information is needed to address the different types of issues that arise in everyday design that in many cases depend on the support conditions, slab geometries, aggregate type, weather, and the traffic levels expected over the service life. This project conducted a survey of Texas Department of Transportation (TxDOT) and other state highway association (SHA) practices and identified the best practices toward incorporating them into guidelines for design and construction of transition areas that will enable TxDOT engineers and designers to avoid the inappropriate practices. The types of transitions that were addressed in this report covered a variety of concrete pavement combinations. Where possible, observed performances were documented based on survey results of many district practices and the findings of field visits. Based on these findings, improvements of various transition types were suggested to enhance the design standard for different transition types. Guidelines address the design of concrete pavements in transition areas with the joints and related details. The study of specific joint configurations associated with transitions was conducted with respect to stiffness of the joint, potential for permanent deformation, and slab restraint to translational movement at the joint. The 11 most frequently constructed types of concrete pavement transitions are introduced in this paper, and some of them have alternative designs as more options in the design guide. The promising design improvement concepts provide a complete picture of the requirement for the design of a pavement transition for a variety of pavement types and terminal configurations. KW - Best practices KW - Concrete pavements KW - Construction KW - Design KW - Field studies KW - Guidelines KW - Longitudinal joints KW - Pavement joints KW - Pavement transition areas KW - Rutting KW - Stiffness KW - Transverse joints UR - http://tti.tamu.edu/documents/0-5320-1.pdf UR - https://trid.trb.org/view/809030 ER - TY - RPRT AN - 01049422 AU - Lytton, Robert L. AU - Aubeny, Charles P AU - Hong, Gyeong T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pilot Implementation of a New System to Calculate IRI Used for Pavement Design Procedures - Technical Report PY - 2007/04//Technical Report SP - 18p AB - The pilot implementation of the new system to calculate International Roughness Index (IRI) used for pavement design purposes and applied to the design of pavements on expansive clay subgrades was conducted successfully. Six training sessions were conducted in three Districts: three for design engineers and three for laboratory technicians. Three sets of testing equipment were received, set up, calibrated, and made operational in the three district labs. Two computer programs, one for design and the other for the analysis of a pavement cross-section, to determine the expected performance of expansive clay roughness countermeasures were delivered to the three districts. User guides for each of the programs were provided to each of those in attendance. It is recommended that statewide implementation should now proceed to make this capability available to other districts within the state that have pavement performance problems caused by expansive clay roughness. The statewide implementation effort should include the monitoring validation described above, technical support of the computer programs and laboratory testing, additional training sessions in at least six more districts, and involvement of consulting engineers in the training sessions. KW - Calibration KW - Computer program documentation KW - Computer programs KW - Countermeasures KW - Expansive clays KW - Implementation KW - International Roughness Index KW - Laboratory tests KW - Pavement design KW - Pavement performance KW - Pilot studies KW - Subgrade (Pavements) KW - Testing equipment UR - http://tti.tamu.edu/documents/5-4518-01-1.pdf UR - https://trid.trb.org/view/809033 ER - TY - RPRT AN - 01049421 AU - Krugler, Paul E AU - Chang-Albitres, Carlos M AU - Pickett, Kirby W AU - Smith, Roger E AU - Hicks, Illya V AU - Feldman, Richard M AU - Butenko, Sergiy AU - Kang, Dong Hun AU - Guikema, Seth D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Asset Management Literature Review and Potential Applications of Simulation, Optimization, and Decision Analysis Techniques for Right-of-Way and Transportation Planning and Programming PY - 2007/04//Technical Report SP - 126p AB - This report documents the work performed during phase one of Project 0-5534, “Asset Management—Texas Style.” The overall purpose of the research is to develop state-of-the-practice asset management methodologies for the Texas Department of Transportation (TxDOT). These methodologies will support current decision-making processes for allocating funds to the different asset categories managed by TxDOT. During the first year of this project, the specific research focus area was resource allocation decisions regarding advance acquisition of right-of-way and the construction of new highway capacity facilities. Simulation, optimization, and decision analysis methodologies were explored for examining the trade-offs between using funds for these two alternative purposes. KW - Asset management KW - Decision making KW - Fund allocations KW - Literature reviews KW - Optimization KW - Programming (Planning) KW - Property acquisition KW - Right of way (Land) KW - Simulation KW - State of the practice KW - Transportation planning UR - http://tti.tamu.edu/documents/0-5534-1.pdf UR - https://trid.trb.org/view/809020 ER - TY - RPRT AN - 01049420 AU - Hilbrich, Stacy L AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Considerations for Flexible Pavement Widening PY - 2007/04//Technical Report SP - 68p AB - The Texas Department of Transportation (TxDOT) prepared Safety Bond Projects that were to undertake the letting of construction projects for flexible pavement widening on current pavement widths less than 24 ft. Typically, these projects were approximately 20 ft widths, where widening will extend the pavement width to approximately 27 to 28 ft. Few guidelines exist statewide for assisting designers in selecting the appropriate widening technique. Current specifications provide a basic framework for construction performance and compaction; however, there are major pavement related issues that are not addressed. Some of these issues include: meeting density requirements on narrow sections, placing the joint in the wheel path, and not matching pavement sections, which can cause moisture to be trapped in the original structure. To address these considerations and others, this project focused on an extensive literature review and a survey of various district personnel regarding project selection and issues faced during construction of widening projects. This study concluded with a site-specific approach to selection of proper material use and/or re-use, construction technique and traffic control to warrant rapid construction and long-term stability of the widened pavement, which is summarized into a flexible pavement widening guideline. KW - Construction and maintenance personnel KW - Construction management KW - Flexible pavements KW - Guidelines KW - Literature reviews KW - Materials selection KW - Pavement design KW - Pavement widening KW - Rapid construction KW - Specifications KW - Surveys KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-5429-1.pdf UR - https://trid.trb.org/view/809028 ER - TY - RPRT AN - 01049419 AU - Roche, Robert De AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Testing for Compliance to NTCIP Standards PY - 2007/04//Technical Report SP - 494p AB - The objectives of this two-year project are to define a framework for testing conformance to National Transportation Communications for ITS Protocol (NTCIP) standards, identify an approach to describe the extent to which testing is needed, and recommend the appropriate documentation for such testing activities. To meet the objectives, the first year’s report included a summary of past and current efforts by various groups and organizations, a description of available testing tools, and the results of a survey undertaken to understand Texas Department of Transportation’s (TxDOT’s) testing process and needs. These topics were followed by discussions of the steps involved in conformance testing, how NTCIP requirements are specified, current TxDOT testing processes, reporting results, and the mapping of requirements to tests. The first year’s report concluded with an enumerated list of recommendations to establish a testing framework. This second year report looks at the details of testing documentation, provides estimates for developing test procedures for the various NTCIP-conformant field devices, discusses how to apply the procedures to the TxDOT testing processes, and presents an outline for training classes. The main portion of the report concludes with some additional recommendations to establish a testing framework. Appendices address modifications to TxDOT Closed Circuit Television (CCTV) specifications, a template for a TxDOT specification listing CCTV NTCIP requirements, a set of CCTV test procedures, test results reporting, miscellaneous communications test procedures, and a preliminary set of traffic signal controller procedures. KW - Closed circuit television KW - Compliance KW - Intelligent transportation systems KW - NTCIP KW - Recommendations KW - Specifications KW - Standards KW - Test procedures KW - Testing KW - Testing equipment KW - Texas Department of Transportation KW - Traffic signal controllers KW - Training UR - http://tti.tamu.edu/documents/0-5003-2.pdf UR - https://trid.trb.org/view/809031 ER - TY - RPRT AN - 01049398 AU - Trahan, Nicole A AU - Peterson, Curt M AU - University of Northern Colorado, Greeley AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Factors Impacting the Health of Roadside Vegetation PY - 2007/04//Final Report SP - 262p AB - This study provides an ecological impact assessment of factors affecting the health of roadside vegetation in the state of Colorado including potential biotic and abiotic plant stressors and deicer applications. Across eight field sites, an evaluation was completed for foliar injury, physiology by leaf-level gas exchange, salt exposure, long-term drought stress, nutrient availability, pollutant exposure, disease, and insect damage in roadside lodgepole (Pinus contorta) and ponderosa (Pinus ponderosa) pines. These measures were compared with conifers away from the roadside environment in the same location in the winter/spring and summer/ fall of 2004. Additionally, a controlled assessment of the impacts of sand/salt and magnesium chloride deicers on foliar injury and leaf-level gas exchange in saplings of P. ponderosa and P. contorta was performed. Seed germination and viability in response to various commercial deicers was also evaluated in native Colorado plant species. Generally, roadside conifers exhibited significant foliar injury and needle loss compared to their off road counterparts, while roadside plant tissues and soils exhibited elevated levels of sodium, magnesium, and chloride. Injury to the tree crown correlated most strongly with levels of chlorides in older needle foliage (R-squared = 0.696, p < 0.0001). A significant depression of leaf-level photosynthesis rates was observed in roadside trees during the winter deicing season but not during the subsequent growing season. Roadside and off-road trees did not evince any difference in long-term drought stress as demonstrated by pre-dawn leaf tissue water potentials. Colorado roadside soils were relatively nutrient poor, although a concomitant deficiency of nutrients in plant tissues was not observed. Measures of pollutant exposure including nitrous oxides, sulfur dioxides and heavy metals were significantly elevated in roadside tree tissues and soils compared to their off-road counterparts. Overall, nutrient availability and pollutant exposure levels correlated much less strongly with conifer foliar injury than salt exposure. Although evidence of disease and insect, animal, and abiotic damage occurred in Colorado conifers, these phenomena were not serious enough to affect either tree health or physiology. Magnesium chloride deicer, especially when applied to sapling foliage, was far more damaging to conifer saplings than exposure to sand/salt, and led to foliar injury, overall depression in leaf-level photosynthesis rates, and sapling mortality. Exposure to commercial deicers reduced or inhibited native seed germination percentages but not seed viability. Recommendations for future research include: reductions in the use and amount of deicing salt on Colorado highways; the impacts of non-chloride based deicers on roadside vegetation; application feasibility and ameliorative effects of soil additives; removal of needle surface depositions in roadside trees; reducing vegetation deicer exposure by minimizing the deicer splash zone and aerial drift of deicing particulates; and salinity tolerances of other species potentially impacted by deicer applications. KW - Air pollution KW - Colorado KW - Deicing chemicals KW - Drought KW - Ecology KW - Environmental impact analysis KW - Field studies KW - Future research KW - Germination KW - Heavy metals KW - Magnesium chloride KW - Native plants KW - Nitrogen oxides KW - Nutrients KW - Roadside flora KW - Seeds KW - Sodium chloride KW - Sulfur oxides KW - Trees KW - Vegetation UR - http://www.dot.state.co.us/Publications/PDFFiles/vegetation.pdf UR - https://trid.trb.org/view/808927 ER - TY - RPRT AN - 01049395 AU - Pickton, Todd AU - Clements, Janet AU - Felsburg, Robert W AU - BBC Research & Consulting AU - Felsburg Holt & Ullevig AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Statewide Economic Benefits of Transportation Investment PY - 2007/04//Final Report SP - 66p AB - This study evaluates the statewide economic benefits of future transportation investment in Colorado using available data and benefits studies conducted in other states. Objectives of this study are to provide Colorado stakeholders results consistent with their guidance in the Colorado Department of Transportation (CDOT) Economic Benefits of Transportation Research Scoping Study (May 2006) and to identify data needs and other information necessary to perform a future in-depth analysis of benefits by region within the state. This research focuses on the benefits of additional transportation spending above a baseline investment scenario. The scenarios chosen for evaluation represent different levels of investment identified in CDOT’s 2030 Statewide Transportation Plan (2030 Plan). The baseline or “Forecast Revenue” investment scenario represents current revenue projections through 2030. The alternative “Sustain Current Performance” scenario represents an additional investment of $48 billion. This is the level of investment necessary to maintain current transportation system performance levels. Research findings indicate that over the 26-year investment timeframe, the economic benefits of this additional investment amount to $59.6 billion in travel cost savings and additional income for Colorado residents arising from business expansion and attraction benefits. Of the economic benefits the study team was able to quantify, the benefits exceed the required investment by $11.6 billion (2005 constant values). Further, by 2030 this additional investment would reduce the time Colorado residents spend in congestion-related delays by 72% compared to the Forecast Revenue Scenario. Better pavement quality would lower annual per vehicle operating costs by 6% and safety improvements would reduce the number of fatalities on public roadways by 14%. The study team also examined benefits associated with the level of investment identified in the 2030 Plan as the amount necessary to implement the 2030 Transportation Vision of the citizens of Colorado. To incorporate the 2030 Vision into this research, the study team qualitatively evaluated specific improvements within corridors of statewide significance (as identified in the 2030 Plan) to demonstrate the magnitude of potential benefits. The economic benefits quantified in this study represent only a portion of the total benefits of additional investment. Quality of life improvements, new jobs, better access to recreation and other improvements are difficult to quantify but also have positive implications for Colorado. Additionally, benefits of increased investment will continue well beyond 2030 (the end date for this analysis). These benefits were not quantified in this study. KW - Aviation KW - Colorado KW - Economic benefits KW - Highways KW - Investments KW - Public transit KW - Railroads UR - http://www.dot.state.co.us/Publications/PDFFiles/econbenefit2.pdf UR - https://trid.trb.org/view/808929 ER - TY - RPRT AN - 01047592 AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation and Mitigation of Environmental Impacts Prior to Project Selection PY - 2007/04//Final Report SP - 38p AB - This study demonstrates that environmental data collected on a corridor-wide scale is an excellent resource for project-specific planning as well as mitigation planning. The detailed environmental data banks and resource maps that can be created through a corridor approach (CA) provide valuable tools for long-range transportation planning, and expand the Colorado Department of Transportation's (CDOT’s) opportunity to exercise its environmental stewardship roles. The study also indicates that aerial photos provide many advantages when used as a base map and that digital formats are an efficient way to store access data. Finally, the CA provides a convenient framework for setting data collection standards that will improve CDOT’s environmental compliance process. It appears that the tools utilized in this study were outdated by the time the document was finalized. The data can be implemented in a more updated fashion with the newer methods and technologies available today. KW - Aerial photography KW - Colorado Department of Transportation KW - Data banks KW - Data collection KW - Environmental compliance KW - Environmental impacts KW - Environmental protection KW - Environmental stewardship KW - Highway corridors KW - Long range planning KW - Maps KW - Planning UR - http://www.dot.state.co.us/Publications/PDFFiles/environmentalcorridorapproach.pdf UR - https://trid.trb.org/view/807142 ER - TY - ABST AN - 01460599 TI - Research for AASHTO Standing Committee on Highways. Task 197. Development of a Test Method for Optical Sizing and Roundness Determination of Glass Beads Utilized in Traffic Marking AB - This study will develop a standard test method for computerized, optical sizing equipment. We are still attempting with AASHTO staff assistance to identify a consultant willing to undertake the project as presently constituted. If this is not possible, it may be necessary for the submitter of the problem statement to redefine the requirements to match the available funds. KW - Glass beads KW - Marking materials KW - National Cooperative Highway Research Program KW - Optical properties KW - Research projects KW - Test procedures KW - Traffic paint UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1214 UR - https://trid.trb.org/view/1228816 ER - TY - ABST AN - 01460111 TI - Expert Task Group on LTPP Special Activities AB - The Transportation Research Board (TRB) Long-Term Pavement Performance Committee, acting through the National Research Council, will advise the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) on the planning and execution of the Long-Term Pavement Performance (LTPP) studies. The LTPP studies are a set of operational activities consisting of gathering and analyzing data that is being collected on more than 2000 in-service pavements in the United States and Canada. The principal objective of this data collection and analysis is to further the understanding of how and why pavements deteriorate when subjected to traffic loadings and environmental conditions. Data collection and analysis began in 1987 and will continue through 2009. The committee will also prepare reports, including letter reports, containing the committee's evaluations and suggested mechanisms to enhance the utility to the states of the studies' outcomes. KW - Data collection KW - Deterioration KW - Deterioration by environmental action KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Research projects KW - Structural deterioration and defects KW - Traffic loads UR - https://trid.trb.org/view/1228327 ER - TY - ABST AN - 01460110 TI - Expert Task Group on LTPP Traffic Data Collection and Analysis AB - The Transportation Research Board (TRB) Long-Term Pavement Performance Committee, acting through the National Research Council, will advise the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) on the planning and execution of the Long-Term Pavement Performance (LTPP) studies. The LTPP studies are a set of operational activities consisting of gathering and analyzing data that is being collected on more than 2000 in-service pavements in the United States and Canada. The principal objective of this data collection and analysis is to further the understanding of how and why pavements deteriorate when subjected to traffic loadings and environmental conditions. Data collection and analysis began in 1987 and will continue through 2009. The committee will also prepare reports, including letter reports, containing the committee's evaluations and suggested mechanisms to enhance the utility to the states of the studies' outcomes. KW - Data collection KW - Deterioration KW - Deterioration by environmental action KW - Long-Term Bridge Performance Program KW - Pavement performance KW - Research projects KW - Traffic data KW - Traffic loads UR - https://trid.trb.org/view/1228326 ER - TY - RPRT AN - 01099687 AU - Carlson, Thomas J AU - Weiland, Mark A AU - Pacific Northwest National Laboratory AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Dynamic Pile Driving and Pile Driving Underwater Impulsive Sound PY - 2007/03/30/Final Report; Research Report SP - 138p AB - Under contract to the Washington State Department of Transportation, Battelle, Pacific Northwest Division, conducted a re-analysis of dynamic pile driving and impulsive underwater sound data acquired at WA DOT construction projects (Hood Canal Bridge and Friday Harbor Ferry Terminal) to better understand the mechanisms of impulsive sound generation by pile driving in support of efforts to determine the effects of impulsive sound on fish health and behavior. Analysis focused on derivation of statistics from impulsive sound and dynamic pile driving data sets that permitted evaluation of the amount of variability in impulsive sound metrics that might be driven by variability in pile driving mechanics metrics. The energy required to drive a pile at various depths and substrates and an index of the sound energy produced during the pile drives were also compared. These comparisons yielded the conclusion that most of the variability in impulsive sound during driving of a pile can be accounted for by changes the impact hammer operator makes to overcome resistance to increases in pile depth. Thus, it is the operation of an impact hammer in response to changes in substrate, not the substrate itself, that is responsible for changes in impulsive energy metrics during driving of a pile. A recommendation of the study is that any future data acquisition and analysis efforts to improve understanding of linkages between pile driving mechanics and impulsive sound or underwater sound monitoring activities in support of construction activities include hammer stroke data as a basic element of underwater sound data sets. As an element of comparison of data sets to assess the relationship in variability between impulsive sound and pile driving mechanics, the importance of wetted pile length was evaluated. It appears, based on the data sets analyzed for this study, that the wetted length of the pile is not related to impulsive sound metrics such as peak pressure. The lack of relationship between impulsive sound metrics and wetted pile length probably results from the way sound is produced by the pile when it is deformed by a hammer impact. As a consequence, when evaluating the potential for sound generation during project planning it should be assumed that a pile with minimum wetting length may produce impulsive sound levels of the same magnitude as piles with significantly greater wetted length. Environmental factors not evaluated in this study will determine how the generated impulsive sounds propagate. Analysis of the cumulative energy required to drive a pile and an index of the cumulative sound energy produced during driving of a pile revealed a relationship between the diameter of a steel shell pile and the amount of energy transferred to the pile at impact to obtain an incremental increase in pile depth and the amount of sound energy produced per incremental increase in pile depth. It appears, logically so, that the energy required to drive a pile an increment in depth and the sound produced during that process are directly related to pile diameter. This being the case, we recommend that sound mitigation measure development, such as bubble curtains, focus on piles 30 inches or larger in diameter. It is unlikely that sound mitigation measures that would result in reduction of energy transfer to a pile, which will be necessary to reduce sound production, will be acceptable economically for larger piles because of the rapid increase in energy per foot of drive with pile diameter. KW - Bridges KW - Ferry terminals KW - Fishes KW - Habitat (Ecology) KW - Health KW - Impulsive sound KW - Pile driving KW - Underwater sound UR - http://www.wsdot.wa.gov/research/reports/fullreports/673.1.pdf UR - https://trid.trb.org/view/859213 ER - TY - ABST AN - 01464641 TI - Review of Canadian Experience with Large Commercial Motor Vehicles AB - Interest is building across the United States in allowing heavier and larger commercial vehicles across the national road network. By 2009 at the latest, the U.S. Department of Transportation (DOT) and American Association of State Highway and Transportation Officials (AASHTO) will want to be in a position to advise the Administration and Congress on whether or not there should be changes to the current federal size and weight provisions. Canada offers a readily available source of data and insight into the impacts of allowable (non permit) vehicle size and weight limits that are greater than those allowed nationally in the United States today. Furthermore, the unique process used in Canada for the national harmonization of truck size and weight limits in the 1980s will provide considerable insight to policy makers who are evaluating changes to truck regulations in the United States. Mexico also allows commercial motor vehicles that are larger and heavier than those in the United States to operate on federal highways, and the Mexican experience could be the subject of a subsequent research phase. The objective of this study is to review and summarize the most current information on the Canadian experience with the changes in truck size and weight limits and to evaluate the potential applicability of this experience to size and weight limits in the United States. KW - Canada KW - Commercial vehicles KW - Truck tractors KW - Truck traffic KW - Trucking KW - Trucks KW - Trucks by weight UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=939 UR - https://trid.trb.org/view/1232873 ER - TY - ABST AN - 01569120 TI - Implementing Transportation Knowledge Networks AB - Transportation Research Board (TRB) Special Report 284: Transportation Knowledge Networks: A Management Strategy for the 21st Century, was published in 2006. This National Research Council policy study is the most recent of a series of studies focusing on the importance of managing information related to the transportation sector (see Special Note F). The study was a direct follow-up to National Cooperative Highway Research Program (NCHRP) Project 20-07(142), Scoping Study for a National Strategic Plan for Transportation Information Management; a report on the findings of this study was released in 2003. The scoping study was conducted in response to a resolution from the American Association of State Highway and Transportation Officials (AASHTO) Research Advisory Committee, which recognized the importance of access to information and made recommendations to address deficiencies in the networks, funding, and expertise needed to make that information available in a timely and efficient manner. The study that produced Special Report 284 was to provide strategic advice to the federal government and the states regarding a sustainable administrative structure and funding mechanism for meeting the information services needs of the transportation sector. The report made a number of recommendations for the governance, organizational structure, and funding mechanisms needed to implement transportation knowledge networks nationally. It is clear that secure, sustainable funding will be key to the success of this effort, along with strong national leadership and commitment from those who will champion the implementation of transportation knowledge networks across the country. A concerted effort is needed to begin implementing the recommendations of the study. This NCHRP project will serve as a first step in what will be a long-term effort to gain increased efficiencies, cost savings, and quality through better management of transportation information. The objective of the research is to initiate the implementation of transportation knowledge networks in the United States. KW - Future KW - Information management KW - National Cooperative Highway Research Program KW - Policy making KW - Research projects KW - State departments of transportation KW - Strategic planning KW - Transportation planning KW - Value engineering KW - Websites (Information retrieval) UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=661 UR - https://trid.trb.org/view/1359631 ER - TY - ABST AN - 01460510 TI - Research for AASHTO Standing Committee on Highways. Task 233. Development of a Toolkit to Assist State DOTs and Contractors in Uniformly Handling DBE Requirements AB - This study will develop a toolkit of assistance documents to help improve the implementation of the DBE program in the field through the dissemination of consistent and accurate technical information that is simple, easy-to-understand, and readily applicable to "real world" situations. A panel has been formed and a kick-off conference call will be held in October 2006. KW - Contractors KW - Development KW - Disadvantaged business enterprises KW - Documents KW - Guidelines KW - Information systems KW - National Cooperative Highway Research Program KW - Research projects KW - State departments of transportation KW - Technical assistance KW - Tools UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1248 UR - https://trid.trb.org/view/1228727 ER - TY - ABST AN - 01549309 TI - Mix Design Practices for Warm Mix Asphalt AB - Traditionally, hot mix asphalt (HMA) is produced in either batch or drum plants at a discharge temperature of between 280° and 320°F. These temperatures are needed to dry the aggregate, coat it with the asphalt binder, and achieve the desired workability. Mix production temperatures are set according to local practice or American Association of State Highway and Transportation Officials (AASHTO) Test Procedure T 316. Higher temperatures are often associated with the use of polymer modified binders. The HMA industry is embarking on a program to substantially reduce mix production temperatures. Reduced mix production and paving temperatures would (1) decrease the energy required to make HMA; (2) reduce emissions and odors from plants, and (3) improve the working conditions at the plant and paving site. The term warm mix asphalt (WMA) refers to technologies, including various proprietary products and processes, that allow substantially reduced HMA mix production temperatures. Because these technologies were often originally intended to enhance compaction, they may also have positive impacts on HMA performance. Such technologies should make in-place density easier to achieve because they improve the workability of the mix. The majority of aging in an asphalt mixture takes place during mix production when it is exposed to elevated temperatures. By reducing mix production temperature, less oxidative hardening will take place, which should reduce the asphalt mixture's susceptibility to cracking. Reduced hardening during WMA production can increase its susceptibility to permanent deformation, but strategies such as the use of higher asphalt binder performance grades and stone matrix mixes can address this issue. While the technologies available to reduce HMA mix production and paving temperatures offer promising results, much needs to be learned about mix design and performance testing of WMA mixes. Because of the variety of proprietary products and processes involved, the conventional methods of mix design may not be appropriate. For instance, establishment of laboratory mix and compaction temperatures would need to be investigated because of the reduced field temperatures. Because of these reduced temperatures, aging procedures in the laboratory need to be reviewed and adjusted, if necessary. The increased workability should result in easier compaction, and thus, the laboratory compaction effort might need to be refined. The objective of this research is to develop a mix design method for warm mix asphalt (WMA) in the form of a draft AASHTO-recommended practice for use by engineers and technicians in the public and private sectors. This method shall (1) be based on Superpave mix design methodology, (2) include a suite of performance tests to assess whether a WMA mix design will provide satisfactory field service, and (3) be applicable to any WMA technology used to lower mixing and compaction temperatures. KW - American Association of State Highway and Transportation Officials KW - Asphalt mixtures KW - Compaction KW - Hot mix asphalt KW - Mix design KW - National Cooperative Highway Research Program KW - Performance tests KW - Superpave KW - Temperature KW - Warm mix paving mixtures UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=977 UR - https://trid.trb.org/view/1339625 ER - TY - ABST AN - 01549598 TI - Research Program Design---Administration of Highway and Transportation Agencies. Twenty-First Century Leadership and Management Techniques for State DOTs AB - In the past several years, personnel turnover within State transportation departments at the Chief Executive Officers (CEO) and upper-management levels has been relatively high, due to political changes as well as the increase in baby-boomer retirements. In addition, many of the newer CEOs do not have backgrounds in transportation, engineering or highway construction and the upper-level managers and engineers may be much younger and less experienced than previous generations, especially in a world that has become increasingly complex. At the same time, these new CEOs and their senior management leadership teams are constantly looking for new and better ways to lead and manage their operations. DOT leadership is operating with less career staff, more out-sourced services, and higher dollar volume construction/maintenance/ and operations budgets, and much higher customer expectations. At least half of the State DOT's use some form of the Baldrige model for organizational success. Many have sets of strategic performance measures that guide their resource allocation and bottom line assessments. There are innumerable books on leadership and management written for both the public and private sector with management /leadership models covering the" seven habits" of effective leaders to concepts of "from good to great" to a new vogue in "execution being the key" to success. This project will help guide leaders of State DOTs in their quest for "great". Since much is underway already with regard to process improvement tools, strategic planning, and performance measures, this project will focus on two very important dimensions of successful organizations--leadership and customer/market focus. AASHTO's newly adopted strategic plan's fourth goal "Assist State DOT's with Leadership and Performance" has as its first objective, "Identify and advance 21st century leadership and management techniques". This project is designed to help meet that objective. The objective of this research is to identify and facilitate implementation of innovative and proven leadership and management practices for the successful operation of a State Department of Transportation. KW - 21st century KW - Chief executive officers KW - Leadership KW - Management KW - Professional personnel KW - Retirement KW - State departments of transportation KW - Transportation careers UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2428 UR - https://trid.trb.org/view/1339752 ER - TY - RPRT AN - 01053562 AU - Sukley, Robin AU - Pennsylvania Department of Transportation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of Premier Pipe PY - 2007/03/21/Final Report AB - The purpose of this project was to improve the effectiveness of the drainage system at the referenced project location and to evaluate the Premier Pipe relining process as an alternative pipe rehabilitation method. The "pipe-in-a-pipe" rehabilitation process requires little or no excavation, is designed to improve flow in deteriorated pipes, and can save time and cost of total reconstruction. The method used inner tubing of polyester felt, outer coating of polyurethane, and thermosetting resins. The process involved placement of an inverted pliable resin saturated tube positioned against the walls of the existing, deteriorated pipe, then heat treated to form a strong new "pipe in a pipe". The process was implemented on approximately 400 linear feet, 30 inch diameter, corrugated steel storm sewer pipe on station 16+24 Left of Ramp R to station 25+00 on Ramp Q in Lancaster along State Route 30. The pipe was filled with debris for almost the entire length. After the relining process, satisfactory performance was recorded during a four-year study. The manufacturer failed to provide proper documentation for product approval so that it could be listed in Publication 35, Bulletin 15. KW - Corrugated pipe KW - Corrugated steel KW - Costs KW - Drainage KW - Lancaster (Pennsylvania) KW - Pipe KW - Polyester resins KW - Polyurethane resins KW - Rehabilitation (Maintenance) KW - Relining KW - Sewer pipe KW - Thermosetting resins UR - https://trid.trb.org/view/810957 ER - TY - ABST AN - 01463275 TI - Travel Demand Forecasting: Parameters and Techniques AB - Significant changes have occurred affecting the complexity, scope, and context of transportation planning. Transportation planning tools have evolved and proliferated, enabling improved and more flexible analyses to support decisions. The default data and parameters used in travel demand models needed to be updated to reflect the planning requirements of today and the future, and updated guidance on travel demand forecasting procedures and their application for solving common transportation problems is necessary. The guidebook addresses the application of simple, straightforward techniques, optional use of default parameters, and appropriate references to other more sophisticated techniques. There are two primary ways in which planners can make use of this information: Using transferable parameters in the development of travel model components when local data suitable for model development are insufficient or unavailable, and checking the reasonableness of model outputs. KW - Data banks KW - Decision making KW - Forecasting KW - Handbooks KW - Transportation planning KW - Travel demand UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=937 UR - https://trid.trb.org/view/1231501 ER - TY - ABST AN - 01462938 TI - Travel Demand Forecasting: Parameters and Techniques AB - In 1978, the Transportation Research Board (TRB) published NCHRP Report 187: Quick-Response Urban Travel Estimation Techniques and Transferable Parameters. This report described default parameters, factors, and manual techniques for doing simple planning analysis. The report and its default data were used widely by the transportation planning profession for almost 20 years. In 1998, drawing on several newer data sources including the 1990 Census and National Personal Household Travel Survey, an update to NCHRP Report 187 was published in the form of NCHRP Report 365: Travel Estimation Techniques for Urban Planning. Since NCHRP Report 365 was published, significant changes have occurred affecting the complexity, scope, and context of transportation planning. Planning concerns have grown beyond "urban" to include rural, statewide, and special-use lands. Transportation planning tools have evolved and proliferated, enabling improved and more flexible analyses to support decisions. The demands on transportation planning have expanded into special populations (e.g., tribal, immigrant, old, and young) and broader issues (e.g., safety, congestion, pricing, air quality, environment, and freight). In addition, the default data and parameters in NCHRP Report 365 need to be updated to reflect the planning requirements of today and the next 10 years. The objective of this research is to revise and update NCHRP Report 365 to reflect current travel characteristics and to provide guidance on travel demand forecasting procedures and their application for solving common transportation problems. The update should present, in a user-friendly guidebook format, a range of credible approaches to allow different users to determine the level of detail and sophistication in selecting modeling and analysis techniques most appropriate to their situations. The updated guidebook should address the application of simple, straight-forward techniques, optional use of default parameters, and appropriate references to other more sophisticated techniques. The guidebook should be sufficiently broad, yet detailed enough, to allow practitioners to use travel demand forecasting methods to address the full range of transportation planning issues (e.g., environmental, air quality, freight, multimodal, and other critical concerns). KW - Land use KW - National Cooperative Highway Research Program KW - Research projects KW - Safety KW - Transportation planning KW - Travel patterns KW - Travel surveys KW - Travel time UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=937 UR - https://trid.trb.org/view/1231163 ER - TY - RPRT AN - 01049679 AU - Cambridge Systematics, Incorporated AU - Battelle Memorial Institute AU - Federal Highway Administration TI - Application of Detailed Interchange Analysis to Top Freight Bottlenecks: Methods, Results, and Road Map for Future Research PY - 2007/03/19/Technical White Paper SP - 52p AB - The objective of this project was to conduct a feasiblity study to determine how to model the delay associated with highway interchanges and then develop an interchange bottleneck delay estimator that can be applied to the national list of significant highway interchange bottlenecks. This study builds on the work performed for the report, "An Initial Assessment of Freight Bottlenecks on Highways" (Cambridge Systematics, Inc., October 2005) (see TRIS 01019963). In that report, truck bottlenecks were defined by a combination of three features: the type of constraint, the type of roadway, and the type of freight route. One of the major results of this study verified previous notions about truck bottlenecks – that urban interchanges heavily used by weekday commuters represent the overwhelming source of delay for trucks. However, the methodology used previously to estimate delay and perform the rankings is a very simple scanning level of analysis. Given the importance of these types of bottlenecks, a more rigorous delay analysis was decided upon and the results are presented herein. KW - Bottlenecks KW - Freight traffic KW - Freight transportation KW - Interchanges KW - Traffic congestion KW - Traffic delays KW - Truck traffic KW - Urban areas UR - http://www.fhwa.dot.gov/policy/otps/bottlenecks2/fb.pdf UR - https://trid.trb.org/view/809241 ER - TY - RPRT AN - 01047598 AU - Dye Management Group, Incorporated AU - Federal Highway Administration TI - The Acquisition of Easements over Native American Lands for Transportation Project PY - 2007/03/19 SP - v.p. AB - The purpose of this research is to analyze the challenges inherent in obtaining right-of-way easements over Tribal or allotted lands, identify best practices in use by some state departments of transportation (DOTs), and assess their applicability for use nationally. The research seeks to develop potential options for reducing the complexity and risk associated with the acquisition of right-of-way easements over Tribal or allotted lands. The information gathered and evaluated during this research will assist the Federal Highway Administration (FHWA) Office of Real Estate Services (HEPR) in developing effective guidance materials to increase the overall awareness of FHWA and state DOT officials with both the issues involved in dealing with sovereign Tribes and the processes that have proven effective in securing needed land interests to support transportation improvements. The outcome of these efforts will be more effective and timely clearance of right-of-way over Native American lands by state DOTs. This report provides an overview of the process for acquiring easements over Native American Lands, an inventory of the key research questions, a discussion of the research approach and methodology, a summary of the key findings from the research, and a set of options based on these findings. KW - Best practices KW - Easements KW - Property acquisition KW - Right of way (Land) KW - State departments of transportation KW - Tribal lands UR - http://www.fhwa.dot.gov/realestate/acqeasindex.htm UR - https://trid.trb.org/view/807160 ER - TY - ABST AN - 01462798 TI - National Cooperative Highway Research Program (NCHRP) and Special Projects Support AB - No summary provided. KW - National Cooperative Highway Research Program KW - Research programs KW - Research projects KW - Special projects KW - Technical support UR - https://trid.trb.org/view/1231021 ER - TY - RPRT AN - 01054635 AU - Wenzlick, John D AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Bridge Deck Concrete Sealers PY - 2007/03/15/Final Report SP - 49p AB - In the last several years, the Missouri Department of Transportation (MoDOT) has experienced problems with excessive amounts of cracking on some new concrete bridge decks. This has led to various concrete sealers being used for sealing cracks as well as whole decks, instead of applying linseed oil. Linseed oil is the only concrete sealer listed in Missouri’s Standard Specifications, and is used for resistance to scaling on new bridge decks. Secondly, some recent projects re-texturing decks built with dense concrete overlays have specified penetrating concrete sealers. The concern was if linseed oil was used on the diamond ground surface, it might not have good frictional properties. Either extra linseed oil might be left on the surface or the linseed oil might not cure quickly enough to switch traffic onto it after short lane closures. It was decided that new penetrating sealers be used in these situations by special provision to the contract. Four types of penetrating sealers were tested against linseed oil in the laboratory to rate their effectiveness, pick criteria for testing needed in accepting sealers and write a new specification to best protect concrete bridge decks from deterioration. In the case of new concrete decks it is recognized by the American Concrete Institute that cracks smaller than 0.18 mm do not let chloride ions from salt penetrate through them. It was concluded that if there are very few cracks bigger than this, those cracks do not need to be sealed, and linseed oil can be used to help prevent scaling. If cracks were bigger than this it would be better to forego the linseed oil treatment and use a crack sealer. A table with concrete sealers classified into three performance groups is presented with the sealers ranked by performance and including cost per square foot. It was found from this study that penetrating sealers are not good at sealing large cracks. Although an Ohio DOT test was used in this study to measure crack sealing capabilities, it did not give consistent answers. It did help identify what size cracks need to be sealed by a better crack sealer, such as a two-part epoxy. It was found that cracks in the range of 0.30 mm to 0.64 mm start to allow a saline solution to leak through the concrete very swiftly. So even if a penetrating sealer is used on a deck with many cracks, those 0.64 mm cracks and bigger need a more appropriate crack filler/sealer to seal the individual big cracks first. Sealing cracks on existing older decks should be done using less expensive products that seal the entire small and medium-sized cracks and are effective for 2-4 years. A table listing these crack sealers is also presented. As a result of testing in this study one of these products was approved for preventive maintenance use statewide. KW - Bridge decks KW - Concrete KW - Costs KW - Cracking KW - Laboratory tests KW - Linseed oil KW - Performance KW - Preventive maintenance KW - Scaling (Concrete) KW - Sealing compounds UR - http://library.modot.mo.gov/RDT/reports/Ri04051/or07009.pdf UR - https://trid.trb.org/view/813773 ER - TY - ABST AN - 01462932 TI - Revising the AASHTO Guide for the Development of Bicycle Facilities AB - The AASHTO Guide for the Development of Bicycle Facilities has been put to widespread use by public agencies and consultants in planning and designing bikeways, highways, and streets. Usage of the Guide has grown rapidly as more bikeway projects have been funded and developed following the passage of the Intermodal Surface Transportation Efficiency Act (ISTEA) in 1991. Despite its popularity and utility, the Guide lacks some important information, and the current content needs updating. Additionally, parts of the Guide need to incorporate changes from updated national references such as the "Manual on Uniform Traffic Control Devices" (MUTCD) and the AASHTO "Policy On Geometric Design of Highways and Streets," (AASHTO "Green Book") and from pertinent research reports on specific bicycle topics. Because of the shortcomings of the guide, many current decisions affecting the planning and design of bicycle ways are not based on research, recommended practices, or the collective knowledge of professionals. In 2004, NCHRP Project 20-7 (187) "Updating the AASHTO Guide for the Development of Bicycle Facilities" conducted initial research, interviews, and a literature review to determine the recommended scope and content of the next edition of the AASHTO "Guide for the Development of Bicycle Facilities." That report made recommendations for numerous new and revised topics to be covered in the guide. Revision of the Guide should generally follow the proposed outline prepared under NCHRP Project 20-7(187). Expansion of the Guide is recommended within the existing chapters on shared roadways, bicycle lanes, and paths. The outline recommends new chapters on planning, bicycle operation and safety, maintenance, bicycle parking, and bicycle linkages to transit. Additional guidance is recommended for intersection design affecting all bikeway types, bicyclist performance attributes, and ADA (Americans with Disabilities Act) compliance on shared-use paths. The objective of the study is to revise and/or update all aspects of the current 1999 Guide for the Development of Bicycle Facilities. This revision should generally follow an outline prepared under NCHRP Project 20-7(187) which involves updating current information and adding additional guidance. The outline calls for new chapters on planning, bicycle operation and safety, maintenance, bicycle parking, and bicycle linkages to transit. Significant expansion of the guide is being called for within the existing chapters on shared roadways, bike lanes, and paths. Significant guidance is recommended for intersection design affecting all bikeway types, bicyclist performance attributes, and ADA compliance on shared-use paths. KW - Bicycle facilities KW - Bicycle lanes KW - Bicycle lanes KW - Bicycle travel KW - Design KW - Manuals KW - National Cooperative Highway Research Program KW - Safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=417 UR - https://trid.trb.org/view/1231157 ER - TY - ABST AN - 01549602 TI - Research Program Design---Administration of Highway and Transportation Agencies. Updating AASHTO's Strategic Plan in CY 2008 AB - The American Association of State Highway and Transportation Officials (AASHTO) developed and adopted a strategic plan for the 2005-2010 timeframe to define AASHTO's strategic focus, to guide the services the AASHTO staff provides, to prepare for the reauthorization of the federal surface transportation programs, and ultimately to bring about needed change in State departments of transportation (DOTs). Virtually all aspects of that strategic plan have either been accomplished or are currently under way. It is timely, as another reauthorization cycle and national visioning efforts commence, to update AASHTO's strategic plan. The objective of this project is to provide support and substantive information to assist AASHTO leadership in preparing and adopting a new strategic plan. KW - American Association of State Highway and Transportation Officials KW - Ground transportation KW - State departments of transportation KW - State highway departments KW - Strategic planning KW - Transportation planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=2114 UR - https://trid.trb.org/view/1339756 ER - TY - ABST AN - 01464590 TI - Research Program Design---Administration of Highway and Transportation Agencies. National Leadership Retreat for State and Local Officials to Advance a Vision of the Transportation System Required to Meet Future Needs AB -
For more than fifty years, construction of 47,000-mile Interstate Highway System functioned as the focal point of the federal surface transportation program based on a vision to connect the economies and communities of the fifty states. The approach was a federally funded cost-to-complete Interstate program administered by the states which are responsible for operating and maintaining the system. While construction of the Interstate was largely completed by 1990, the addition of new segments, capacity expansion, and major reconstruction continues. With the enactment of ISTEA in 1991 the focus broadened to the 160,000-mile National Highway System (NHS) that includes the Interstate, other principal arterials, the Strategic Highway Network, and intermodal connectors. This system represents 4 percent of the nation's roads but carries 40 percent of all highway traffic, 75 percent of heavy truck traffic, and 90 percent of tourist traffic. The concept of a national highway system was established as a way to focus federal resources on the nation's most important roads with the NHS as the backbone of the nation's surface transportation system. The Interstate Highway System was constructed to connect the states. The vision for the future must produce a well managed, maintained and operated system to effectively and efficiently connect the nation to the global economy. This vision must be clearly articulated and embraced by the state, metropolitan and local officials who are the owners and operators of the highway and transit systems and who are responsible to their constituents for meeting mobility and access needs. The objective of this project is to plan, manage, and document the discussions at an event to bring together representatives from state departments of transportation, metropolitan planning organizations, and other transportation and community interests to participate in a National Leadership Retreat to develop a vision to guide the future surface transportation program and a strategic plan to advocate that vision. The three-day event will be a facilitated retreat where participants articulate a vision for the future surface transportation program. Background materials will be developed to support the discussions, including a synthesis of recent research and policy reports, and provided to participants prior to the retreat. A summary report and research strategy report will be prepared to document the discussions and present a proposed vision and advocacy strategy based on those discussions.
KW - Forecasting KW - Interstate highways KW - Leadership KW - Policy making KW - Public transit KW - Transit operating agencies KW - Vision UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1572 UR - https://trid.trb.org/view/1232821 ER - TY - RPRT AN - 01361211 AU - Bortz, Kevin M AU - Larson, Miranda T AU - Spaeder, Donald J AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - I-99 Environmental Research - Task D - Stream Mitigations PY - 2007/03/05/Final Report SP - 243p AB - Task D of this report includes the following: Development of methods used to monitor stream mitigation sites; Assessment of the effectiveness of the techniques used at the individual monitoring sites, including long-term stability and influence on the surrounding stream; Health and effectiveness of riparian plantings and conservation easements; Evolution of stream habitat; Analysis of sediment transport capacity versus sediment load; Recommendations for improving mitigation techniques; and Recommendations for future monitoring techniques. KW - Conservation KW - Environmental impacts KW - Environmental monitoring KW - Evaluation and assessment KW - Habitat (Ecology) KW - Interstate 99 KW - Mitigation measures (Ecology) KW - Pennsylvania KW - Recommendations KW - Road construction KW - Sedimentation KW - Stream restoration UR - https://trid.trb.org/view/1126757 ER - TY - RPRT AN - 01361208 AU - Quimpo, Rafael G AU - Khazaei, Majid AU - An, Weizhe AU - Scheller, Adam AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - I-99 Environmental Research - Task B - Hydrologic Modeling and Monitoring PY - 2007/03/05/Final Report SP - 235p AB - The primary objectives of Task B is to identify a watershed runoff model that would capture the special features of watersheds that are formed by highway construction and to use the model to monitor the impacts on surface and groundwater. After a comprehensive review of existing watershed models it was decided to develop a model which would satisfy Pennsylvania Department of Transportation (PENNDOT)’s requirements. The computer model was coded, calibrated and tested on two test watersheds. Both watersheds were instrumented with monitoring wells, water level recorders and flow measuring flumes which were used in conjunction with hydrometeorological data to determine how well the model performed. Data on precipitation data was provided by Skelly and Loy, Inc. Testing was carried out for several more months to cover a broad range of conditions. The tests show that the model preformed well and that it may be used by PENNDOT as hydrologic software support in assessing the impacts of future highway construction projects. Procedures in the modeling process are documented. Instrumentation requirements are identified and recommendations on instrumentation procedures are provided with a view of reducing future costs of monitoring the hydrologic variables in evaluating the environmental impacts of highway construction. KW - Computer models KW - Data collection KW - Environmental impacts KW - Groundwater KW - Hydrologic phenomena KW - Instrumentation KW - Interstate 99 KW - Monitoring KW - Pennsylvania KW - Recommendations KW - Road construction KW - Runoff KW - Surface water KW - Testing KW - Watersheds UR - ftp://ftp.dot.state.pa.us/transfer/District_02-0/I-99%20Env%20Research/Task%20B.pdf UR - https://trid.trb.org/view/1126750 ER - TY - RPRT AN - 01361197 AU - Reese, George T AU - Carson, Walter P AU - Baumert, Anthony J AU - Rosensteel, Barbara A AU - Roberts, Laurel B AU - Relyea, Rick A AU - Peterson, Chris J AU - Ealy, Linda J AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - I-99 Environmental Research - Task C - Monitoring and Assessment of Wetland Hydro-Biological Indicators for Land-Use Planning in Highway Corridors PY - 2007/03/05/Final Report SP - 287p AB - Post-construction monitoring was undertaken to evaluate impacts of construction and design features and to evaluate the success of mitigation designs that were incorporated into the project. Performance standards were recommended for mitigation sites. The development of a regional framework methodology for predicting construction impacts on ridgeside seep wetland species diversity was examined. KW - Biodiversity KW - Environmental impacts KW - Environmental monitoring KW - Evaluation and assessment KW - Highway corridors KW - Hydrologic phenomena KW - Interstate 99 KW - Land use planning KW - Mathematical prediction KW - Methodology KW - Mitigation measures (Ecology) KW - Pennsylvania KW - Quality of work KW - Road construction KW - Wetland conservation KW - Wetlands UR - ftp://ftp.dot.state.pa.us/transfer/District_02-0/I-99%20Env%20Research/Task%20C.pdf UR - https://trid.trb.org/view/1126752 ER - TY - RPRT AN - 01361167 AU - Neufeld, Ronald D AU - Kalainesan, Sujaya AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - I-99 Environmental Research - Task A - Evaluation of Approved Erosion & Sediment Controls to Determine Best Management Practice PY - 2007/03/05/Final Report SP - 165p AB - Task A involves evaluation of approved erosion and sediment controls to determine Best Management Practice (BMP). Task A is classified into three sub tasks, namely A1) literature review on erosion and runoff controls and identification of BMPs suitable for I-99 and other large highway construction projects, A2) Monitoring of field sites under normal and high rainfall condition through field survey, digital photographs and laboratory analysis of water and soil samples and A3) Evaluation of BMPs based on Literature and Data Collection. KW - Best practices KW - Erosion control KW - Evaluation KW - Field studies KW - Interstate 99 KW - Laboratory studies KW - Literature reviews KW - Pennsylvania KW - Road construction KW - Sedimentation UR - ftp://ftp.dot.state.pa.us/transfer/District_02-0/I-99%20Env%20Research/Task%20A.pdf UR - https://trid.trb.org/view/1126738 ER - TY - RPRT AN - 01361146 AU - Quimpo, Rafael G AU - Neufeld, Ronald D AU - Spaeder, Donald AU - Reese, George AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - I-99 Environmental Research - Executive Summaries PY - 2007/03/05/Final Report SP - 37p AB - Findings and recommendations are summarized from results of four tasks in the project. These covered the evaluation of erosion and sediment controls to determine Best Management Practice, the development of a runoff prediction model for watersheds engendered by highway construction, the assessment of hydro-biological indicators for land-use planning in highway corridors and the evaluation of the effectiveness of stream restoration, rehabilitation and relocation as part of the mitigation strategy. KW - Best practices KW - Environmental impacts KW - Erosion control KW - Evaluation KW - Hydrologic phenomena KW - Interstate 99 KW - Land use planning KW - Mathematical prediction KW - Pennsylvania KW - Predictive models KW - Rehabilitation (Maintenance) KW - Road construction KW - Runoff KW - Sedimentation KW - Stream restoration KW - Watersheds UR - ftp://ftp.dot.state.pa.us/transfer/District_02-0/I-99%20Env%20Research/Executive%20Summaries.pdf UR - https://trid.trb.org/view/1126734 ER - TY - RPRT AN - 01053599 AU - Stoffels, Shelley AU - Morian, Dennis AU - Sadasivam, Suri AU - Chehab, Ghassan R AU - Quality Engineering Solutions, Incorporated AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Preventive Maintenance I-79 – Phase II PY - 2007/03/05/Final Report SP - 12p AB - The project examines differences between the construction and anticipated performance of a second generation asphalt overlay on jointed concrete pavement consisting of a two inch binder course with one and a half inch surface course following milling as opposed to Pennsylvania Department of Transportation's (PennDOT's) standard treatment of milling followed by a maximum one inch leveling course and one and one half inch surface course. All asphalt paving materials meet PennDOT's Superpave requirements. A comparison was made between a 3.8 mi experimental section (with binder course) and a 5.8 mi control section (with leveling course). Project construction activities and fundamental material testing were conducted during the first phase of the project. Documentation was provided for field construction activities. Accelerated testing of the project materials was conducted to assess differences in the performance of the two sections with respect to fatigue and rutting. Pre- and post-construction surveys were conducted for pavement distress, deflection, and ride quality. The second phase of the project provided a Microsoft Excel database in which all project related performance data was recorded. This database contains the performance data collected during the project and will house future performance data for use in quantifying the relative performance of the two pavement sections. It also provides additional advanced asphalt material testing, such as master curves, for the mixes used on the project. Results from the laboratory and field testing were used to predict the performance of the two pavement sections. Due to the early age of the overlay sections, and lack of sensitivity of prediction models, no significant difference was predicted at this time. Recommendations indicate longer term performance monitoring as necessary to accurately reflect differences in performance. The Excel database document contains a tool for recalculating performance parameter predictions for rutting, cracking, and ride quality as the necessary information is collected. KW - Bituminous overlays KW - Data collection KW - Databases KW - Deflection KW - Fatigue (Mechanics) KW - Field tests KW - Laboratory tests KW - Maintenance KW - Materials tests KW - Microsoft Excel (Software) KW - Milling KW - Pavement distress KW - Pavement performance KW - Pennsylvania KW - Preventive maintenance KW - Ride quality KW - Road construction KW - Roughness KW - Rutting KW - Superpave UR - https://trid.trb.org/view/810952 ER - TY - RPRT AN - 01049500 AU - Urbanec, Kenneth AU - Shettima, Mahiru AU - Scott, Molly AU - Jeff Zell Consultants, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Elastomeric Concrete for Bridge Deck Expansion Dam Headers PY - 2007/03/05/Final Report SP - 81p AB - Pennsylvania Department of Transportation (PennDOT) currently approves Elastomeric Concrete products for use on Pennsylvania roadways based primarily upon the performance of the products during field evaluations. Field evaluation however takes time, and relies heavily on the characteristics of the evaluation site. A major objective of this project was to develop a set of specifications that will enable PennDOT to evaluate Elastomeric Concrete materials in the laboratory rather than in the field. This document describes the efforts put forth by the project team to develop the specifications. It includes a comprehensive literature review, review of existing practices and development of a testing program. The work presents a framework by which Elastomeric Concrete can be tested, evaluated and specified. The resulting specifications will be considered for implementation by PennDOT on a later date. KW - Bridge decks KW - Elastomeric concrete KW - Expansion joints KW - Laboratory tests KW - Literature reviews KW - Pennsylvania KW - Specifications KW - Testing UR - https://trid.trb.org/view/807185 ER - TY - RPRT AN - 01049445 AU - Neufeld, Ronald D AU - Gray, Thomas A AU - Monnell, Jason AU - Smoke, Jordan AU - Hedin, Robert AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Jonathan Run Acid Rock Discharge Mitigation Strategies PY - 2007/03/05/Final Report SP - v.p. AB - Jonathan Run is a tributary of Beech Creek that is impacted with acid rock containing fill material and clay during the construction of I-80 in central Pennsylvania. The acidic discharge of Jonathan Run contains white aluminum precipitates resulting in surface water quality degradation. Based on field research and subsurface investigations, preliminary suggestions are made for passive and active treatment systems involving flow elimination, mitigation and treatment. The active treatment alternative was selected for the major discharge while passive treatment was used for the less contaminated discharges. A conceptual design is presented consisting of a NaOH reactor, vertical flow wetlands for excess wet weather flow management, a sludge disposal pond, and constructed wetlands for residual flows located on the opposing side of I-80. A Power Point file print out of the presentation made to the Beech Creek watershed association on January 15, 2007 is included. KW - Acid rock drainage KW - Degradation (Hydrology) KW - Flow KW - Groundwater KW - Mitigation strategies KW - Sludge (Deposit) KW - Water quality KW - Wetlands UR - https://trid.trb.org/view/806904 ER - TY - RPRT AN - 01049499 AU - Fox, Tom AU - Dudash, Robert AU - Smith, Adam AU - Anderson, Catherine AU - URS Corporation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Safer Driver Actions at Stop Signs: Phase II (Final Report) PY - 2007/03/02/Final Report SP - 131p AB - This final report covers driver stopping habits at stop-controlled intersections in Clearfield and Centre Counties. This was a two phase project. Phase I dealt with finding out negative trends and problems in driver actions at stop signs, while Phase II evaluated the effectiveness of a variety of intersection improvements which sought to correct these negative trends and problems. KW - Behavior KW - Drivers KW - Highway safety KW - Intersections KW - Sight distance KW - Stop controlled intersections KW - Stop signs KW - Traffic control devices UR - https://trid.trb.org/view/807186 ER - TY - ABST AN - 01549307 TI - Tools to Aid State DOTs in Responding to Workforce Challenges AB - The primary objective of the project is to meet the needs of the member departments as identified by the chief executive officers (CEOs) in the American Association of State Highway and Transportation Officials (AASHTO) Strategic Plan under Goal 4, by providing departments of transportation (DOTs) with tools, practical applications, resources, best practices etc. in each of the defined areas. Each DOT should be able to select from a list those items which they want to use. Each defined area should have its own set of resources and materials. This project will entail surveys of DOTs to identify programs, tools and resources that have been developed and that might be used by others. Information on these programs, tools, and resources will be collected and edited for presentation in a form that can be used by DOTs facing workforce issues. KW - Employees KW - Human resources management KW - National Cooperative Highway Research Program KW - Resource utilization KW - Retirement KW - State departments of transportation KW - Workplaces UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=658 UR - https://trid.trb.org/view/1339623 ER - TY - ABST AN - 01464827 TI - Enhanced Finite Element Analysis Crash Model of Tractor-Trailers (Phase A) AB - Most of the barriers used on US highways to mitigate the effect of run off the road incidents were designed for use with passenger vehicles and not heavy vehicles. The objective of this project is to validate and enhance computer models of a heavy vehicle (tractor -semi trailer combination) that will be used in finite element analysis, design, and evaluation of roadside safety hardware. This effort will enable the tractor-trailer model developed by the National Crash Analysis Center (NCAC) to provide more realistic results in predicting performance of vehicles and barriers in a crash, and significantly reduce the need for costly full-scale crash tests of expensive trucks similar to a model developed previously by NTRCI for single unit trucks. In addition, a User's Manual/Website will be developed to facilitate use of the model. KW - Crash analysis KW - Finite element method KW - Highway safety KW - Impact tests KW - Tractor trailer combinations KW - Truck crashes KW - Truck tractors KW - Truck traffic KW - Trucking UR - http://www.ntrci.org/projects/u01.html UR - https://trid.trb.org/view/1233059 ER - TY - ABST AN - 01464407 TI - National Needs Assessment for Ensuring Transportation Infrastructure Security (2009-2015) AB - Post 9/11, the American Association of State Highway and Transportation Officials (AASHTO) wanted to determine what it would cost for its member state departments of transportation (DOTs) to develop a full infrastructure security program. A report, National Needs Assessment for Ensuring Transportation Infrastructure Security, was prepared under National Cooperative Highway Research Program (NCHRP) project 20-59(5) to provide this estimate. The estimate in the report was used in the AASHTO 2002 Bottom Line Report to Congress. The National Needs Assessment report, developed by Parsons Brinckerhoff and SAIC, was submitted in October 2002. Since submission of that report, many state DOTs have taken steps to improve their security. State DOTs and other organizations involved in homeland security have given much thought to improved methods of ensuring infrastructure security. At the federal level, the Department of Homeland Security has developed the National Response Plan (NRP), National Incident Management System (NIMS), National Infrastructure Protection Plan (NIPP), etc. In addition, industry thinking has evolved regarding the relative risk of the range of threats and hazards to transportation infrastructure, and these changes are being reflected in changing risk management methodology. All of the above-mentioned changes necessitate a need to update the 2002 National Needs Assessment report. The objective of this project is to update the 2002 National Needs Assessment report. A one-page executive summary will be included, suitable for inclusion in an upcoming AASHTO Bottom Line Report. In this project, the 2002 report will be used as the foundation or baseline. The final report from this project will update but not rewrite or take the place of the 2002 report. Rather the report from this project will explain aspects of the 2002 report that have changed and provide some analysis around those changes. Portions of the 2002 report may be incorporated in the final updated report as appropriate.
 
KW - Infrastructure KW - National Cooperative Highway Research Program KW - National security KW - Needs assessment KW - Security KW - Transportation safety KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2328 UR - https://trid.trb.org/view/1232637 ER - TY - RPRT AN - 01616101 AU - Lawson, William D AU - Leaverton, Michael AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Capabilities/Limitations and Recommendations for Transporting TxDOT’s Heavy-Duty Off-Road Construction and Maintenance Equipment Fleet PY - 2007/03//Technical Report SP - 113p AB - This research study reviewed the Texas Department of Transportation's (TxDOT’s) off-road, heavy-duty construction and maintenance equipment transport requirements and assessed TxDOT’s current equipment transport knowledge base and practices. The authors used web-based surveys to identify the load-trailer-truck combinations used in the Districts and to forecast the types of off-road equipment to remain in TxDOT’s fleet over the next five years. The authors developed and submitted a survey questionnaire to a statistically-representative sample of TxDOT maintenance personnel to measure equipment transport knowledge. Results indicate that much is good within TxDOT relative to equipment transport. Employees ascribe importance to all aspects of the equipment transport process, and their overall knowledge of equipment transport is high. In particular, knowledge and capabilities relative to equipment transport practices and procedures, trailer hitches and hitching systems, load securement, chains and tie-downs, and equipment transport safety are very strong. However, equipment transport knowledge and capabilities relative to load distribution concepts and practices, training, and compliance with laws and regulations are not as strong. Follow-up interviews with Division and District maintenance personnel confirmed the themes identified in the questionnaire. By far, the one thing that field personnel stated would most improve equipment transport in TxDOT was training. They want more training, better training, and refresher training. Second to training, respondents stated that they needed newer, better equipment haul trailers and trucks. KW - Construction and maintenance equipment KW - Construction and maintenance personnel KW - Equipment transport KW - Fleet management KW - Haul trucks KW - Questionnaires KW - State of the practice KW - Surveys KW - Texas KW - Texas Department of Transportation KW - Trailers KW - Training UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-4575-1.pdf UR - https://trid.trb.org/view/1428227 ER - TY - RPRT AN - 01584042 AU - Senadheera, Sanjaya AU - Leaverton, Michael AU - Vignarajah, M AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Constructability Review of Surface Treatments Constructed on Base Courses PY - 2007/03//Technical Report SP - 107p AB - It is common practice for the Texas Department of Transportation (TxDOT) to construct surface treatments (1-, 2- or 3- course) directly over base courses. Such surface treatments may act as either wearing surfaces or underseals (or interlayers). The decision to use surface treatments is based on a number of factors including low life-cycle cost, low initial construction cost, inexpensive maintenance, historically favorable experience, availability of experienced contractors, and availability of sound local materials. Problems associated with surface treatments include flushing/bleeding in the wearing courses, debonding at the interface with the base layer, poor ride quality, loss of aggregate (raveling) and ineffective sealing of the pavement. When a surface treatment is used as an underseal, its failure may lead to accelerated failure of the overlying surface layer. Constructability issues related to surface treatments often dictate their performance. However, a formal statewide constructability review of surface treatments over base has not been conducted either by TxDOT or by other state highway agencies in the recent past. The objective of this research project was to conduct a comprehensive constructability review of surface treatment as practiced by TxDOT districts and to identify best practices. A comprehensive survey of existing surface treatment practices was conducted, both by interviewing highway professionals and by visiting construction projects. Information collected from the constructability review was used to develop a district training workshop and to develop a design and construction guide for surface treatments. The workshop was delivered by researchers at eight regional locations. This report highlights the key findings from the constructability review and its related tasks. KW - Base course (Pavements) KW - Best practices KW - Constructability KW - Surface treating KW - Texas KW - Undersealing KW - Wearing course (Pavements) UR - http://ntl.bts.gov/lib/56000/56100/56104/TEXAS-TECH-5169-2.PDF UR - https://trid.trb.org/view/1376698 ER - TY - ABST AN - 01460433 TI - Enhanced Human Services Transportation Models AB - This project supports the Atlanta Regional Commission's effort to lead the development of coordinated human services transportation planning in the Atlanta region. The transportation services in the area serving the transportation dependent residents (older Americans, Americans with disabilities, and low-income individuals) are planned, funded, and operated by a range of state, county, and local agencies. These services (fixed route and demand responsive) are uncoordinated, expensive, and do not meet the existing needs of that targeted population. This project enables the Atlanta Regional Commission to plan the enhanced coordinated human transportation services for the transportation dependent individuals in the Atlanta region. KW - Americans with Disabilities Act KW - Atlanta (Georgia) KW - Atlanta Metropolitan Area KW - Atlanta Regional Commission KW - Demand responsive transportation KW - Fixed route services KW - Human service transportation KW - Human services KW - Research projects KW - Transportation planning UR - https://trid.trb.org/view/1228650 ER - TY - RPRT AN - 01453976 AU - Federal Highway Administration TI - Financing Federal-aid Highways PY - 2007/03 SP - 74p AB - Because of a continuing demand for information concerning the financing of Federal-aid highways, the Federal Highway Administration (FHWA) prepared a report, “Financing Federal-Aid Highways,” in January 1974 to describe the basic process involved. The report was modified and updated in July 1976, May 1979, October 1983, November 1987, May 1992, and August 1999. These updates were prepared following enactment of new highway or surface transportation acts to reflect changes made by those acts. Enactment of Public Law 109-59, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), has made it necessary to update the August 1999 version to incorporate the changes in financing procedures brought about by that act. As with previous versions, this report follows the financial process from inception in an authorization act to payment from the Highway Trust Fund (HTF), and includes discussion of the congressional and Federal agency actions that occur throughout. KW - Administrative procedures KW - Appropriations KW - Federal aid highways KW - Financing KW - Highway Trust Fund KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - United States UR - http://www.fhwa.dot.gov/reports/financingfederalaid/financing_highways.pdf UR - https://trid.trb.org/view/1222382 ER - TY - RPRT AN - 01387459 AU - Jeffers, J P AU - McDavid, C L AU - Broadhurst, J V AU - Grosskopf, K R AU - Jones, J J AU - Kamnikar, E G AU - Kamnikar, J A AU - Mayer, J R AU - Rosti, C AU - Scott, B AU - Shumock, J H AU - Whitworth, O AU - Federal Highway Administration TI - Audit stewardship and oversight of large and innovatively funded projects in Europe: international technology scanning program PY - 2007/03 IS - FHWA-PL-07-001 SP - 45p AB - As transportation agencies undertake nontraditional, innovatively financed infrastructure projects, a concern among State and Federal managers is the effectiveness of the audit stewardship and oversight for these projects. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study to document best practices used in England, France, Ireland, Portugal, and Spain in the stewardship and oversight of large, innovatively funded projects. The scan team observed that the terms of public-private partnership contracts have evolved as the European countries have gained experience in their use, and business models and evaluations have become an integral part of project selection and monitoring. To be effective, public sector project auditors in Europe need a range of skills, such as value engineering, business modeling, capital budgeting, and performance auditing. The team's recommendations for U.S. implementation include developing a Web site on audit stewardship and oversight best practices. The team also recommends that FHWA and AASHTO provide consultation and training for auditors and other financial managers involved in major or innovative procurement contracts, including development of a project planning model and an audit procedures manual. KW - Budget KW - Budgeting KW - Europe KW - Financing KW - Highway operations KW - Infrastructure KW - Infrastructure KW - Partnership KW - Partnerships KW - Private enterprise KW - Private sector KW - Project management KW - Project management KW - Road authority KW - Road design and management KW - Road funding KW - Road management KW - Toll roads KW - Transportation departments UR - http://international.fhwa.dot.gov/pubs/pl07001/pl07001.pdf UR - https://trid.trb.org/view/1155224 ER - TY - JOUR AN - 01386649 JO - Public Roads PB - Federal Highway Administration AU - Mitchell, C G TI - Old world ways [aged pedestrian safety] PY - 2007/03 VL - 70 IS - 5 SP - 2-9 KW - Aged KW - Aged person KW - Highway design KW - Highway safety KW - Local area traffic management KW - Mobility KW - Mobility KW - Pedestrian KW - Pedestrians KW - Road design KW - Road design and management KW - Road safety KW - Traffic calming UR - http://www.fhwa.dot.gov/publications/publicroads/07mar/01.cfm UR - https://trid.trb.org/view/1154411 ER - TY - RPRT AN - 01361131 AU - Davalos, Julio F AU - Barth, Karl E AU - Ray, Indrajit AU - Lin, Chunfu AU - Sasher, William AU - Parish, George AU - West Virginia University, Morgantown AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - District 3-0 Investigation of Fiber Wrap Technology for Bridge Repair & Rehabilitation - Phase II PY - 2007/03 SP - 115p AB - To demonstrate the technical and cost-effective application of externally bonded fiber-reinforced plastic (FRP) for retrofit of a concrete T-beam bridge, the specific candidate bridge was selected from those defined as Class-1 structures in Phase I. An assessment and evaluation of insitu materials and field-obtained samples was conducted. Structural analysis based on American Association of State Highway and Transportation Officials (AASHTO) specifications and finite element modeling was performed to examine the capacity of the selected bridge. The FE model was calibrated by using testing data of the bridge under truck loads. A design approach for the FRP strengthening was proposed and illustrated. Finally, advice on effective protocols to follow for successful implementation of the field work was given. KW - Bearing capacity KW - Bridges KW - Concrete bridges KW - Fiber reinforced plastics KW - Finite element method KW - Rehabilitation (Maintenance) KW - Retrofitting KW - Strengthening (Maintenance) KW - Structural analysis KW - T beams UR - http://ntl.bts.gov/lib/55000/55800/55879/FINALREPORT-PHASEII-MARCH12007.PDF UR - https://trid.trb.org/view/1126685 ER - TY - RPRT AN - 01152956 AU - Jung, Youn-Su AU - Zollinger, Dan G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design and Construction Transition Guidelines for Concrete Pavement PY - 2007/03 SP - 66p AB - This product introduces most transitions types of concrete pavement that consist of a variety of joint combinations and slab configurations. Transition area design often evolves around the placement and detailing of joints that are placed in concrete pavements to control cracking and to facilitate construction. They divide the pavement into practical construction increments, delineate traffic lanes, and accommodate slab movements. This project conducted a survey of Texas Department of Transportation (TxDOT) and other State Highway Association (SHA) practices and identified the best practices toward incorporating them into guidelines for design and construction of transition areas that will enable TxDOT engineers and designers to avoid the pitfalls of bad practices. In addition to the guidelines, the project also produced detail design sheets to illustrate the specifics in the form of standard sheets, which will be evaluated by TxDOT for implementation. Guidelines address both design and construction of concrete pavements in transition areas with the joints and related details. The analysis of specific joint configurations associated with transitions was conducted with respect to stiffness of the joint, potential for permanent deformation, and slab restraint to translational movement at the joint. In the design guide, 13 most frequently constructed types of concrete pavement transitions are introduced and some of them have alternative designs as more options in the design guide. The design guide sheets provide the conceptual profile view or plan view drawing of each transition type of concrete pavement. The drawings address slab dimensions, joint types, and layouts of joints. Design guide sheets produce the design factors of each transition type such as joint reinforcing bar size and spacing when engineers choose a value from the list or input information manually with reference to recommended values. To help engineers, the key points of transition area design, important design options/factors, and construction issues are included. The guidelines provide a complete picture of the requirement for the design of a pavement transition for a variety of pavement types and terminal configurations that suitable for use. KW - Best practices KW - Bridge decks KW - Concrete pavements KW - Construction KW - Cracking of concrete pavements KW - Guidelines KW - Joints (Engineering) KW - Pavement design KW - Pavement transition areas KW - Texas UR - http://tti.tamu.edu/documents/0-5320-P3.pdf UR - https://trid.trb.org/view/914481 ER - TY - RPRT AN - 01126517 AU - Wang, Yuhong AU - Allen, David L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of Linking Pavement-Related Databases PY - 2007/03//Final Report SP - 76p AB - In general, the objectives of this study were to identify and solve various issues in linking pavement performance related databases. The detailed objectives were: to evaluate the state-of-the-art in information technology for data integration and data mining, to review the existing Kentucky Transportation Cabinet (KyTC) databases and study their potentiality for being linked for pavement performance evaluation, to prepare data linking alternatives for the KyTC's review, and to prepare an implementation plan for linking pavement related databases. The study reviewed the current practices of data integration by other organizations that face similar challenges as KyTC. In addition, a review was conducted of the current major data sources in KyTC for possible integration. By using an example to examine the requirement for pavement performance modeling, the study identified pieces of important information currently missing. The following recommendations were made: the missing critical information should be added to the existing or future databases; whenever a database is updated in the future, the existing data should be well archived; data integrity and consistency should be checked when an engineer or operator adds data to a database; based on the status of current data in KyTC, an offline separate database can be made by extracting critical information from historical and existing data sources to serve the purpose of pavement analysis; the data processing method used in this study may be used to update other existing data sources; and the basic information of a pavement section can be queried through a geographic information system (GIS) map. In the future, the GIS map, along with the concise offline database, can be posted online for reviewing and downloading. KW - Data banks KW - Data consistency KW - Data integration KW - Data linking KW - Data mining KW - Data quality KW - Data sources KW - Databases KW - Geographic information systems KW - Information processing KW - Information technology KW - Missing data KW - Pavement performance KW - Pavements KW - Recommendations KW - State of the art KW - Updating (Databases) UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_11_SPR_272_04_1F.pdf UR - https://trid.trb.org/view/887633 ER - TY - RPRT AN - 01118060 AU - Fitch, Jennifer M V AU - Graham, Craig AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Cold Recycled Bituminous Pavement, Troy-Newport, Vermont PY - 2007/03//Final Report SP - 25p AB - This report documents the evaluation of a cold recycled bituminous pavement (CRBP). The Vermont Agency of Transportation constructed this experimental treatment along VT Route 105 in the towns of Troy and Newport in 1992. In addition, one control section, consisting of an overlay, was applied in conjunction with the project. Cracking, rutting and roughness were document on an annual basis prior to and following construction to evaluate pavement condition. These results are presented herein with recommendations on possible further research efforts on this topic. KW - Bituminous pavements KW - Cold mix paving mixtures KW - Cracking KW - Pavement performance KW - Recycled materials KW - Roughness KW - Rutting KW - Vermont UR - https://trid.trb.org/view/875293 ER - TY - RPRT AN - 01118030 AU - Fitch, Jennifer M V AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Pavement Marking Durability Statewide PY - 2007/03//Final Report SP - 56p AB - Pavement markings provide an importance means of communication for all roadway users. These markings may consist of numerous types of materials, including standard waterborne paint, thermoplastic, epoxy and polyurea. Each one of these compositions has its own unique set of characteristics related to durability, resistance to wear from tires and shearing effects from snow plow removal, placement cost and life cycle. In an effort to assess these materials and provide placement recommendations based on roadway type, the Vermont Agency of Transportation implemented a research project to evaluate several types of durable markings in terms of retroreflectivity and resistance to wear. On the basis of the literature search, a minimum acceptable retroreflectivity threshold of 100 mcdl was selected. Logarithmic best trend lines were extrapolated to determine when each marking material would fall below the minimum threshold and require repainting. The cost of each marking by linear foot was then divided by the number of months the applicable marking was in service to determine the cost per linear foot per month. In short, inlaid polyurea markings were found to provide the longest acceptable level of service, while thermoplastic markings appeared to the most cost-effective marking material over the life of the markings. However, the cost effectiveness modeled above presumes that there is no benefit to retroreflectivity in excess of the minimum standard. KW - Durability KW - Polyurea KW - Retroreflectivity KW - Road marking materials KW - Road markings KW - Thermoplastic materials KW - Vermont UR - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT_PavementMarkingDurabilityStatewideFinalReport2007.pdf UR - https://trid.trb.org/view/875470 ER - TY - RPRT AN - 01110147 AU - Tikalsky, Paul J AU - Scheetz, Barry E AU - Tepke, David G AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Construction of SR 6220 Section A10 (Interstate 99) Bridges in Centre County: Structures 100-110 (S-23857, S-23859, S-23839, S-23840, S-23848, S-23849, S-23850, S-23851, S-23852, S-23853) PY - 2007/03//Final Report SP - 103p AB - A comprehensive monitoring and evaluation plan was developed for the Pennsylvania Department of Transportation (PennDOT) to document the construction of high-performance concrete (HPC) bridge decks included in this research program. The plan enabled the researchers to actively participate in aiding contractors and PennDOT officials in producing a durable bridge deck. The data, observations and comments presented in this report and the individual bridge reports provide baseline reference information needed to both evaluate the section A-10 bridge decks and improve the Commonwealth's specifications for future HPC bridge decks. The impact of this work is measured through the average increase in service life and decrease in life-cycle costs of bridge structures through the use of HPC. This report serves as a summary of observations for the construction of Structures 100-110 (S-23857, S-23859, S-23839, S-23840, S-23848, S-23849, S-23850, S-23851, S-23852, S-23853), all placed during the 2005 and 2006 construction seasons. Individual bridge reports provide a more detailed discussion of each bridge. Significant research was completed at Penn State for the development of mixture designs and construction procedures used for construction of these decks. The previous work has been submitted to PennDOT through this and previous research projects. These bridges have been equipped with long-term monitoring devices to monitor the performance of the deck. Information pertaining to the deck instrumentation is contained in a companion report. KW - Bridge decks KW - Centre County (Pennsylvania) KW - Construction KW - High performance concrete KW - Life cycle costing KW - Mix design KW - Monitoring KW - Performance KW - Service life KW - Specifications UR - https://trid.trb.org/view/869691 ER - TY - RPRT AN - 01108765 AU - Al-Qadi, Imad L AU - Elseifi, Mostafa A AU - Carpenter, Samuel H AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Reclaimed Asphalt Pavement – A Literature Review PY - 2007/03//Research Report SP - 25p AB - While the state of Illinois has been recycling Reclaimed Asphalt Pavement (RAP) material into hot-mix asphalt (HMA) since 1980, there continues to be questions regarding the correct approach to design HMA with RAP. The Illinois Department of Transportation's current method of RAP HMA design provides 100% contribution for the residual asphalt binder from the RAP based on solvent extractions. This means that the amount of virgin asphalt binder is reduced by the full amount of asphalt binder in the RAP for the percentage specified. This has recently been reported to be inaccurate and could result in an erroneous HMA job mix formula and may cause dry HMA. Hence, the HMA may become vulnerable to durability cracking and premature failure. The objective of this research project is to develop an understanding of the interaction between aged and virgin asphalt binders in RAP. Based on this understanding, this study will determine the appropriate level of contribution that should be given to the residual asphalt binder in RAP. The level of interaction between aged and virgin binders will then be used to investigate the influence on the performance and the durability of the mixtures as compared to virgin HMA. As a first step in this research project, an in-depth review of the literature related to RAP was conducted. This report presents the findings of the literature review and its implication on this research project. Availability of this report will also serve future research projects dealing with RAP materials. KW - Asphalt pavements KW - Binders KW - Cracking of asphalt concrete pavements KW - Failure KW - Hot mix asphalt KW - Illinois KW - Mix design KW - Pavement cracking KW - Recycled asphalt pavements UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-001.pdf UR - https://trid.trb.org/view/867548 ER - TY - SER AN - 01108726 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Nelson, Peter AU - Hayward, John AU - Dillenberg, John AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration TI - CVISN - CVIEW/SAFER Database Mapping Project PY - 2007/03//Research Report IS - 07-003 AB - Map existing state:(1) International Registration Plan carrier and vehicle data by Illinois Secretary of State to the CVIEW/SAFER database. (2) Intra state registration carrier and vehicle data by Illinois Secretary of State to CVIEW/SAFER database. (3) International Fuel Tax Agreement carrier data by the Illinois Department of Revenue to CVIEW/SAFER database. (4) Single State Registration System by the Illinois Commerce Commission to expanded CVIEW database. (5) document completeness of mapping of state carrier IDs to USDOT IDs. KW - Carriers KW - Commercial vehicle operations KW - Databases KW - Fuel taxes KW - Illinois KW - Registration KW - Registrations KW - Truck traffic KW - Trucking UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-003.pdf UR - https://trid.trb.org/view/867549 ER - TY - RPRT AN - 01090226 AU - Knezek, Claudia AU - Hansen, Janet AU - Maher, Ali AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - New Jersey Police Technical Assistance Program (PTAP) PY - 2007/03//Final Report SP - 69p AB - The Police Technical Assistance Program (PTAP), a federal model, was adopted to support the New Jersey Department of Transportation (NJDOT)’s safety mission. Several activities were included in this initiative: conducting assessments, providing technical support on the revision of the New Jersey crash report form, and development of a knowledge-based training curriculum that was designed to target and reduce specified reporting errors. The final results of the project were global acceptance of the revised crash report form by municipal police officers, a significant increase in national (MMUCC) compliance levels of the crash report form, and significant reduction of errors on reports currently being submitted for inclusion in the state sponsored crash data base system. KW - Crash data KW - Crash reports KW - Databases KW - Information dissemination KW - Law enforcement personnel KW - New Jersey KW - Police KW - Technical assistance KW - Technology transfer KW - Traffic safety KW - Training UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-005.pdf UR - http://ntl.bts.gov/lib/26000/26900/26970/FHWA-NJ-2007-005.pdf UR - https://trid.trb.org/view/850037 ER - TY - RPRT AN - 01088882 AU - Suh, Chul AU - Won, Moon AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improvement of Portland Cement Concrete Pavement Performance PY - 2007/03//Research Report SP - 74p AB - A general hydration model for cementitious materials and a model to predict the temperature gain in hardening concrete is developed and calibrated. A model to predict initial and final setting of hardening concrete is presented, and calibrated, with data collected under laboratory and field conditions. The effects of concrete temperature, different cements, and mineral admixtures on the initial and final times are characterized. Mathematical models were developed for the calculation of moisture and temperature profiles to help investigate the effect of different combinations of climate, construction, and materials on the development of the moisture and temperature profiles and their subsequent effects on early-aged cracking. The sensitivity of the design variables to the behavior of continuously reinforced concrete pavement (CRCP) has been investigated using mechanistic models of CRCP. The zero-stress temperature and the coefficient of thermal expansion of concrete are the most sensitive design variables, and the steel bar diameter and the vertical stiffness of underlying layers are the least sensitive variables. The effect of early opening to traffic on the life of portland cement concrete pavement systems was evaluated using experiments and mathematical model. A series of laboratory fatigue tests and accelerated fatigue tests on full-scale concrete slabs were performed. An analytical model for the numerical simulation for the prediction of the loss of life of a PCC pavement due to early opening was developed. The current opening criteria used by the Texas Department of Transportation appear to be reasonable based on the sensitivity analysis results. KW - Admixtures KW - Cement KW - Concrete hardening KW - Continuously reinforced concrete pavements KW - Fatigue tests KW - Hydration KW - Mathematical models KW - Numerical analysis KW - Opening to traffic KW - Pavement design KW - Pavement performance KW - Portland cement concrete KW - Setting (Concrete) KW - Temperature UR - http://www.utexas.edu/research/ctr/pdf_reports/0_1700_7.pdf UR - http://ntl.bts.gov/lib/55000/55800/55874/FHWA-TX-07-0_1700_7.PDF UR - https://trid.trb.org/view/849448 ER - TY - RPRT AN - 01088322 AU - Jung, Youn su AU - Zollinger, Dan G AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design Detail Standard Sheets for Concrete Pavement Transition Area PY - 2007/03//Product SP - 34p AB - Work under this task, “Design Detail Standard Sheets for Concrete Pavement Transition Area,” focused on the development of the transition detail sheets according to the transition types and locations identified under the task of the survey of best practices in accordance with Texas Department of Transportation (TxDOT) standards. AutoCAD is used to create the detail sheets from the analysis performed and the conclusions developed under the task of the design and construction transition guidelines for concrete pavement. These designs do not replace or supersede any previously used transition. The following 13 most frequently constructed types of concrete pavement transitions are introduced and some have optional alternative designs: 1. Continuously Reinforced Concrete (CRC) Pavement to CRC Pavement Thickness Transition; 2. CRC Pavement to CRC Pavement Construction Joint Transition; 3. CRC Pavement to Jointed Concrete (JC) Pavement Transition; 4. CRC Pavement to Flexible Pavement Transition; 5. JC Pavement to Flexible Pavement Transition; 6. JC Pavement to JC Pavement Transition; 7. CRC Pavement to Bridge Approach Slab Transition; 8. JC Pavement to Bridge Approach Slab Transition; 9. Intersection Transition; 10. Overlay-Unbonded, Bonded, Asphalt Concrete (AC) Overlays Transition; 11. CRC Bonded Overlay to CRC Pavement Transition; 12. Drop Inlet/Drainage Box; and 13. Ramp/Gore Area Transition. The sketches of the transition details are checked for consistency with the guidelines. The transition detail sheets will be evaluated by TxDOT for implementation. KW - AutoCAD (Software) KW - Bonded concrete overlays KW - Bridge approaches KW - Concrete pavements KW - Construction joints KW - Continuously reinforced concrete pavements KW - Design standards KW - Drop inlets KW - Flexible pavements KW - Gore area KW - Grates KW - Intersections KW - Overlays (Pavements) KW - Pavement design KW - Pavement transition areas KW - Ramps (Interchanges) UR - http://tti.tamu.edu/documents/0-5320-P2.pdf UR - https://trid.trb.org/view/849762 ER - TY - RPRT AN - 01079103 AU - Allen, David L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of Geophysical Methods and Geophysical Contractors on Four Projects in Kentucky PY - 2007/03//Final Report SP - 240p AB - This report details four geophysical testing projects that were conducted in Kentucky for the Kentucky Transportation Cabinet. The four projects were as follows: KY 101, Edmonson and Warren Counties, US 31-W, Elizabethtown Bypass, Hardin County, KY 61, LaRue County, and US 27, Pulaski County. These two methods preformed well and this report recommends that these geophysical methods be used in Kentucky on a regular basis. KW - Contractors KW - Electrical resistivity KW - Evaluation KW - Geophysical methods KW - Geophysical prospecting KW - Kentucky KW - Microgravity conditions KW - Project management UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_10_SPR_244_02_1F.pdf UR - https://trid.trb.org/view/836534 ER - TY - RPRT AN - 01079064 AU - Hartle, Raymond A AU - Balan, Toader A AU - Wingate, Frank B AU - Vanderzee, Peter J AU - Lai, Lung-Yang AU - Michael Baker Jr., Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Remote Health Monitoring and Load Modeling of Cracked Fracture Critical Bridge Components PY - 2007/03//Final Report SP - 230p AB - This report documents the installation and testing of a remote structural monitoring system and its integration with modern finite element software to better assess the in-service performance of fatigue prone details on fracture critical bridges. KW - Bridges KW - Cracking KW - Fatigue (Mechanics) KW - Finite element method KW - Fracture critical members KW - Inspection KW - Installation KW - Load tests KW - Mathematical models KW - Monitoring KW - Remote sensing KW - Sensors UR - https://trid.trb.org/view/838761 ER - TY - RPRT AN - 01055771 AU - Zornberg, Jorge G AU - Kuhn, Jeffrey A AU - Wright, Stephen G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Determination of Field Suction Values, Hydraulic Properties, and Shear Strength in High PI Clays PY - 2007/03//Technical Report SP - 88p AB - Moisture infiltration into highway embankments constructed by the Texas Department of Transportation (TxDOT) using high Plasticity Index (PI) clays results in changes in shear strength and in flow pattern that leads to recurrent slope failures. In addition, soil cracking over time increases the rate of moisture infiltration. The overall objective of this research is to determine the suction, hydraulic properties, and shear strength of high PI Texas clays. Specifically, two comprehensive experimental programs involving the characterization of unsaturated properties and the shear strength of a high PI clay (Eagle Ford clay) were conducted. These laboratory results allow characterization of the decrease in shear strength with time induced by successive cycles of wetting and drying. Also, the experimental hydraulic results allow quantification of the changes in unsaturated hydraulic properties due to cracking. Assessment of the influence of critical precipitation events is provided. KW - Clay KW - Cracking KW - Embankments KW - Hydraulic properties KW - Laboratory tests KW - Plasticity index KW - Precipitation (Meteorology) KW - Shear strength KW - Slope failure KW - Soil suction KW - Wetting and drying tests UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5202_1.pdf UR - https://trid.trb.org/view/814999 ER - TY - RPRT AN - 01055768 AU - Tuchscherer, Robin AU - Mraz, David AU - Bayrak, Oguzhan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Investigation of the Tensile Strength of Prestressed AASHTO Type IV Girders at Release PY - 2007/03//Research Report SP - 167p AB - The intention of the research presented in this report was to determine the source of flexural cracking of American Association of State Highway and Transportation Officials (AASHTO) Type IV girders. Cracking was observed in the end regions of the beams at the time of prestress transfer. Seven full-scale AASHTO Type IV beam specimens were fabricated and tested. Strains were measured in the end regions of each beam; resulting in 14 separate tests. Beams with an extreme fiber tensile stress greater than 300 psi exhibited cracking at the time of release. In addition to the full-scale beam tests, an extensive amount of material data was collected through testing and literature review. Split cylinder and modulus of rupture tests did not accurately represent the tensile strength of concrete in a Type IV beam specimen. Limiting the extreme fiber tensile stress to 267 psi will prevent cracking at release. KW - Beam tests KW - Cracking KW - Girders KW - Literature reviews KW - Prestressed concrete KW - Tensile strength KW - Tensile stress UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5197_2.pdf UR - https://trid.trb.org/view/815082 ER - TY - RPRT AN - 01055171 AU - Adams, Teresa M AU - Ebeling, Mary AU - Gardner, Raine AU - Lindquist, Peter AU - Stewart, Richard AU - Szymkowski, Todd AU - Hecke, Sam Van AU - Vonderembse, Mark AU - Wittwer, Ernie AU - Midwest Regional University Transportation Center AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Upper Midwest Freight Corridor Study - Phase II PY - 2007/03//Final Report SP - 173p AB - Growing travel, freight movements, congestion, and international competition threaten the economic well being of the Upper Midwest States. More congestion, slower freight movement, fragmentation, and economic slow-down are the probable outcomes if the threats are not addressed. However, planning for and managing the growth of freight transport are very complex issues facing transportation agencies in the region. In an effort to crystallize the issues and generate thought and discussion, eleven white papers were written on important factors that influence freight and public policy. The papers provide the background on specific aspects of freight in the Upper Midwest. As a collection, the papers provide a primer on freight issues and related responses that may form the basis for a regional freight agenda. The Upper Midwest Freight Corridor Coalition used input from transportation administrators in Ohio, Indiana, Michigan, Wisconsin, Illinois, Minnesota, and Iowa, as well as the provinces of Ontario and Manitoba, along with the Federal Highway Administration and researchers from the University of Wisconsin-Madison, the University of Illinois-Chicago, and the University of Toledo to draft an agenda to help meet the challenge of freight movement and economic vitality within the Upper Midwest. The agenda identifies thirteen priority initiatives to respond to growing freight demand. Data and technology are needed to support the initiatives outlined in the agenda, and both topics are discussed in subsequent plans. The final report in Volume II is a white paper explaining the importance of transportation to the economic well being of the region. KW - Economic impacts KW - Freight transportation KW - Highways KW - Indiana KW - Iowa KW - Manitoba KW - Michigan KW - Minnesota KW - Ohio KW - Ontario (Province) KW - Policy KW - Technology KW - Traffic congestion KW - Transportation corridors KW - Transportation planning KW - Travel demand KW - Wisconsin UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A144513385 UR - http://minds.wisconsin.edu/bitstream/handle/1793/53995/06-09_FR.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/tpf-5078-f.pdf UR - https://trid.trb.org/view/813785 ER - TY - RPRT AN - 01053619 AU - Delatte, Norbert Joseph AU - Mack, Eric AU - Cleary, John AU - Cleveland State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of High Absorptive Materials to Improve Internal Curing of Low Permeability Concrete PY - 2007/03//Final Report SP - 142p AB - Early age cracking of bridge decks is a national problem, and may substantially reduce service lives and increase maintenance costs. Cracking occurs when the tensile stress exceeds the tensile strength of the concrete. This is a time-dependent phenomenon, since both the stress and strength change at early ages. Moisture loss increases stress (with increasing shrinkage) and impairs strength gain. Internal curing is one method that has been suggested to reduce early age bridge deck cracking, particularly of concretes with low water to cementitious materials (w/cm) ratios. Many state highway agencies have implemented high performance concrete (HPC) for bridge decks. The low permeability of HPC is used to protect reinforcing steel and prevent corrosion. However, if the concrete cracks, then the protection may be greatly diminished. Transverse cracks due to concrete shrinkage allow water and corrosive chemicals to quickly reach the reinforcing steel causing corrosion and shortening the lifespan of the bridge deck. Reducing shrinkage cracking has been the focus of recent research into mitigation strategies. One unintended consequence of the use of HPC may be early-age cracking. Field studies have shown that, in some cases HPC bridge decks have cracked less than a year after placement. The use of internal curing to reduce autogenous shrinkage was investigated in this study. One method of internal curing was through the use of coarse aggregates with high absorption capacities. Another method discussed is the use of a partial replacement of the fine aggregate with a structural lightweight aggregate (LWA) with a very high absorption capacity. Bridge deck cracking is also affected by the nominal maximum size coarse aggregate. The effect on shrinkage with increasing size is discussed. The Ohio Department of Transportation's (ODOT's) District 12, located in Northeastern Ohio, found in an investigation of 116 HPC bridge decks placed between 1994 and 2001 that bridges with little or no cracking used coarse aggregate with an absorption > 1%, while 75% of bridges with unacceptable cracking used coarse aggregate with absorption <1%. This report discusses the laboratory investigation of the field results to determine the better ways to prevent bridge deck cracking - internal curing or paste reduction by using an aggregate blend. The laboratory investigation found that the strongest effect on cracking was due to the replacement of a small maximum size coarse aggregate with an optimized coarse aggregate gradation. Increasing the coarse aggregate absorption level from <1% to >1% had a less dramatic effect. The use of LWA for internal curing to the low absorption coarse aggregate also had a less dramatic effect. Other classes of structural and paving concrete were also discussed, in addition to the HPC. There were numerous benefits of internal curing for HPC. The cracking tendencies were reduced. Concrete mixtures that did not have the LWA cracked in less time. Specimens that contained the LWA were far superior when dealing with shrinkage. Concrete strengths were also improved with LWA. KW - Absorption KW - Bridge decks KW - Cementitious materials KW - Coarse aggregates KW - Concrete KW - Concrete curing KW - Costs KW - Cracking KW - Field studies KW - Fine aggregates KW - Gas permeability (Concrete) KW - High performance concrete KW - Lightweight aggregates KW - Ohio KW - Service life KW - Shrinkage KW - Stresses KW - Tensile strength UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A145614943 UR - http://ntl.bts.gov/lib/55000/55800/55827/FHWA-OH-2007-06.PDF UR - http://ntl.bts.gov/lib/55000/55800/55828/FHWA-OH-2007-06_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/811455 ER - TY - RPRT AN - 01053611 AU - Sargand, Shad M AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Pavement Performance on DEL 23 PY - 2007/03//Technical Report SP - 424p AB - In 1994, a ramp containing two Asphalt Concrete (AC) and two portland cement concrete (PCC) sections in the SPS-8 experiment was constructed on the Ohio Strategic Highway Research Program (SHRP) Test Road. In 1996, 36 more sections in the SPS-1, SPS-2 and SPS-9 experiments were opened to traffic on the mainline pavement. The response and performance of these sections, climatic information from an on-site weather station, subsurface environmental conditions from sensors installed in several test sections, and traffic loading from an on-site weigh-in-motion (WIM) system have been monitored and incorporated into the national LTPP database. Analyses of these data have been published in a number of reports, technical papers and bulletins. The research project documented in this report was the latest effort by Ohio Department of Transportation (ODOT) to continue monitoring the response and performance of many of the original 40 test sections and several sections constructed later to replace the lighter designs which, as anticipated, showed early distress. Data in this report cover the years 2000-2005. In addition to the new response and performance data obtained on the test road, this report includes: an analysis of current methodologies to mathematically model AC and PCC pavement structures, a petrographic analysis of concrete from three different PCC pavement mixes and a lean concrete base, and an in-depth analysis of WIM data. Three other experimental pavements have been constructed on ATH 50, LOG 33 and ERI/LOR 2 to evaluate the response and performance of specific parameters of interest to ODOT. These parameters included: high performance concrete containing ground granulated blast furnace slag and different types of dowel bars on ATH 50, different types of base material under flexible pavement on LOG 33, and different types of base material under rigid pavement on ERI/LOR 2. This report also contains data collected on these three pavements during 2000-2005. KW - Asphalt concrete KW - Asphalt pavements KW - Data collection KW - Databases KW - Flexible pavements KW - Ohio KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Portland cement concrete KW - Rigid pavements KW - Sensors KW - Test sections KW - Traffic loads KW - Weather KW - Weigh in motion UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A133228233 UR - http://ntl.bts.gov/lib/55000/55800/55825/FHWA-OH-2007-05.PDF UR - http://ntl.bts.gov/lib/55000/55800/55826/FHWA-OH-2007-05_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/811464 ER - TY - RPRT AN - 01053570 AU - Masada, Teruhisa AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Monitoring of Bridge Abutment Walls at SR 33 Over East State St. (Athens, OH) PY - 2007/03//Final Report SP - 56p AB - District 10 personnel of Ohio DOT recently noticed signs of deterioration (such as backfill infiltration, wall cracking) on the bridge abutment walls existing under the S.R. 33 bridge over East State St. in Athens, Ohio. A research project was conducted by the ORITE researcher to monitor possible rotational movements of the abutment walls for two years, which included the period before, during, and after the rehabilitation work. A tilt-meter station was established in the lower section of each of the ten abutment wall panels. Additional measurements were also taken manually at the top of the abutment walls to detect wall movements. Both the tilt-meter and manual measurements were taken monthly from December 2004 to November 2006. Visual inspections were conducted at the project site a few times during the project. In addition, cone penetration test (CPT) sounding was performed in October 2004 to gather high-resolution subsurface data of the highway embankment soil behind the abutment walls existing on the north side of East State St. The tilt-meter and manual measurements collected during the project showed that all the abutment walls remained stable during the two-year period. Initial visual inspection revealed that each panel had at least one vertical crack running through the wall. Subsequent visual inspection detected no new cracks on the abutment walls. The CPT sounding data indicated that wet and soft soil layers were present in some parts of the embankment fill. Based on the findings of the project, implementation plans were presented to address rehabilitation work and future monitoring issues. KW - Athens (Ohio) KW - Bridge abutments KW - Cone penetrometers KW - Cracking KW - Deterioration KW - Embankments KW - Highway bridges KW - Inspection KW - Measurement KW - Rehabilitation (Maintenance) UR - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A129824881 UR - http://ntl.bts.gov/lib/55000/55800/55822/FHWA-OH-2007-02.PDF UR - http://ntl.bts.gov/lib/55000/55800/55823/FHWA-OH-2007-02_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/811460 ER - TY - RPRT AN - 01053567 AU - Cooper, Samuel B AU - Mohammad, Louay N AU - Abadie, Chris AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Evaluation of Field Projects Using Crumb Rubber Modified Asphaltic Concrete PY - 2007/03//Final Report SP - 111p AB - In 1994, the Louisiana Department of Transportation and Development (LADOTD) initiated a research project to evaluate different crumb-rubber modified (CRM) applications in which the long-term pavement performance of the CRM asphalt pavements was compared to that of the control sections built with conventional asphalt mixtures. This report presents a laboratory, construction, and field performance evaluation study of several applications of CRM hot-mix asphalt in Louisiana. Eight CRM asphalt pavement sections were constructed using eight different CRM processes or applications. Five state highway projects were selected to construct these eight CRM sections. A control section was built with conventional asphalt mixtures on each project to compare the field performance of pavement sections built with CRM asphalt mixtures. To evaluate the mixture characteristics of the CRM and conventional mixes, laboratory tests of Marshall stability and flow, indirect tensile strength (ITS) and strain, and indirect tensile resilient modulus (M sub R) were conducted on field compacted Marshall specimens. Comparisons of the construction and field performance of the pavements were achieved through roadway core air void analysis, rut-depth measurement, international roughness index (IRI), pavement structure numbers measured through the DYNAFLECT system, and Quality Control data. Also, the final field performance evaluation used visual data acquired from Louisiana's Pavement Management Section in which the international roughness index (IRI), rut-depth measurements, and crack data were evaluated. Also, visual inspection of cracks was reported. The result of this study indicated that the conventional mixtures exhibited higher laboratory strength characteristics than the CRM mixtures. The pavement sections constructed with CRM asphalt mixtures showed overall better field performance indices (rut depth, random cracks, and IRI numbers) than corresponding control sections. Both CRM modified, wet and dry, hot mix asphalt (HMA) mix types are performing equally well, if not better, than the conventional mix types evaluated. KW - Air voids KW - Asphalt concrete KW - Asphalt pavements KW - Cracking KW - Crumb rubber KW - Hot mix asphalt KW - International Roughness Index KW - Laboratory tests KW - Louisiana KW - Modulus of resilience KW - Pavement performance KW - Rut depth KW - Tensile strength UR - https://www.ltrc.lsu.edu/pdf/2007/fr_393.pdf UR - https://trid.trb.org/view/810964 ER - TY - RPRT AN - 01052312 AU - Distlehorst, Jennifer A AU - Wojakowski, John B AU - Kansas Department of Transportation AU - Kansas Department of Transportation AU - Federal Highway Administration TI - The Effects of DSS Corrosion Inhibitor on Physical Characteristics of Concrete PY - 2007/03//Final Report SP - 9p AB - Corrosion of reinforcing steel in bridge decks and subsequent deterioration of the structure continues to challenge the materials engineering community. Hycrete DSS is a new product which has shown promising corrosion inhibiting behavior in testing by several northeastern states. The physical effects of adding DSS corrosion inhibitor to a standard Kansas concrete mix were investigated in the summer of 2003 by the concrete research staff of the Kansas Department of Transportation. Four 1.70 cubic foot batches of concrete were produced: a control mix, a mix with air-entraining admixture, a mix with Hycrete DSS, and a mixture with Hycrete DSS and a de-foaming agent. Conclusions were as follows: (1) Hycrete DSS, used with a defoaming agent, reduces the permeability to one-tenth to one-third of plain air-entrained concrete as measured by the evapo-transpiration test; (2) The use of the de-foaming agent with the Hycrete DSS additive is highly recommended to control the amount of air in the mix. In this test, the de-foaming agent reduced the total air content by over 50%, into the normal air-content range for air-entrained concrete; (3) The addition of Hycrete DSS causes an approximately 10% strength reduction from expected values for concretes with similar air contents; and (4) The addition of Hycrete DSS had no appreciable effect on the slump of the concrete or the proportion of entrained air content to total air content. KW - Air content KW - Air entrained concrete KW - Bridge decks KW - Compressive strength KW - Concrete KW - Corrosion KW - Hycrete DSS KW - Inhibitors (Chemistry) KW - New products KW - Permeability KW - Reinforcing steel KW - Slump test UR - http://ntl.bts.gov/lib/55000/55700/55789/FHWA-KS-07-2.PDF UR - https://trid.trb.org/view/811410 ER - TY - RPRT AN - 01052026 AU - Thomas, Michael DA AU - Fournier, Benoit AU - Folliard, Kevin J AU - Ideker, Jason H AU - Resendez, Yadhira AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - The Use of Lithium to Prevent or Mitigate Alkali-Silica Reactions in Concrete Pavements and Structures PY - 2007/03//Final Report SP - 62p AB - Alkali-silica reaction (ASR) was first identified as a form of concrete deterioration in the late 1930s (Stanton 1940). Approximately 10 years later, it was discovered that lithium compounds can be used to control expansion due to ASR. There has recently been increased interest in using lithium technologies to both control ASR in new concrete and to retard the reaction in existing ASR-affected structures. This facts book provides information on lithium, its origin and properties, and on its applications. The mechanism of alkali-silica reaction is discussed together with methods of testing to identify potentially alkali-silica reactive aggregates. Traditional methods for minimizing the risk of damaging ASR are presented; these include the avoidance of reactive aggregates, controlling the levels of alkali in concrete and using supplementary cementing materials such as fly ash, slag and silica fume. The final two sections of the facts book discuss the use of lithium, first as an admixture for new concrete construction and second as a treatment for existing concrete structures affected by ASR. KW - Admixtures KW - Alkali silica reactions KW - Concrete construction KW - Concrete pavements KW - Concrete structures KW - Expansion KW - Fly ash KW - Lithium compounds KW - Properties of materials KW - Reactive aggregates KW - Silica fume KW - Slag KW - Testing UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/concrete/06133/06133.pdf UR - https://trid.trb.org/view/811190 ER - TY - RPRT AN - 01051557 AU - Rosa, Michael A AU - Stanton, John F AU - Eberhard, Marc O AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Improving Predictions for Camber in Precast, Prestressed Concrete Bridge Girders PY - 2007/03//Final Research Report SP - 134p AB - This research was conducted to develop improved methods of predicting camber in prestressed concrete girders. A computer program was written to calculate camber as a function of time. It takes into account instantaneous and time-dependent behavior of the concrete and steel and performs the calculations in a series of time steps. It was calibrated by comparing its predictions with the camber from 146 girders, measured in the fabricator’s yard both after release and at a later time. The program’s long-term predictions were then compared with the responses of 91 girders that were monitored during construction at the Keys Road Bridge site. The measured deflections due to temporary strand release and deck casting were compared to calculated values by using variations in pier continuity. Long-term creep deflections were also monitored after deck placement. The results showed that the response was sensitive to the predicted prestress losses and that the 2006 American Association of State Highway and Transportation Officials (AASHTO) values for prestress loss provided much better estimates than did the 2004 provisions. In addition, the camber was found to depend on the elastic modulus of the concrete, its creep coefficient, and the use of the prestress losses in the calculation of creep camber. Predicted cambers were compared to the measured cambers to calculate a predicted error. To achieve the best match with the measured cambers, the AASHTO-recommended values for the elastic modulus and the creep coefficient had to be multiplied by adjustment factors. The adjustment factor for the elastic modulus was found by minimizing the predicted error on the camber immediately after release, resulting in a factor of 1.15. The adjustment factor for the creep coefficient was found by minimizing the predicted error on the second camber measurement, resulting in an adjustment factor of 1.4. The prestress losses had to be taken into account when computing the creep component of camber. KW - American Association of State Highway and Transportation Officials KW - Bridges KW - Computer programs KW - Concrete KW - Creep KW - Curvature KW - Deflection KW - Girder bridges KW - Mathematical prediction KW - Modulus of elasticity KW - Precast concrete KW - Prestressed concrete bridges KW - Steel UR - http://www.wsdot.wa.gov/research/reports/fullreports/669.1.pdf UR - https://trid.trb.org/view/809152 ER - TY - RPRT AN - 01050457 AU - Federal Highway Administration AU - Federal Motor Carrier Safety Administration AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - The Importance of Sharing Data PY - 2007/03 SP - 12p AB - The National Highway Traffic Safety Administration (NHTSA), the Federal Highway Administration (FHWA), the Federal Motor Carrier Safety Administration (FMCSA), and Research and Innovative Technology Administration (RITA), are Administrations that are represented on the U.S. DOT Traffic Records Coordinating Committee (TRCC). These Administrations collect data from the States for use in a variety of data-driven systems. The data collected is used extensively for basic research; identifying problem areas; identifying program and rulemaking needs; developing and evaluating programs, rules, and standards; evaluating new technologies; and allocating grants. The 4 Administrations and the entire highway traffic safety community use the data to quantify emerging traffic safety issues and problems, determine priorities, support decision-making and target resources where they will be most effective. Data allows for complete understanding of the nature, causes, and injury outcomes of crashes; and the strategies and interventions that will reduce crashes and their consequences. This paper describes all of the data systems and programs that are supported by data from each of the aforementioned Administrations. KW - Countermeasures KW - Crash causes KW - Crash data KW - Data collection KW - Data sharing KW - Grant aid KW - Highway safety KW - Injuries KW - Research KW - Strategic planning KW - Technology KW - Traffic crashes KW - Traffic data KW - Traffic safety KW - U.S. Federal Aviation Administration KW - U.S. Federal Motor Carrier Safety Administration KW - U.S. National Highway Traffic Safety Administration KW - U.S. Research and Innovative Technology Administration UR - http://www-nrd.nhtsa.dot.gov/Pubs/810687.PDF UR - https://trid.trb.org/view/809336 ER - TY - RPRT AN - 01049671 AU - Bolton, Patricia A AU - Battelle Human Factors Transportation Center AU - Federal Highway Administration TI - Managing Pedestrians during Evacuations of Metropolitan Areas PY - 2007/03//Final Report SP - 94p AB - The September 11 (or 9/11), 2001, attacks on the high-profile workplaces of the World Trade Center (WTC) in New York City and the Pentagon in the Washington, D.C. area, made real the impact of an unexpected, or “no-notice,” event in a metropolitan setting. The news coverage of the events of 9/11 showed thousands of people leaving the area of the WTC on foot. The evacuation from the borough of Manhattan included not only the typical traffic congestion expected in an evacuation in the United States, but thousands of pedestrians moving along with, or among, the vehicles. When a large-scale, damaging event has occurred or the imminent threat of one has become known, transportation agencies working with public safety officials have traditionally had two principal objectives: Minimize the time it takes to get an adequate force of emergency responders to the scene where they can help victims, provide assessments, and control access; and Maximize the proportion of the population moved away from the hazardous area without being subjected to other risks (e.g., traffic accidents; prolonged exposure to the danger). Evidence that large numbers of pedestrians may be part of an evacuation raised questions within the Federal Highway Administration (FHWA) about what actions are needed to manage pedestrian traffic during metropolitan evacuations and what FHWA can contribute in this area to ensure safe and effective movement of pedestrians while minimizing their impact on vehicular movement. KW - Behavior KW - Crowds KW - Emergency management KW - Evacuation KW - Metropolitan areas KW - Pedestrian flow KW - Pedestrian traffic KW - Pedestrians UR - http://ops.fhwa.dot.gov/publications/pedevac/index.htm UR - https://trid.trb.org/view/809182 ER - TY - RPRT AN - 01049508 AU - Henault, John W AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Assessing ConnDOT's Portland Cement Concrete (PCC) Testing Methods - Final Report PY - 2007/03//Final Report SP - 130p AB - This report presents results of a study to assess Connecticut Department of Transportation's (ConnDOT's) portland cement concrete (PCC) testing methods. The study was designed in order to investigate why some cured PCC specimens did not attain required 28-day strengths, although investigations of these low-strength test results revealed that many in-place PCC strengths were actually acceptable. Statistical analyses of historical data were performed with SPSS® software to identify when low-strength test results occur most often, and what PCC mix types are most problematic. Results showed that PCC rejections occur most often, on a percentage basis, during the summer months, and that higher strength mix types (≥ 3500 psi) are most problematic. Next, researchers made and cured test specimens side-by-side with construction inspectors to assess testing methods. Temperature and maturity probes were embedded in 6" x 12" cylindrical specimens to monitor curing. Based upon observations and data collected in the field, the author presents theories as to why PCC specimens did not attain specified strengths. The concrete maturity method for estimating strength was evaluated, and temperature profiling was performed with maturity kits. These included three different devices: Engius' intelliRock™ II, Transtec Group's Pocket Command Cener™ Kit, and International Road Dynamics' (IRD) Concrete Maturity Monitor; which were compared to determine which, if any, is most appropriate for ConnDOT applications. The maturity method was also used to look at hot-weather concreting, cold-weather concreting and mass concreting operations. KW - Concrete KW - Concrete curing KW - Concrete maturity method KW - Connecticut KW - Cylindrical specimens KW - Portland cement concrete KW - Statistical analysis KW - Temperature KW - Test procedures UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2244-F-06-8.pdf UR - https://trid.trb.org/view/808979 ER - TY - RPRT AN - 01049443 AU - Baber, Thomas T AU - Simons, David C AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - The Impact of the AASHTO LRFD Design Code on Bridge Stiffness and Strength: Part I: Methods and Design Comparisons PY - 2007/03//Final Contract Report SP - 76p AB - The Commonwealth of Virginia is currently transitioning from the long-used American Association of State Highway and Transportation Officials (AASHTO) Allowable Stress Design (ASD) specification to AASHTO’s Load and Resistance Factor Design (LRFD) specification. The new specification features revised live loads, more conservative impact factors, a new load distribution method for analysis, and a probabilistically based limit state design approach. Traditional deflection limits have been made optional in the LRFD format. The extensive changes in the specification make it unclear as to whether bridges designed using the LRFD specification will be more or less flexible than those designed using the ASD specification. A series of bridges were designed using both ASD and LRFD formats to investigate what, if any, significant changes in bridge flexibility might be encountered and whether deflection limits are more or less likely to be violated with the LRFD format. Based upon the design of six single-span bridges with varying spans and numbers of girders, and a partial design of a three-span continuous bridge, it was concluded that the LRFD designs tend to be lighter and more economical in general and also tend to be more flexible than ASD designs of the same bridge. The weight savings appears to be more pronounced on single-span bridges than on multiple-span bridges because of the greater significance of local and lateral stability concerns in the finished bridges for multi-span bridges. KW - AASHTO LRFD Bridge Design Specifications KW - Allowable stress design KW - Bridge design KW - Bridge spans KW - Bridges KW - Deflection KW - Design methods KW - Live loads KW - Load and resistance factor design KW - Load transfer KW - Stiffness UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/07-cr2.pdf UR - http://ntl.bts.gov/lib/37000/37400/37464/07-cr2.pdf UR - https://trid.trb.org/view/806901 ER - TY - RPRT AN - 01049418 AU - Jayawickrama, Priyantha Warnasuriya AU - Hossain, Shabbir AU - Hoare, Appa Rao AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Long-Term Research on Bituminous Coarse Aggregate: Use of Micro-Deval Test for Project Level Aggregate Quality Control PY - 2007/03//Technical Report SP - 90p AB - This research evaluated the feasibility of implementing the Micro-Deval (MD) test in the Texas Department of Transportation’s (TxDOT's) Aggregate Quality Monitoring Program (AQMP) for bituminous coarse aggregate. In particular, the research investigated the possibility of using this test as a project level quality control tool. The study included review and analysis of TxDOT’s Materials and Tests Laboratories' AQMP data as well as independent laboratory testing. The findings showed that the Micro-Deval and magnesium sulfate soundness (MSS) tests are not adequately well correlated to allow the MD test to be used as a surrogate test for the MSS test. Alternative variations of the MD test did not yield significant improvement in the strength of the MD-MSS correlation. Based on these findings, it is recommended that an additional specification be introduced based on the MD test and this specification limit be used for the purpose of project level quality control. The excellent repeatability of the MD test allows a smaller tolerance to be used in stockpile testing. Because of its short testing time, the MD test will be an effective project level quality control test. KW - Bituminous aggregates KW - Coarse aggregates KW - Correlation analysis KW - Magnesium sulfate soundness test KW - Micro-Deval test KW - Quality control KW - Repeatability KW - Specifications KW - Testing time (Duration) UR - http://tti.tamu.edu/documents/0-1707-9.pdf UR - https://trid.trb.org/view/809029 ER - TY - RPRT AN - 01049417 AU - Balke, Kevin N AU - Songchitruksa, Praprut AU - Chaudhary, Nadeem A AU - Chu, Chi-Lueng AU - Sunkari, Sangita AU - Nelson, Paul AU - Kuchangi, Shamanth AU - Tyagi, Vipin AU - Swaroop, Dvahg AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Prototype Dynamic Congestion and Incident Prediction System PY - 2007/03//Technical Report SP - 130p AB - This report is a summary of the processes and procedures used to develop the Dynamic Congestion and Incident Prediction System (DCIPS). The DCIPS is a prototype tool designed to illustrate to the Texas Department of Transportation (TxDOT) the potential of having a tool to predict when and where traffic and environmental conditions might lead to the formation of incidents and congestion. In addition to the introduction, this report contains five major sections. The “System Design and Architecture” section describes the major components, architecture, and data flows associated with developing the DCIPS prototype tool. The “User’s Guide” section provides instructions and procedures for installing, operating, and interpreting the results of the prediction models contained in the DCIPS. The “Proof-of-Concept Testing” section describes how researchers used hardware-in-the-loop simulation to test the functionality and operation of the DCIPS prototype tool. The “Issues Affecting Implementation” section documents some of the data quality issues researchers encountered as they attempted to deploy the prototype system. The “Summary and Lessons Learned” section highlights some of the major findings from this research project as well as next steps for future research activities. KW - Computer program documentation KW - Data quality KW - Future research KW - Hardware in the loop simulation KW - Implementation KW - Lessons learned KW - Mathematical models KW - Mathematical prediction KW - Prototypes KW - System architecture KW - System design KW - Traffic congestion KW - Traffic incidents UR - https://trid.trb.org/view/809007 ER - TY - RPRT AN - 01047574 AU - Geiger, Adriana AU - Yuan, Deren AU - Nazarian, Soheil AU - Abdallah, Imad AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effects of Pulverization of Properties of Stabilized Bases PY - 2007/03//Technical Report SP - 119p AB - Pulverization of pavement base materials is routinely carried out for rehabilitation of roads through full-depth reclamation (FDR). The primary stabilizers currently used in Texas Department of Transportation (TxDOT) districts for FDR are cement, lime, and fly ash. The optimum stabilizer content is currently determined either based on experience or through a series of laboratory tests that evaluates the strength, stiffness and durability of the base-stabilizer mix. For lab testing, base materials are retrieved from the site way before pulverization. The change in gradation due to pulverization can significantly impact the base strength and stiffness. Phase I of this study consisted of an extensive laboratory study to determine the impact of changes in gradation on the desired stabilizer content of a base material. The impact of pulverization was also studied on an ongoing project. The results are provided in this report. It was found that the change in gradation indeed impacts the properties of the mix and should be considered in the design stages of FDR. In Phase II, the ways to address this matter will be investigated and reported. KW - Aggregate gradation KW - Base course (Pavements) KW - Calcium oxide KW - Cement KW - Comminution KW - Compressive strength KW - Fly ash KW - Full-depth reclamation KW - Laboratory tests KW - Rehabilitation (Maintenance) KW - Soil stabilizers UR - http://ntis.library.gatech.edu/handle/123456789/9241 UR - https://trid.trb.org/view/807066 ER - TY - RPRT AN - 01047435 AU - Quiroga, Cesar AU - Kranc, Stanley C AU - Ford, David AU - Kraus, Edgar AU - Taylor, Timothy AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Construction Specification Requirements for Water and Sanitary Sewer Installations PY - 2007/03//Technical Report SP - 78p AB - Because of the lack of standard utility installation construction specifications at the Texas Department of Transportation (TxDOT), many different versions of utility installation special specifications and special provisions exist around the state. Those specifications and provisions frequently contain very similar information. Closely related to the need to standardize construction specifications for utility installations is the need to standardize methodologies and procedures for the determination of utility relocation costs. In practice, there is a wide range of ways in which utility companies submit utility relocation costs for reimbursement. This lack of standardization translates into difficulties such as how to verify the validity of the data utility companies provide and how to adequately prepare for audits and other internal and external inquiries. Report 0-4998-1, "A Unit Cost and Construction Specification Framework for Utility Installations," describes a prototype framework of construction specifications and corresponding unit cost work items for utility installations at TxDOT and recommendations on how to implement that framework in Texas. This report complements Report 0-4998-1 by providing a set of specification requirements for water and sanitary sewer utility installations that could be used to prepare the construction specifications. The requirements for each specification include a summary table that outlines the main characteristics of the proposed specification and provides a listing of bid items, subsidiary items, and units of measurement, followed by a list of specification requirements that follow TxDOT’s 2004 standard construction specification style. KW - Construction KW - Costs KW - Installation KW - Relocation (Facilities) KW - Sanitary sewers KW - Specifications KW - Standardization KW - Texas KW - Underground utility lines KW - Water pipelines UR - http://tti.tamu.edu/documents/0-4998-2.pdf UR - https://trid.trb.org/view/806964 ER - TY - RPRT AN - 01047434 AU - Chrysler, Susan T AU - Williams, Alicia A AU - Fitzpatrick, Kay AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preliminary Guidelines for Signing on Toll Facilities PY - 2007/03//Technical Report SP - 150p AB - A review of current practice for signing on toll facilities is presented. A new chapter for the Texas Manual of Uniform Traffic Control Devices includes route markers, advisory plaques, guide signs, and independent route assemblies. Typical layout drawings for a variety of toll facilities are also included. Research activities regarding the comprehension of the signs in the new chapter included eight focus groups in three Texas cities which explored driver understanding of toll road traffic operations and payment options. KW - Comprehension KW - Focus groups KW - Guidelines KW - Texas KW - Toll facilities KW - Toll roads KW - Traffic signs UR - http://tti.tamu.edu/documents/0-5446-1.pdf UR - https://trid.trb.org/view/806962 ER - TY - RPRT AN - 01047433 AU - Quiroga, Cesar AU - Hamad, Khaled AU - Brydia, Robert AU - Rajbhandari, Rajat AU - Benz, Robert Joseph AU - Sunkari, Srinivasa R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Transportation Operations Data Needs and Recommendations for Implementation PY - 2007/03//Technical Report SP - 120p AB - The operation and management of the transportation network generates enormous amounts of data. These data are a valuable asset to the Texas Department of Transportation (TxDOT) users and, increasingly, external users as well. Frequently, data formats are incompatible and the data reside on incompatible storage media with different levels of accuracy and resolution. As a result, districts are finding that managing their operations data is an increasingly difficult task, which is only getting worse as the amount of data produced continues to grow. These inefficiencies result in unnecessary data redundancy, data integrity and quality control problems, underutilization of the data, and higher operating costs. This report summarizes research conducted to assess transportation operations data characteristics, with a focus on data needs, data flows, and recommendations to help optimize the production, use, and archival of transportation operations data. The report describes the process to characterize current and potential data operations user needs, summarizes procedures and systems other state DOTs use for managing transportation operations data, describes a database model that represents information collected through surveys, summarizes relevant data management practices and implementation plans at TxDOT, outlines strategies for managing the data, and formulates implementation guidelines. KW - Data banks KW - Data flow KW - Data management KW - Data needs KW - Implementation KW - Recommendations KW - Transportation operations UR - http://tti.tamu.edu/documents/0-5257-1.pdf UR - https://trid.trb.org/view/806960 ER - TY - RPRT AN - 01047432 AU - Mounce, John M AU - Ullman, Gerald L AU - Pesti, Geza AU - Pezoldt, Valmon AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for the Evaluation of Dynamic Message Sign Performance PY - 2007/03//Technical Report SP - 252p AB - The objective of this research project was to determine appropriate guidelines and methodology for evaluating dynamic message sign (DMS) performance. National literature reviews and agency surveys were conducted and synthesized for a critical assessment of the state-of-the practice in DMS performance evaluation. DMS performance metrics were established based upon data availability, time of evaluation (pre-post), and environment of application (urban/rural). Both qualitative and quantitative DMS benefits were established with examples of associated analysis tools given and discussed. Case studies were conducted along freeway corridors where DMSs had been implemented in both urban (Houston, Texas) and rural (Amarillo, Texas) environments. The results of these case studies highlighted constraints in both data availability and appropriate analysis procedures. Final guidelines and methodology for DMS performance evaluation were produced emphasizing the limitation to assessment of both qualitative and quantitative benefits. A guidebook of DMS performance evaluation procedures was included as Appendix D in the research report. KW - Amarillo (Texas) KW - Benefits KW - Case studies KW - Evaluation and assessment KW - Guidelines KW - Houston (Texas) KW - Performance KW - Rural areas KW - State of the practice KW - Urban areas KW - Variable message signs UR - http://tti.tamu.edu/documents/0-4772-1.pdf UR - https://trid.trb.org/view/806971 ER - TY - RPRT AN - 01047431 AU - Fitzpatrick, Kay AU - Zimmerman, Karl H AU - Bligh, Roger P AU - Chrysler, Susan AU - Blaschke, Byron AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Criteria for High Design Speed Facilities PY - 2007/03//Technical Report SP - 252p AB - The Texas Department of Transportation (TxDOT) is embarking on a multi-decade effort to expand the state’s transportation system. To accomplish this expansion, TxDOT has expressed an interest in using higher design speeds [above 80 mph (130 km/h)] to promote faster and more efficient travel within the state. Current state and national roadway design guidance does not provide criteria for design speeds above 80 mph (130 km/h), so design values are not available. The purpose of TxDOT Project 0-5544, Development of High Speed Roadway Design Criteria and Evaluation of Roadside Safety Features, was to expand upon existing design guidance and identify new criteria for design speeds up to 100 mph (160 km/h). Determination of preliminary criteria required extrapolation of existing equations along with the use of engineering judgment. A Roundtable Discussion Group was assembled to obtain practicing engineers’ opinions and views on the methodology used to determine the criteria and on the specific values of the criteria. The technical report developed as part of this project presents issues and concerns and shows potential values generated for design speeds of 85 to 100 mph (140 to 160 km/h) for: stopping sight distance, grades, vertical alignment, lane width, shoulder width, cross slope, horizontal alignment and superelevation, ramp design speed, ramp grades and profiles, ramp cross section and cross slope, distance between successive ramps, ramp lane and shoulder widths, ramp acceleration and deceleration lengths, roadside clear zones, median width, roadside slopes and ditches, crash testing, and roadside safety devices. The criteria developed in the project were provided to TxDOT. TxDOT incorporated project findings in the new TxDOT "Roadway Design Manual" Chapter 8: Mobility Corridor (5R) Design Criteria. KW - Clear zones KW - Cross slope KW - Design speed KW - Highway design KW - Highway grades KW - Horizontal alignment KW - Lane width KW - Median width KW - Ramps (Interchanges) KW - Roadside KW - Shoulder width KW - Stopping sight distance KW - Superelevation KW - Texas KW - Vertical alignment UR - http://tti.tamu.edu/documents/0-5544-1.pdf UR - https://trid.trb.org/view/806966 ER - TY - RPRT AN - 01047430 AU - Morgan, Curtis Alan AU - Warner, Jeffery E AU - Roco, Craig E AU - Anderson, Glenn C AU - Olson, Leslie E AU - Roop, Stephen S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Rail Relocation Projects in the U.S.: Case Studies and Lessons for Texas Rail Planning PY - 2007/03//Technical Report SP - 170p AB - Freight transportation is a major component of the transportation activity in metropolitan areas of Texas where both highway and rail routes converge. Traffic conflicts in urban areas are especially acute in areas surrounding urban rail facilities. Rail operations are also greatly hindered in urban rail facilities, which are often surrounded by incompatible land-use activities. One approach to addressing urban vehicle-rail conflicts and urban rail operations issues is to consider the relocation of train operations to new rail corridors located outside urban boundaries. This project examines rail relocation projects in the United States to determine best practices, document project costs and expected benefits, and develop recommended policies for Texas Department of Transportation (TxDOT) use in assessing potential urban rail relocation projects throughout the state. Case studies deliver information on a broad variety of issues to be considered in railroad relocation projects including example project costs, impacts upon urban and outlying communities, potential funding mechanisms, and how potential rail relocation projects may be integrated with planning for other transportation improvements. KW - Benefits KW - Best practices KW - Case studies KW - Costs KW - Financing KW - Freight transportation KW - Impacts KW - Metropolitan areas KW - Policy KW - Railroad corridors KW - Railroad facilities KW - Relocation (Facilities) KW - Texas KW - Traffic conflicts KW - Transportation planning KW - United States UR - http://tti.tamu.edu/documents/0-5322-1.pdf UR - https://trid.trb.org/view/806970 ER - TY - RPRT AN - 01047429 AU - Williams, William Frederick AU - Buth, C Eugene AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Repair/Retrofit Anchorage Designs for Bridge Rails PY - 2007/03//Technical Report SP - 162p AB - This project focused on developing alternative rail anchorage systems for the T501 and T203 bridge rail systems. The project considered only epoxy adhesive anchoring systems for each of these railings, for use in repair and retrofit situations. Strength data on the existing T501R “bolt-through” retrofit design is not well-defined. A tested retrofit design for the T203 did not exist at the time of starting this project. During this project, documented data on the strength characteristics of the conventionally anchored T501 and T203 bridge rail systems were obtained. These data were analyzed and used to develop alternate rail anchorage systems for both the T501 and T203 bridge rails. Long-term durability of epoxy anchoring systems was also considered based on information provided by the epoxy adhesive manufacturer. The retrofit/repair strengths from the dynamic and static testing for both the T501 and the T203 compared very closely to the dynamic and static strengths of the conventionally anchored (As-Is) strengths capacities. In summary, the strengths of the retrofit designs were very close and in some tests exceeded the calculated capacities of the bridge rails. The static strengths were very close to the dynamic 50 millisecond average strengths recorded from the dynamic tests. The new retrofit/repair designs developed and tested for this project are recommended for implementation for use on any new or existing bridge projects. The use of commercial adhesive anchor systems (Hilti RE 500 Adhesive Anchoring System) was very successful in achieving the strengths needed to adequately anchor the retrofit/repair reinforcement for both the T501 and the T203 bridge rails. The information learned from this project can be used to retrofit and repair other bridge rail designs in the future. KW - Adhesives KW - Anchorages KW - Bridge railings KW - Durability KW - Dynamic tests KW - Epoxy resins KW - Repairing KW - Retrofitting KW - Static tests UR - http://tti.tamu.edu/documents/0-4823-T1-1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56120/TX-06-0-4823-T1-1.PDF UR - https://trid.trb.org/view/806969 ER - TY - JOUR AN - 01047012 JO - Public Roads PB - Federal Highway Administration AU - White, Karen AU - Grenzeback, Lance R TI - Understanding Freight Bottlenecks PY - 2007/03 VL - 70 IS - 5 SP - pp 31-35 AB - Freight bottlenecks are traffic bottlenecks on highways that serve high volumes of trucks. This article summarizes recent work by the Federal Highway Administration (FHWA) to better understand these bottlenecks and their effect on the trucking industry. To measure the cost of delay, the FHWA defined bottlenecks using three features: type of capacity constraint, type of roadway and type of freight route. The FHWA estimates that freight bottlenecks cause about 243 million truck hours of delay annually. The direct user cost from delay is about $7.8 billion per year. Although the effect of bottlenecks on individual shipments and transactions is usually modest, over time user costs can add up to a higher cost of doing business for firms. Since freight tonnage is expected to continue to increase, steps need to be taken to attack congestion strategically, such as by reclaiming capacity from the existing freight system and targeting highway and railroad expansion. KW - Bottlenecks KW - Costs KW - Freight traffic KW - Freight traffic measurement KW - Freight transportation KW - Highway capacity KW - Highways KW - Traffic volume KW - Truck traffic KW - Trucking KW - Trucks KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/07mar/05.cfm UR - https://trid.trb.org/view/806764 ER - TY - JOUR AN - 01047010 JO - Public Roads PB - Federal Highway Administration AU - D'Angelo, John A AU - Dongre, Raj N TI - Creep and Recovery PY - 2007/03 VL - 70 IS - 5 SP - pp 24-30 AB - This article describes the development of a new test by the Federal Highway Administration (FHWA) that offers a faster, less expensive method for ensuring adequate elastomeric polymer content in asphalt binders. The repeated creep and recovery test (RCRT) involves applying a specific load to an asphalt binder specimen, removing the load, and then measuring the recovery response. The standard test protocol developed by the FHWA appears to produce repeatable data on percent recovery that can help pavement experts identify elastomeric polymer-modified asphalt binders and provide insight into how effectively the polymers function in the binder system. The RCRT uses equipment and procedures already familiar to the industry and can be completed in about 10 minutes, using just 1 to 2 grams of material. The American Association of State Highway and Transportation Officials and American Society for Testing and Materials have accepted the RCRT in specification format, and binder manufacturers and some state departments of transportation already are using the RCRT routinely. KW - Binder content KW - Binder recovery KW - Bituminous binders KW - Creep KW - Creep and recovery tests KW - Creep tests KW - Elastomer modified asphalt KW - Elastomers KW - Loads KW - Measurement KW - Polymers KW - Specifications KW - Test procedures KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/07mar/04.cfm UR - https://trid.trb.org/view/806762 ER - TY - JOUR AN - 01046962 JO - Public Roads PB - Federal Highway Administration AU - Kerschner, Helen AU - Harris, Joan TI - Better Options for Older Adults PY - 2007/03 VL - 70 IS - 5 SP - pp 16-23 AB - Many communities and organizations nationwide have created supplemental transportation programs (STPs) to help meet the needs of the growing nondriving senior population. This article describes why these programs are needed and how the services work. Alternative transportation programs enable people to stay mobile even when they need to reduce or stop driving. They provide a safe, low-cost transportation alternative that allows seniors to secure basic necessities and remain involved in the community. STPs vary widely, from volunteer driver programs that offer door-to-door (and door-through-door) assistance to large group transportation fleets. People and organizations in the fields of health care, law enforcement, driver licensing, social and aging services, and transportation safety are leading the expansion and improvement of many of these types of transportation alternatives. KW - Aged KW - Communities KW - Local transportation KW - Mobility KW - Organizations KW - Public transit KW - Supplemental transportation programs UR - http://www.fhwa.dot.gov/publications/publicroads/07mar/03.cfm UR - https://trid.trb.org/view/806761 ER - TY - JOUR AN - 01046960 JO - Public Roads PB - Federal Highway Administration AU - Arnold, Terry S AU - Rozario, Jenny AU - Youtcheff, Jack TI - New Lime Test for Hot Mix Asphalt Unveiled PY - 2007/03 VL - 70 IS - 5 SP - pp 10-15 AB - Some states require lime to be added to aggregates in hot mix asphalt to improve moisture resistance and extend the longevity of pavements. Until now, however, there was no test to detect whether lime had actually been added to the hot mix asphalt. This article describes the development of a new test that uses Fourier-Transform Infrared spectroscopy to determine whether or not lime has been added to the hot mix asphalt. The test can detect even minute traces of lime in asphalt in as little as 30 seconds. Two chemical analysis methods for measuring the lime levels accurately have also been developed. The American Association of State Highway and Transportation Officials currently is weighing the lime tests for adoption as industry standards, with a decision expected sometime in 2007. KW - Asphalt mixtures KW - Calcium oxide KW - Chemical analysis KW - Hot mix asphalt KW - Measurement KW - Pavements KW - Spectroscopic analysis KW - Test procedures UR - http://www.fhwa.dot.gov/publications/publicroads/07mar/02.cfm UR - https://trid.trb.org/view/806760 ER - TY - JOUR AN - 01046959 JO - Public Roads PB - Federal Highway Administration AU - Mitchell, C G B TI - Old World Ways PY - 2007/03 VL - 70 IS - 5 SP - pp 2-9 AB - Older persons constitute a disproportionately large number of pedestrian fatalities in many countries. This article provides travel and accident statistics for older pedestrians in Europe and describes how roadway designs in Great Britain and other European countries facilitate the safety and mobility of older pedestrians. One strategy that these countries are implementing is the separation of pedestrians from vehicles through land use planning and the creation of pedestrian streets. Another effective strategy is to reduce traffic speed through measures such as speed limits, camera enforcement and traffic calming. European countries are also providing pedestrian routes and paths that are wide, well-surfaced and easy to use. Infrastructure improvements can be used to make road crossings safer and easier for pedestrians. KW - Aged KW - Crash rates KW - Crosswalks KW - Europe KW - Highway design KW - Infrastructure KW - Land use planning KW - Mobility KW - Pedestrian areas KW - Pedestrian movement KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Pedestrians KW - Speed cameras KW - Speed limits KW - Statistics KW - Streets KW - Traffic calming KW - Traffic speed KW - Travel behavior KW - Walkways UR - http://www.fhwa.dot.gov/publications/publicroads/07mar/01.cfm UR - https://trid.trb.org/view/806759 ER - TY - RPRT AN - 01046073 AU - Fitzpatrick, Kay AU - Brewer, Marcus A AU - Park, Eun Sug AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Intermediate Access to Buffer-Separated Managed Lanes PY - 2007/03//Technical Report SP - 106p AB - The objective of this Texas Department of Transportation (TxDOT) research project was to develop guidance materials on intermediate access to a buffer-separated toll lane. To develop the material, researchers gathered other state guidelines, reviewed the literature, and recorded operations at five intermediate access sites. From videotapes of the sites, characteristics of approximately 8400 vehicles that moved into or out of the managed lane were recorded. Examples of the characteristics measured included where the vehicle entered or left the lane (early, within the opening, or late) and the lane of origin for the vehicle. Volume counts for 5-minute periods were associated with each maneuver. Approximately 9 percent of the vehicles crossed the solid white markings (i.e., were not in compliance with the pavement markings). Compliance was better for the longer access opening length (1500 ft) as compared to the 1160-ft access opening length. A surprisingly large number of maneuvers at the intermediate access openings (over 7 percent) involve vehicles passing slower-moving vehicles. At the two sites with the larger quantity of data between 40 and 80 percent of the passing vehicles involved a vehicle leaving the managed lane to pass a slower-moving managed-lane vehicle. Findings from one field site demonstrated that when presented with the opportunity to enter a managed lane that is located very close to an entrance ramp, drivers will attempt to cross multiple lanes to do so. KW - Access KW - Buffer separated lanes KW - Compliance KW - Field studies KW - Literature reviews KW - Managed lanes KW - Passing KW - Road markings KW - Videotapes UR - http://tti.tamu.edu/documents/0-5547-1.pdf UR - https://trid.trb.org/view/806293 ER -