TY  - RPRT
AN  - 01031572
AU  - Kweon, Young-Jun
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of a Proposal to Set a Goal for the Virginia Strategic Highway Safety Plan of a Forty Percent Reduction in Traffic Fatalities and Injuries by 2010
PY  - 2006/06//Final Report
SP  - 50p
AB  - The purpose of this study was to determine whether a 40% reduction in traffic fatalities and injuries by 2010 is a reasonable goal to include in Virginia’s state-level strategic highway safety plan or whether such a goal is overly optimistic. To achieve the study objective, the scope of the study was limited to making the following determinations: (1) Forecast the total number of traffic fatalities and injuries in Virginia in 2010 assuming three scenarios: In Scenario 1, no state-level traffic safety plan or major traffic engineering safety improvements are implemented between now and 2010. In Scenario 2, only four traffic  engineering improvements are made between now and 2010. In Scenario 3, a primary seat belt law along with the four engineering improvements from Scenario 2 are implemented. (2) Determine the probability that Virginia can achieve a 40% reduction in fatalities and injuries by 2010 under Scenarios 2 and 3. (3) Determine realistic goals for the reduction of traffic fatalities and injuries in Virginia in 2010.  Based on the forecasts under the three scenarios, the 40% reduction goals are overly optimistic. Assuming a normal distribution of the forecasts, the probabilities of achieving 40% reduction goals for fatalities and injuries are very low or low. Under Scenario 2, if the four engineering treatments are implemented at the 50% level, the probabilities that Virginia would achieve 40% reductions in 2010 are 1.2% for fatalities and 0.012% for injuries. Under Scenario 3, assuming that the primary enforcement seat belt law was enacted and the four engineering treatments were implemented at the 50% level, the probabilities are 8.6% for fatalities and 0.05% for injuries.  Accounting for a slight increase in fatalities and injuries in 2010 compared to 2004, realistic goals for Virginia are a 10% (maximum of 20%) reduction goal for fatalities and a 5% (maximum of 10%) reduction goal for injuries. These recommended goals assume that Virginia enacts a primary enforcement seat belt law and exercises enforcement efforts accordingly and deploys engineering crash countermeasures comparable to the 20% to 30% level of implementation of the four treatments used in this study, namely, (1) adding an exclusive left-turn lane to intersections, (2) modifying the signal change intervals, (3) installing centerline rumble strips, and (4) installing/upgrading guardrail.
KW  - Change interval (Traffic signal cycle)
KW  - Crash injuries
KW  - Fatalities
KW  - Guardrails
KW  - Highway safety
KW  - Left turn lanes
KW  - Probability
KW  - Rumble strips
KW  - Seat belts
KW  - Strategic planning
KW  - Traffic engineering
KW  - Traffic forecasting
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r34.pdf
UR  - http://ntl.bts.gov/lib/37000/37300/37327/06-r34.pdf
UR  - https://trid.trb.org/view/787632
ER  - 

TY  - RPRT
AN  - 01031563
AU  - Norris, Gene
AU  - Gilfert, Ted
AU  - Athens Technical Specialists, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Portable Bench Tester for Piezo Weigh-In-Motion (WIM) Equipment
PY  - 2006/06//Final Report
SP  - 27p
AB  - Weigh-in-Motion (WIM) technology is a widely used tool in the effort to effectively manage highway maintenance and planning worldwide.  The typical WIM system is a fixed-position set of in-pavement sensors and adjoining data collection device.  The WIM system classifies and weighs each vehicle that crosses the sensor array, and the data is stored in a database for further analysis.  The sensors, sensor array layouts, vehicle classification schemes, and other features vary from user to user based on the equipment used and user needs and preferences.  This study was conducted using piezo-loop-piezo sensor arrays, since this is the preference of Ohio Department of Transportation (ODOT), and is widely used throughout the industry.  The WIM system consists of (in broad terms) the sensor system and the WIM data collection and storage device (WIM device).  The objective of the project was to develop a Bench Tester for the WIM Device.  The primary technical challenges were to (1) Properly simulate the signal and impedance of the field sensors (piezo and loop), (2) Construct a useable framework for the operator to assemble vehicle "signatures" (coordinated sequences of signals) to be applied to the WIM Device under test, (3) Construct a set of useable database reports that allows the user to identify the census of vehicle signatures that were applied to the WIM Device under test.  These technical challenges were overcome with admirable solutions.  The operator sets up and operates the WIM Tester through a user-friendly PC application (Microsoft Windows XP/2000 OS required). The tester hardware consists of digital and analog circuit technology that is driven by an embedded microprocessor running custom firmware.  The PC issues commands to the microprocessor that instructs the hardware to transmit precisely controlled sequences of electrical signals to the WIM Device under test.  A properly operating WIM Device will interpret these sequences of signals (vehicle signatures) as vehicles passing over a sensor array at varying speeds, weights, axle arrangements, direction, and in different lanes, according to the test setup.  When the test session is complete, the user extracts vehicle censos reports from both the WIM Tester and from the WIM Device and compares the data manually to assess the operational  status of the WIM Device.  The benefits of utilizing the WIM Tester include cost savings, improved accuracy, and reduced personnel hazards when assessing WIM Devices, compared to alternate methods.  Conducting a brief functional test prior  to deploying a WIM Device saves the time and frustration that occurs when non or partially functional equipment is discovered in the field at the point of installation.  When partially functional WIM equipment is installed, the data quality suffers, leading to less-than-optimum decision making conditions.
KW  - Accuracy
KW  - Bench testing
KW  - Cost savings
KW  - Data collection
KW  - Databases
KW  - Electrical impedance
KW  - Hazards
KW  - Highway maintenance
KW  - Highway planning
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Piezoelectric materials
KW  - Portable equipment
KW  - Sensors
KW  - Testing
KW  - Traffic counting
KW  - Traffic volume
KW  - User interfaces (Computer science)
KW  - User needs
KW  - Vehicle classification
KW  - Vehicle signature
KW  - Weigh in motion
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A70294310
UR  - https://trid.trb.org/view/787807
ER  - 

TY  - RPRT
AN  - 01031560
AU  - Sargand, Shad
AU  - Abdalla, Basel
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 2: Verification and Validation of Finite Element Models for Rigid Pavement Using In-Situ Data ― Selection of Joint Spacing
PY  - 2006/06//Technical Report
SP  - 120p
AB  - This work is conducted to provide a complete verification and validation of four different finite element programs (ISLAB2000, JSLAB, EVREFE, and OU3D) for rigid pavement. The experimental data used in this process was collected from the Ohio SHRP Test Road (including four core sections with various geometry and pavement layers) and the Ohio University Accelerated Pavement Load Facility (three different loading conditions). The variety of the pavement sections and loading conditions makes this verification a complete and unique study. The verification outcomes are applied to optimize the joint spacing for least critical stresses within the pavement design life by using three concrete fatigue models (PCA, Huang, and Domenichini). The validation results show that the finite element models follow the general trend of the experimental data in strain, deflection, and vertical pressure. However, two issues are pointed out: stress reversals between the truck axle loads, and slab rocking. Experimental results show that moisture loss that occurred after placing concrete slabs produces a residual negative temperature gradient of -2.2ºF/inch (-0.48C°/cm). This leads to a permanent loss of support (LOS) under the pavement corners. Thus, positive gradient-based curling will only reduce the amount of LOS without eliminating it. When tested under different loading conditions, ISLAB2000 shows some inaccuracy in modeling the joints under combined traffic and environmental loadings. With the presence of built-in negative temperature gradient due to the curing of concrete, the critical tensile stresses are located at the top of the slab, and are maximized when the two truck axle loads are positioned on the two edges of the slab. This fact is confirmed experimentally; the slab cracks are observed to initiate at the top and develop towards the bottom of the pavement. The review of the three fatigue models shows that the level of tensile stress overcomes the frequency of load application. This is due to the tensile stresses resulting from the built-in negative temperature gradient. For the four pavement sections in the study, 13 ft (4.0 m) slabs had the longest design life.
KW  - Axle loads
KW  - Concrete
KW  - Deflection
KW  - EVREFE (Computer program)
KW  - Fatigue (Mechanics)
KW  - Field tests
KW  - Finite element method
KW  - ISLAB2000 (Computer program)
KW  - Joint spacing
KW  - JSLAB (Computer program)
KW  - Load tests
KW  - OU3D (Computer program)
KW  - Pavement design
KW  - Pavement layers
KW  - Pavement performance
KW  - Pavements
KW  - Rigid pavements
KW  - Slabs
KW  - Strain (Mechanics)
KW  - Temperature gradients
KW  - Tension tests
KW  - Trucks
KW  - Verification and validation checks
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A70789997
UR  - http://ntl.bts.gov/lib/55000/55700/55798/FHWA-OH-2006-3B.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55801/FHWA-OH-2006-3D_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/787809
ER  - 

TY  - RPRT
AN  - 01030761
AU  - Sebesta, Stephen
AU  - Estakhri, Cindy K
AU  - Scullion, Tom
AU  - Liu, Wenting
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - New Technologies for Evaluating Flexible Pavement Construction: Year 1 Report
PY  - 2006/06//Technical Report
SP  - 48p
AB  - Historically in Texas, acceptance of flexible pavement layers has been based upon density control, where the density of the layer must meet or exceed some minimum value.  The Texas Department of Transportation (TxDOT) utilizes the nuclear density gauge to perform this acceptance testing for subgrade and base layers.  However, TxDOT desires to find a non-nuclear method for measuring density; additionally, TxDOT desires to investigate the feasibility of a fundamental shift from density to mechanistic properties for acceptance.  This report describes the search for a replacement for the nuclear gauge and also summarizes new techniques that could potentially be used for acceptance of flexible pavement construction.  Currently no direct replacement exists for the nuclear density gauge; the most similar devices are the Pavement Quality Indicator and the Pavetracker Plus.  However, these two devices are only applicable to hot-mix asphalt layers and are best suited for measuring differential density.  Several systems exist that are not density-based that potentially could control flexible pavement construction.  These systems include the Vertek and AquaPro moisture probes, the portable falling weight deflectometer, the dynamic cone penetrometer, instrumented vibratory rollers, automated proof rollers, ground-penetrating radar, and infrared imaging.  The latter four systems provide near 100% coverage and could serve as screening tools to identify where to perform spot tests.  This report describes preliminary testing of the most promising systems and outlines a framework for continued testing with the most promising devices for use during the remainder of this project.
KW  - Acceptance tests
KW  - Automated proof rollers
KW  - Base course (Pavements)
KW  - Cone penetrometers
KW  - Density
KW  - Equipment tests
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Ground penetrating radar
KW  - Infrared imagery
KW  - Moisture sensors
KW  - Nuclear density gages
KW  - Quality assurance
KW  - Quality control
KW  - Road construction
KW  - Subgrade (Pavements)
KW  - Technological innovations
KW  - Texas
KW  - Vibratory rollers
UR  - http://tti.tamu.edu/documents/0-4774-1.pdf
UR  - https://trid.trb.org/view/787667
ER  - 

TY  - RPRT
AN  - 01030759
AU  - Hartt, William H
AU  - Powers, Rodney G
AU  - Lysogorski, Diane K
AU  - Paredes, Mario
AU  - Virmani, Y Paul
AU  - Florida Atlantic University, Dania Beach
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Job Site Evaluation of Corrosion-Resistant Alloys for Use as Reinforcement in Concrete
PY  - 2006/06//Final Report
SP  - 86p
AB  - Premature deterioration of the Nation's concrete highway and bridge structures as a consequence of chloride (salt) exposure and resultant corrosion of reinforcing steel has evolved during the past four decades to become a formidable technological and economic problem.  In response to this, epoxy-coated reinforcing steel (ECR) was adapted in the mid-1970s as a proactive measure to control this problem.  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 75-100 years is uncertain.  Corrosion-resistant reinforcements, including stainless steels, are an alternative for such applications.  A component of the Federal Highway Administration (FHWA) Innovative Bridge Research and Construction (IBRC) Program addressed incorporation of such reinforcements into approved State bridge construction projects.  The present project evaluated a selected number of these in terms of the type of reinforcement used and difficulties and advantages that were encountered.  Of the 27 approved State projects for which information could be gathered, 20 were either completed as planned or utilized an alternate corrosion-resistant reinforcement.  The different reinforcement types were solid Types 316 (3 projects), 2201LDX (1 project), and 2205 (5 projects) stainless steels, Type 316 stainless clad black bar (3 projects), MMFX-II (13 projects), and galvanized steel (3 projects).  In some cases, more than one corrosion-resistant reinforcement was used on a single project.  The various State projects demonstrated that, subject to availability, corrosion-resistant reinforcing steel can be incorporated into bridge construction with relative ease and placed with less difficulty than ECR.  Thus, these reinforcements are a viable technical alternative to ECR.  Realizing the full benefit of this IBRC Program, however, will depend upon individual States acquiring performance data and maintaining records on these structures for decades into the future.
KW  - Chloride exposure
KW  - Corrosion resistance
KW  - Data collection
KW  - Ease of use
KW  - Epoxy coatings
KW  - Field studies
KW  - Florida
KW  - Galvanized steel
KW  - Innovative Bridge Research and Construction Program
KW  - Marine environment
KW  - Reinforced concrete bridges
KW  - Reinforcing steel
KW  - Stainless steel
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/06078/index.cfm
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/06078/index.cfm
UR  - https://trid.trb.org/view/787642
ER  - 

TY  - RPRT
AN  - 01030750
AU  - Crovetti, James A
AU  - Marquette University
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Cost Effective Concrete Pavement Cross Sections - Final Report
PY  - 2006/06//Final Report
SP  - 99p
AB  - This report presents the findings of a study of alternate pavement designs targeted at reducing the initial construction costs of concrete pavements without compromising pavement performance.  Test sections were constructed with alternate dowel materials, reduced dowel placements, variable thickness concrete slabs and alternate surface and subsurface drainage details.  Performance data were collected out to 5 and 7 years after construction.  The study results indicate that fiber reinforced polymer (FRP) composite dowels may not be a practical alternative to conventional epoxy coated steel dowels due to their reduced rigidity, which results in lower deflection load transfer capacities at transverse joints.  Ride quality measures also indicate higher International Roughness Index (IRI) values on sections constructed with FRP composite dowels.  Study results for sections constructed with reduced placements of solid stainless steel dowels also indicate reduced load transfer capacity and increased IRI values as compared to similarly designed sections incorporating epoxy coated dowels.  Reduced doweling in the driving lane wheel paths also is shown to be detrimental to performance for most constructed test sections.  The performance of sections with reduced doweling in the passing lane wheel paths indicates that this alternate may be justifiable to maintain performance trends similar to those exhibited by the driving lane with standard dowel placements.  Performance data from sections constructed with variable slab geometry and drainage designs indicate that one-way surface and base drainage designs are performing as well as or better than standard crowned pavements with two-way base drainage.  The drainage capacity of the base layer, constructed with open graded number 1 stone, appears sufficient to handle all infiltrated water.
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Dowels (Fasteners)
KW  - Drainage
KW  - Epoxy coatings
KW  - Fiber reinforced plastics
KW  - International Roughness Index
KW  - Load transfer
KW  - Location
KW  - Open graded aggregates
KW  - Pavement design
KW  - Pavement performance
KW  - Ride quality
KW  - Slabs
KW  - Spacing
KW  - Stainless steel
KW  - Test sections
KW  - Thickness
KW  - Transverse joints
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/wispr-03-5concretecrosssections.pdf
UR  - https://trid.trb.org/view/787635
ER  - 

TY  - RPRT
AN  - 01030746
AU  - Richardson, Lilliard E
AU  - Albers, Nathan
AU  - Stokes, Shannon Daily
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Deciding to Click It: Seatbelt Use by Missouri Teens
PY  - 2006/06//Final Report
SP  - 46p
AB  - The authors conducted twelve focus groups across Missouri with two main purposes:  1) to more fully understand how teenagers make decisions on seat belt use, and 2) to determine what outreach methods have the potential to influence safety decisions.  The target group was teenagers in the 15- to 19-year-old age range; there were 101 such participants.  In addition, 19 other youths aged 11 to 14 years old participated in some of the discussions.  The analysis focuses on the attitudes and behaviors of older teens, but the younger teens' views augment the analysis.
KW  - Adolescents
KW  - Attitudes
KW  - Behavior
KW  - Decision making
KW  - Focus groups
KW  - Missouri
KW  - Outreach
KW  - Public information programs
KW  - Publicity
KW  - Seat belt use
KW  - Seat belts
UR  - http://library.modot.mo.gov/RDT/reports/Ri06016/or06019.pdf
UR  - https://trid.trb.org/view/787662
ER  - 

TY  - RPRT
AN  - 01030708
AU  - Hoppe, Edward J
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Field Measurements on Skewed Semi-Integral Bridge with Elastic Inclusion: Instrumentation Report
PY  - 2006/06//Final Report
SP  - 14p
AB  - This project was designed to enhance the Virginia Department of Transportation’s expertise in the design of integral bridges, particularly as it applies to highly skewed structures. Specifically, the project involves extensive monitoring of a semi-integral (integral backwall) bridge with a 45-degree skew. Long-term, continuous monitoring of strains developed in foundation piles, earth pressures exerted on the backwall by the adjacent approach embankment, and concrete buttress reactions preventing the superstructure from rotating in the horizontal plane will be performed. Overall, 120 strain gages, 16 earth pressure cells, and 2 high-capacity load cells, interfaced with electronic dataloggers, will be used in the study. This report provides a record of work carried out from the start of construction in January 2006 to the beginning of May 2006. It specifically describes the instrumentation of the bridge. Future reports will provide an analysis of the results of the field monitoring program. The study is expected to continue for the next 2 years in order to capture the bridge’s response over a wide range of climatic conditions.
KW  - Backwall
KW  - Bridge design
KW  - Bridge superstructures
KW  - Bridges
KW  - Concrete
KW  - Construction
KW  - Earth pressure
KW  - Elastic inclusion
KW  - Embankments
KW  - Instrumentation
KW  - Measurement
KW  - Monitoring
KW  - Semi-integral bridges
KW  - Skewed structures
KW  - Strain (Mechanics)
KW  - Strain gages
UR  - http://www.virginiadot.org/vtrc/main/online%5Freports/pdf/06-r35.pdf
UR  - http://ntl.bts.gov/lib/37000/37300/37318/06-r35.pdf
UR  - https://trid.trb.org/view/786774
ER  - 

TY  - RPRT
AN  - 01030121
AU  - Monsere, Christopher M
AU  - Bertini, Robert Lawrence
AU  - Breakstone, Aaron
AU  - Bonner, Carolyn
AU  - Bosa, Peter
AU  - Horowitz, Zachary
AU  - de la Houssaye, David
AU  - Hunter-Zaworski, Katharine M
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Update and Enhancement of ODOT's Crash Reduction Factors
PY  - 2006/06//Final Report
SP  - 184p
AB  - Appropriate selection of cost-effective countermeasures for highway safety improvement projects requires an estimate of the safety effects of alternative designs.  The Oregon Department of Transportation (ODOT), like many agencies, makes these estimates using crash reduction factors (CRFs).  Since the development of ODOT's original database in the early 1990s, there have been substantial methodological improvements in the evaluation of engineering countermeasures that have resulted in a wealth of new published research.  This study provided a comprehensive update to ODOT's CRFs database.  The CRFs were updated via a thorough review and quality assessment of recent literature and input from an expert advisory group.  Results will be incorporated into ODOT's safety project analysis tools and will be processed and disseminated through ODOT's regional offices and other local agencies using an interactive web page.  The CRF website will allow users to search interactively for effective countermeasures for a particular highway safety improvement project based on key parameters and directly accessing the literature review database.  This report provides a summary of national and international concurrent and complementary research, discusses the methodology used to review CRFs, and outlines development of an interactive web page.
KW  - Countermeasures
KW  - Crash reduction factors
KW  - Databases
KW  - Highway safety
KW  - Improvements
KW  - Interactive computer systems
KW  - Literature reviews
KW  - Oregon Department of Transportation
KW  - Updating (Databases)
KW  - Websites (Information retrieval)
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Crash_Reduction_Factors.pdf
UR  - http://ntl.bts.gov/lib/40000/40500/40542/Crash_Reduction_Factors.pdf
UR  - https://trid.trb.org/view/786811
ER  - 

TY  - RPRT
AN  - 01030119
AU  - Bertini, Robert Lawrence
AU  - Monsere, Christopher M
AU  - Nolan, Casey
AU  - Bosa, Peter
AU  - El-Seoud, Tarek Abou
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Field Evaluation of the Myrtle Creek Advanced Curve Warning System
PY  - 2006/06//Final Report
SP  - 50p
AB  - As part of a larger study focusing on determining optimum countermeasures for speed related crashes, this report presents the results of a quantitative and qualitative before and after evaluation of a dynamic curve warning system deployed at one site on northbound and southbound Interstate 5 in Myrtle Creek, Oregon.  The system displays directed messages on two dynamic message signs to drivers based on the detected speed of approaching vehicles.  For the evaluation, three measures of effectiveness were selected:  1) the change in mean speed for passenger cars and commercial vehicles; 2) the change in the speed distribution for both passenger cars and trucks; and 3) public response to the dynamic message signs.  Speed samples were taken of vehicles with a laser ranging and detection device, recording both speed and distance information over seven days - four in the before period and three in the after period.  The quantitative evaluation indicated that the advanced curve warning system was effective in reducing the mean speeds of passenger cars and trucks by approximately 3 mph for the southbound direction and 2 mph for the northbound direction.  After the system was installed, the distribution of vehicle speeds was statistically different with a lower number of vehicles in the higher speed bins.  Crash reduction impacts of the system have not yet been evaluated, as the system was only recently installed.  Intercept surveys of motorists at nearby rest areas revealed a positive perception of the system. Overall, the results of the evaluation indicate that the advanced curve warning system is effective.
KW  - Automobiles
KW  - Before and after studies
KW  - Highway curves
KW  - Measures of effectiveness
KW  - Myrtle Creek (Oregon)
KW  - Public opinion
KW  - Speed
KW  - Speed distribution
KW  - Trucks
KW  - Variable message signs
KW  - Warning systems
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/MyrtleCreek.pdf
UR  - https://trid.trb.org/view/786812
ER  - 

TY  - RPRT
AN  - 01030118
AU  - Monsere, Christopher M
AU  - Bertini, Robert Lawrence
AU  - Bosa, Peter G
AU  - Chi, Delia
AU  - Nolan, Casey
AU  - El-Seoud, Tarek Abou
AU  - Portland State University
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Comparison of Identification and Ranking Methodologies for Speed-Related Crash Locations
PY  - 2006/06//Final Report
SP  - 108p
AB  - Over 60,000 crashes were reported on the Oregon state highway system from 2000-2002.  Of these, speed was a primary causal factor in 27% of total crashes and 36% of all fatal crashes.  Excessive speed is a driver behavior that can be influenced by a wide variety of countermeasures.  However, different methods for analyzing crash data often result in setting different priorities for safety improvements.  The state of Oregon currently does not have a developed methodology for prioritizing locations for review of countermeasure deployment.  When making decisions about countermeasure deployment with limited resources, it is important they be allocated to locations that will result in the greatest impact.  The objective of this study was to improve the procedures used to select locations for speed-related safety countermeasures.  The report includes a literature review focused on the relationship between speed and crashes as well as past research on speed reduction techniques.  An analysis of speed-related crash data indicated that a number of variables such as ice, curves, and others are overrepresented in speed crashes.  Based on these findings, the study then developed and compared alternate ranking methods for speed/ice crash locations, including a unique refinement of the rate quality control (RQC) method, using climate data that helps identify road segments that exhibit statistically significant high speed/ice crash patterns.  The results of the method were highlighted with a case study of identified highway sections using a new zonal RQC.  To demonstrate the feasibility of this analysis technique, the top 20 sites identified by the refined screening technique were reviewed for possible countermeasures.
KW  - Case studies
KW  - Climate
KW  - Countermeasures
KW  - Crash data
KW  - Crash locations
KW  - Decision making
KW  - Ice
KW  - Literature reviews
KW  - Oregon
KW  - Resource allocation
KW  - Speeding
KW  - Strategic planning
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/RankingMethodsSpeedRelated.pdf
UR  - http://ntl.bts.gov/lib/40000/40500/40543/RankingMethodsSpeedRelated.pdf
UR  - https://trid.trb.org/view/786822
ER  - 

TY  - RPRT
AN  - 01030117
AU  - Higgins, Christopher
AU  - Williams, Grahme
AU  - Elkins, Lori
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Capabilities of Diagonally-Cracked Girders Repaired with CFRP
PY  - 2006/06//Final Report
SP  - 277p
AB  - The technique of using carbon fiber reinforced polymer (CFRP) for strengthening conventionally reinforced concrete (CRC) girders in flexure is well understood, but strengthening girders for shear is a newer application and less data are available.  A literature review and survey were conducted to document the state of understanding and experience with respect to using CFRP for shear reinforcement of CRC girders.  A laboratory investigation using full-size T- and inverted T-girder specimens with diagonal (shear) cracks was conducted to investigate the shear capacity improvement due to CFRP reinforcement and the effect of cyclic loading on CFRP shear strengthening.  National and international code provisions for the design of CFRP in shear were used to compare the predicted shear capacity with the experimental results.  An example application was included for using external CFRP strips to strengthen a bridge girder.  Strengthening with CFRP strips provided a significant increase in load capacity and stiffness compared to unrepaired beams, and the improved capacity was maintained even after being exposed to the equivalent of 20 years of traffic-induced fatigue.  At high load levels prior to failure, progressive debonding of multiple strips provided a clear, visual warning of distress.  The ACI 440 methodology provided a reasonably simple approach for shear capacity prediction of RC girders with externally bonded CFRP shear reinforcing for T-beams and is recommended for design.  However, the ACI 440 method was unconservative where the CFRP strips terminate in the flexural tension zone.  To provide a consistent level of reliability between T- and inverted T-conditions, the CFRP stress should be reduced by a factor of 2 for conditions when the CFRP strip is terminated in the flexural tension zone.  Placement of at least one CFRP strip across the diagonal crack with an anchorage length of at least one-half the height of the web is critical.  An equation for strip layout is presented.  In addition, girder shear strength can be increased using a targeted repair approach, applying CFRP material only to key critical sections rather than over the entire member.  Thus, better economy may be achieved by judiciously applying CFRP materials just to those sections that are understrength for shear.
KW  - Bearing capacity
KW  - Carbon fibers
KW  - Diagonal cracking
KW  - Girders
KW  - Inverted T girders
KW  - Laboratory tests
KW  - Literature reviews
KW  - Reinforced concrete
KW  - Repairing
KW  - Shear capacity
KW  - Shear reinforcement
KW  - Stiffness
KW  - Strengthening (Maintenance)
KW  - T girders
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/CapabilitiesofDiagonallyCracked.pdf
UR  - http://ntl.bts.gov/lib/40000/40500/40541/CapabilitiesofDiagonallyCracked.pdf
UR  - https://trid.trb.org/view/786810
ER  - 

TY  - RPRT
AN  - 01029706
AU  - Squires, John R
AU  - Pletscher, Daniel H
AU  - Ulizio, Todd J
AU  - Ruggiero, Leonard F
AU  - US Forest Service
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - The Association between Landscape Features and Transportation Corridors on Movements and Habitat-Use Patterns of Wolverines
PY  - 2006/06//Final Report
SP  - 59p
AB  - Wolverines are a rare carnivore that live at low densities and have large spatial requirements; characteristics that leave them vulnerable to both direct and indirect effects of highways.  Maintaining connectivity between sub-populations is necessary to allow dispersal for gene flow and recolonization of vacant habitats.  The authors captured and monitored 14 wolverines between 2002 and 2005 to determine spatial requirements in relation to major roads in the study area in southwestern Montana, as well as to collect general ecological data.  The authors performed 30 backtracks of wolverines to investigate their movements in relation to habitat and topography, and identified locations where wolverines interacted with roads.  Wolverine habitat ranged from lower tree line to mountaintops, and did include non-forested valley bottoms.  Within this distribution, wolverines did not select for any forest cover type or other habitat variables.  Wolverines selected for low elevation, low slope, and low curvature areas where available, yet they were observed traversing the most rugged landscapes, suggesting that wolverines are not constrained by natural topographical features.  Wolverines do not appear to be predictive in their movements; therefore, planning highway mitigation for this species is difficult.  Crossings of major roads occurred in areas with the narrowest distance between forest cover on each side of the road, suggesting that the width between habitat for road rights-of-way should be an important consideration for highway planning.  However, the unpredictable movements of wolverine, combined with their agility, are not well suited for planning structural mitigation projects.  While wolverines may prove to use crossing structures implemented for other species, the authors suggest a more effective approach would be to minimize disturbance in general wolverine linkage areas by limiting development through conservation easements and land purchases.
KW  - Conservation
KW  - Easements
KW  - Field studies
KW  - Habitat (Ecology)
KW  - Highway planning
KW  - Land use planning
KW  - Landscape design
KW  - Montana
KW  - Right of way (Land)
KW  - Transportation corridors
KW  - Wildlife crossings
KW  - Wolverines
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/wolverines/final_report.pdf
UR  - https://trid.trb.org/view/786596
ER  - 

TY  - RPRT
AN  - 01029090
AU  - Joerger, Mark D
AU  - Martinez, Felix C
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Electric Heating of I-84 in Ladd Canyon, Oregon
PY  - 2006/06//Final Report
SP  - 25p
AB  - When highway grades in mountainous areas and superelevation on curved sections are combined with adverse winter weather conditions, these sections of highway can become particularly hazardous for large truck traffic.  This report covers the design and installation of a system of electric heating cables in a problem section of interstate highway in eastern Oregon.  The area has winter weather conditions severe enough to cause treacherous traction conditions in spite of treatment with sand and magnesium chloride.  The heating system covers a bridge deck that transitions to a steep uphill grade while making a superelevated turn and continues for 7,700 ft (2,347 m) up the incline.  A section of the report discusses problems with the system and planned upgrades and changes.
KW  - Electric cables
KW  - Electric heating
KW  - Heating systems
KW  - Highway curves
KW  - Highway grades
KW  - Highway safety
KW  - Interstate highways
KW  - Ladd Canyon (Oregon)
KW  - Mountains
KW  - Snow and ice control
KW  - Superelevation
KW  - Winter maintenance
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/LaddCanyonHeatingProject.pdf
UR  - http://ntl.bts.gov/lib/40000/40500/40540/LaddCanyonHeatingProject.pdf
UR  - https://trid.trb.org/view/786363
ER  - 

TY  - RPRT
AN  - 01029083
AU  - McRae, Jay
AU  - Bloomberg, Loren
AU  - Muldoon, Darren
AU  - CH2M HILL
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Best Practices for Traffic Impact Studies
PY  - 2006/06//Final Report
SP  - 60p
AB  - For many years there have been concerns that some traffic engineers may approach traffic impact studies with an eye toward assisting developers expedite their development approval rather than delivering an unbiased evaluation of the impact of the development on the surrounding traffic system.  Without unbiased studies, agencies are not able to make wise decisions to preserve the capacity of the infrastructure.  Alternately, some agencies may also misinterpret the data from traffic impact analyses, resulting in overcharging of developers by imposing requirements for transportation improvements and conditions that are simply not warranted.  The goals of this research project were to examine decisions being made from traffic impact studies and to develop a set of best practices to supplement existing guidelines for developing and reviewing traffic impact studies.  The research project selected and analyzed 12 case studies to compare post development traffic conditions to the traffic impact study forecasts of post implementation traffic conditions.  Results of these comparisons were mixed.  Best practices were identified for the following areas:  land use code selection and application; pass-by trip reduction assumptions; seasonal variations; evaluation of other modes; analysis software; regional demand model versus growth rates; future year analysis; and safety.
KW  - Best practices
KW  - Case studies
KW  - Guidelines
KW  - Impact studies
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/BestPracticesforTraffic.pdf
UR  - https://trid.trb.org/view/786346
ER  - 

TY  - CONF
AN  - 01025826
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
TI  - Statewide Transportation Planning: Making Connections, May 18-20, 2003, Duck Key, Florida
PY  - 2006/06
IS  - E-C099
SP  - 92p
AB  - This conference was designed as an opportunity for transportation planners at state departments of transportation, metropolitan planning organizations, local governments, and transit agencies to meet together and discuss making connections in the transportation planning process.  The sessions were organized around making connections in four different areas:  connections in the political process; connections to customers; connections between transportation systems and with other types of plans; and connections between planning and programming.  This conference, the seventh in the series of statewide transportation planning conferences, was focused on the future.  The presentations, breakout sessions, and the informal discussions held during the conference were oriented to how to improve the planning process and future activities that the community could encourage.  This circular includes the conference presentations at the following plenary sessions:  Opening Plenary Session: Welcome - Welcome to Florida, Y. Llort and Conference Welcome, N.J. Pedersen; Plenary Session: Making the Connection with the Political Process and Decision Makers - Connecting at the Local Level, R.J. Kaplan, Connecting with Decision Makers, V. Petersen, and Connecting with Politicians, K.T. Steudle; Over the Horizon: Events, Trends, and Developments in Shaping the Future, G. Hiemstra; Plenary Session: Making Connections with Our Customers - Travel and the Elderly, A. Straight, Freight Perspective, J. Hertwig, and Special Generator's Perspective, T. Lewis; Plenary Session: Making Connections with Systems and Other Plans - Overview: Making Connections, T. Kane, Safety-Conscious Planning, S. Herbel, Peach Arch Port of Entry Redevelopment Project, J. King, and Economic Development and Transportation Planning: Three Perspectives, J. Watermeier; Plenary Session: Making the Connection Between Planning and Program Delivery - Making the Connection Between Planning and Implementation, A. McKenzie, Transportation Planning in Florida, Y. Llort, and Statewide Transportation Planning Process: An Agency Head's Perspective, T. Barry; and Plenary Session: Conference Wrap Up - Summary of First Group of Plenary Sessions, Y. Llort, Summary of Breakout Sessions, R. Bostrom, and Summary of Concluding Plenary Sessions, T. Kane.  An appendix provides the list of participants.
U1  - Statewide Transportation Planning:  Making ConnectionsTransportation Research BoardFederal Highway AdministrationFlorida Department of TransportationAmerican Association of State Highway and Transportation Officials (AASHTO)Association of Metropolitan Planning OrganizationsDuck Key,Florida,United States StartDate:20030518 EndDate:20030520 Sponsors:Transportation Research Board, Federal Highway Administration, Florida Department of Transportation, American Association of State Highway and Transportation Officials (AASHTO), Association of Metropolitan Planning Organizations
KW  - Conferences
KW  - Customer service
KW  - Decision making
KW  - Economic development
KW  - Future
KW  - Local government
KW  - Metropolitan planning organizations
KW  - Political factors
KW  - Programming (Planning)
KW  - State departments of transportation
KW  - Transit operating agencies
KW  - Transportation planning
KW  - Transportation safety
UR  - http://www.trb.org/Publications/Blurbs/156969.aspx
UR  - https://trid.trb.org/view/783224
ER  - 

TY  - ABST
AN  - 01462956
TI  - Research for AASHTO Standing Committee on Highways. Task 196. Development of a Guide to Crashworthy Bridge Rail Systems
AB  - This study will develop a reference guide for crashworthy bridge rail systems. The project panel has been organized and a contractor selected to conduct the study. ). Work is underway and a draft format has been prepared for review at the Task Force 13 meeting on September 19-20, 2005.
KW  - Bridge railings
KW  - Crashworthiness
KW  - Crashworthiness
KW  - Guides to information
KW  - Highway safety
KW  - National Cooperative Highway Research Program
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1213
UR  - https://trid.trb.org/view/1231181
ER  - 

TY  - ABST
AN  - 01461458
TI  - Structural Applications of Self-Consolidating Concrete
AB  - The South Dakota Department of Transportation (SDDOT) recently submitted a successful application for funding from the Federal Highway Administration's Innovative Bridge Research and Construction Program (IBRC). The application proposed laboratory evaluation of Self Consolidating Concrete (SCC) mixture designs for use in precast and cast-in-place box culverts and other structural applications. SCC is a specially proportioned hydraulic cement concrete that flows easily into forms and around reinforcement without segregation. Use of this type of concrete for the manufacture of precast elements provides the benefits of increased rate of production, safety and reduced labor needs. These same benefits apply to cast-in-place construction, especially with closely spaced reinforcing steel, which can cause problems with concrete consolidation. In spite of its benefits and widespread use in Japan and Europe, the use of SCC in the United States has been limited because of concerns about certain design and construction issues that are perceived to influence the structural integrity of the structural element. These issues include workability, strength development, creep and shrinkage properties, durability, and other factors that influence constructability and performance. SDDOT needs to determine SCC mix designs with materials that are specific to South Dakota. There is also a need to determine if there are potential constructability and production issues. If it is determined that SCC can be used with no detrimental effects or production issues, then recommendations for its use need to be developed. Research is needed to verify that the use of SCC is advisable in these applications and does not create performance issues with respect to durability, surface finish, placement, scaling, or functional requirements of hardened concrete. The objectives of this research project are to: (1) evaluate the feasibility and performance of SCC for use in cast-in-place and precast concrete products; and (2)develop draft specifications, acceptance criteria, mix qualifications, and guidelines for use of SCC by SDDOT. Research tasks for this project are as follows: (1) Review literature regarding SCC practices in other state transportation departments and industry and report results to technical panel. (2) From literature review determine if shrinkage and creep testing should be done and what methods would be appropriate for use with cast-in-place and precast box culvert construction. (3) Meet with the technical panel to review project scope and work plan and provide minutes of meeting to technical panel. (4) Develop mix design performance objectives for use in evaluating performance of SCC mixes in laboratory as well as field construction and present to technical panel for approval prior to beginning Task 5. (5) Through collaboration with the precast and ready-mix industry, propose SCC mix designs for South Dakota materials for precast and cast-in-place concrete products. Include a quartzite mix and a limestone mix for use by precasting plants as well as mixes for use by ready-mix producers. (6 )Verify through small batch production four mix designs identified in Task 5 using slump flow with VSI (visual stability index), J-ring, L-box, column segregation, and hardened cut cylinders in addition to standard fresh concrete property tests. Mixes should be adjusted and retested as required to meet objectives identified in task 4. (7) Conduct on site construction inspection of four separate construction projects that will have a portion of the project constructed with one of the four SCC mix designs tested in Task 6. Slump flow with VSI (visual stability index ), J-ring, and wet concrete property tests will be used for acceptance to place concrete into forms. Hardened cut cylinders will be used to determine aggregate distribution. Mixes will meet objectives identified in Task 4. [SDDOT will arrange to get concrete on four projects--two precast and two cast-in-place]. (8) By November 20, 2006 provide an interim report including draft specifications, mix qualification, acceptance criteria, and guidelines for use, based on completion of one cast-in-place and one precast project in Task 7. (9) Develop evaluation criteria--including constructability, cost, quality, safety, durability, and other appropriate factors--for using SCC in South Dakota. (10) Conduct on site construction inspection and field inspection after one winter in service on one cast-in-place and one precast box culvert project. Both projects will use SCC concrete for the entire length. SDDOT will identify projects at a later date. (11) Conduct on site pre-construction and construction inspection of one cast-in-place and one precast box culvert project using standard mix design. SDDOT will provide list of projects at a later date. (12) Evaluate the two box culvert projects constructed in Task 10 by comparing to precast and cast-in-place box culverts constructed in Task 11 and using criteria identified in Task 9. (13) Review and refine draft specifications for use of SCC in SDDOT including mix qualification, acceptance criteria, and guidelines for use based on additional information gained in Task 8. (14) Prepare a final report and executive summary of the literature review, research methodology, findings, conclusions and recommendations. (15 Make an executive presentation to the SDDOT Research Review Board at the conclusion of the project.
KW  - Box culverts
KW  - Cast in place concrete
KW  - Precast concrete
KW  - Reinforcing steel
KW  - Self compacting concrete
KW  - Shrinkage
KW  - South Dakota
KW  - Structural analysis
UR  - https://trid.trb.org/view/1229677
ER  - 

TY  - ABST
AN  - 01463014
TI  - Context Sensitive Solutions: Quantification of the Benefits in Transportation
AB  - As more organizations apply the principles of context sensitive solutions (CSS), evidence is increasing that measurable benefits result from a more broadly informed and flexible approach to all phases of transportation decision making. There is a widely shared belief that involving stakeholders in decision making results in solutions that balance environmental, engineering, community, mobility, funding, and safety needs with minimum delay and controversy. If this is true, there should be significant quantifiable benefits from the strategic and appropriate application of CSS principles.  Evaluation of the benefits of transportation programs is often limited to the cost savings accrued from reduced travel times, emissions, environmental impacts, and operations. These evaluations continue to produce an abundance of data that often address a particular mode such as transit or highways and specific aspects that are easily quantified such as ridership, noise levels, wetland impacts, and arterial capacity. Data on less readily quantifiable aspects have been lacking. The economic impacts of CSS, in terms of achieving value-added benefits and reducing costs and delays, have not been well documented.  Quantification of benefits and cost savings realized through application of CSS in transportation should be of great value to agencies and stakeholders working to deliver projects and will advance CSS implementation nationally.  The objective of this project is to quantify the benefits of strategic and appropriate application of the principles of context sensitive solutions in transportation planning, programming, project development, and operations.
KW  - Context sensitive design
KW  - Decision making
KW  - Environmental impacts
KW  - Mobility
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Revenues
KW  - Ridership
KW  - Safety
KW  - Transportation engineering
KW  - Transportation planning
KW  - Travel time
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=412
UR  - https://trid.trb.org/view/1231239
ER  - 

TY  - RPRT
AN  - 01055907
AU  - Jenness, James
AU  - Singer, Jeremiah
AU  - Westat
AU  - Federal Highway Administration
TI  - Visual Detection of Detectable Warning Materials by Pedestrians with Visual Impairments
PY  - 2006/05/24/Final Report
SP  - 115p
AB  - Detectable warnings are walking surfaces that are primarily intended to provide a tactile cue to pedestrians who are visually impaired. They are installed at locations such as the edge of a train platform or at the transition between the sidewalk and the street to warn pedestrians of the potential hazard that lies ahead. The tactile properties of detectable warnings result from a grid of small, truncated (flat-topped) domes across the warning surface. This pattern has been standardized by the U.S. Access Board and testing has shown that the pattern can be detected underfoot or by cane without causing a tripping hazard or obstructing wheelchairs. Despite the proven tactile benefits of detectable warnings, little research has been conducted to evaluate the visual detectability of various detectable warning materials. Detectable warnings that provide salient visual cues in addition to tactile cues may help many pedestrians with visual impairments to locate hazards or curb ramps from a greater distance than is possible using the tactile cues alone. Some pedestrians may use them to orient to a curb cut or ramp at the end of a crosswalk. The objectives of this study were (1) to determine which detectable warning colors and patterns are visually detectable and conspicuous to pedestrians with visual impairments and (2) to provide recommendations related to color, pattern, and luminance contrast of detectable warnings for placement on sidewalks.
KW  - Color
KW  - Contrast
KW  - Detectable warning surfaces
KW  - Luminance
KW  - Materials
KW  - Patterns
KW  - Pedestrian safety
KW  - Pedestrians
KW  - Sidewalks
KW  - Visibility
KW  - Visual detection
KW  - Visually impaired persons
UR  - http://www.access-board.gov/research/completed-research/visual-detection-of-detectable-warning-materials
UR  - https://trid.trb.org/view/814906
ER  - 

TY  - ABST
AN  - 01462958
TI  - Research for AASHTO Standing Committee on Highways. Task 206. A Model Guide for Condition Assessment Systems
AB  - This study will develop a guide for establishing condition assessment systems. This study should be coordinated with related work being done by AASHTO's Asset Management Task Force and the Subcommittee of Bridges and Structures. An advisory panel is being formed in coordination with the involved AASHTO subcommittees and task forces.
KW  - Assessments
KW  - Asset management
KW  - Bridges
KW  - Condition surveys
KW  - Guides to information
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Structures
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1222
UR  - https://trid.trb.org/view/1231183
ER  - 

TY  - ABST
AN  - 01458429
TI  - Preparation of One-Coat Research Test Panels
AB  - No summary provided.
KW  - Paint
KW  - Panels
KW  - Research
KW  - Research projects
KW  - Testing
UR  - https://trid.trb.org/view/1226640
ER  - 

TY  - ABST
AN  - 01460145
TI  - Recreational Trails Public Outreach
AB  - The American Council of Snowmobile Associations is producing a Guide to Private and Public Lands Access for Snowmobiling to provide information on how to provide, protect, enhance, and manage safe and responsible recreational access opportunities for snowmobiling. (Expected May, 2008). A guide to Private and Public Lands Access for Snowmobiling shall provide snowmobile clubs and associations, other trail user groups, trail administrators, decision makers, and community stakeholders with information to help guide them in their efforts to provide, protect, enhance, and manage safe and responsible recreational access opportunities for snowmobiling. The information will help to highlight the uniqueness of Winter, over-snow travel and trail management issues and provided a wide variety of information, tools and resources pertinent to snowmobiling access on private, corporate, and public lands.
KW  - Outdoor recreation
KW  - Public land
KW  - Recreation
KW  - Research projects
KW  - Snow
KW  - Snowmobiles
KW  - Trails
UR  - https://trid.trb.org/view/1228361
ER  - 

TY  - RPRT
AN  - 01036748
AU  - HDR/HLB Decision Economics Incorporated
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - The Socio-Economic Benefits of Transit in Wisconsin Phase II: Benefit Cost Analysis
PY  - 2006/05/18/Final Report
SP  - 64p
AB  - This study furthers the research begun in 2003 (The Socioeconomic Benefits of Transit in Wisconsin). There were two principal objectives of the study. First, to perform a thorough cost-benefit analysis of transit in the state, where all transit benefits and costs are assessed and compared over the life cycle of the investment (20 years in the case of transit capital investment projects). Second, to develop a comprehensive benefit-cost analysis model that decision-makers could use for quantifying transit benefits under various funding scenarios. The study methodology followed three steps. First, update the 2002 transit benefit and cost estimates to 2004 levels to serve as baseline for the analysis. Second, quantify the relationship between funding and transit service (and ultimately ridership) in Wisconsin. Ridership is a key determinant of transit benefits. Third, assess the benefits and costs of transit over a 20-year period (2005-2024). Step 2 allowed an estimate of the number of transit trips associated with a change in transit funding. This estimate was then translated into trips by trip purpose in order to assess the annual socioeconomic benefits of transit for each year in the analysis period. Investigators summarized the results of their cost-benefit analysis under three state funding scenarios: no annual increase in state funding over the next 20 years, a 2.5% annual increase, and a 2.5% annual decrease. Under all three scenarios transit benefits outweigh transit costs in Wisconsin: the net present value (benefits minus costs) of transit is always positive. A 2.5% annual increase in state funding would produce a net present value of $8.2 billion by 2024, for a return of $3.61 on each dollar spent on transit. A 0% change in funding would produce a net present value of $6.9 billion and a return of $3.44 per dollar invested. A 2.5% decrease in funding would produce a $6 billion net present value and a $3.32 return.
KW  - Benefit cost analysis
KW  - Costs
KW  - Decision making
KW  - Economic analysis
KW  - Financing
KW  - Net present value
KW  - Public transit
KW  - Return on investment
KW  - Ridership
KW  - Socioeconomic factors
KW  - Wisconsin
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/05-14tranbenefits-f1.pdf
UR  - https://trid.trb.org/view/793031
ER  - 

TY  - ABST
AN  - 01547501
TI  - Estimating Joint Probabilities of Design Coincident Flows at Stream Confluences
AB  - Highway drainage structures often are located near the confluence of two streams where they may be subject to inundation by high flows from either stream. Highway drainage structures usually are designed to meet specified performance objectives for floods to equal or less than a specified magnitude stated as a return period (e.g. the 100-year flood). Because areas adjacent to the confluence of streams can be flooded by either stream, the probability of recurrence for a given high-water elevation at the confluence, known as the joint probability, is produced by a combination of the flood-probability relationships for both of the streams.  The objectives of this research are to: a) develop a practical procedure for determination of joint probabilities of design peak flows at stream confluences that is applicable to both stream confluences and to storm drain systems tributary to larger natural streams, b) develop practical guidelines for applying the procedure, and c) develop accompanying computer software, if necessary, for practical and efficient application of the procedure.
KW  - Drainage
KW  - Drainage coefficient (Pavements)
KW  - Flow
KW  - Highway design
KW  - Highways
KW  - Hydraulic properties
KW  - Joints (Engineering)
KW  - Streams
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=416
UR  - https://trid.trb.org/view/1334865
ER  - 

TY  - ABST
AN  - 01460610
TI  - Research for AASHTO Standing Committee on Highways. Task 214. Update of A Guide to Small Sign Support Hardware
AB  - This study will assist in updating the existing AASHTO-AGC-ARTBA guide related to small sign support hardware systems. The project panel has been organized and a potential contractor selected.
KW  - Guidelines
KW  - Guides to information
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Sign supports
KW  - Supporting
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1229
UR  - https://trid.trb.org/view/1228827
ER  - 

TY  - ABST
AN  - 01537883
TI  - Monitoring and Modeling of Pavement Response and Performance
AB  - The primary objectives of the proposed research are to: (1) Monitor the new perpetual asphalt concrete (AC) and long-lasting Portland cement concrete (PCC) pavements in Ohio, the rehabilitated PCC pavements in New York State, and other existing instrumented pavements in both states. (2) Verify mechanistic empirical (ME) design procedures for all pavements in the study. (3) Calibrate ME procedures presented in the NCHRP 1-37A AASHTO Pavement Guide for Ohio and New York State.  Develop calibration factors for the distress models in the NCHRP 1-37A software. (4) Controlled testing of perpetual pavement systems.
KW  - Asphalt concrete pavements
KW  - Mechanistic-empirical pavement design
KW  - New York (State)
KW  - Ohio
KW  - Portland cement concrete
UR  - http://www.pooledfund.org/Details/Study/353
UR  - https://trid.trb.org/view/1324262
ER  - 

TY  - ABST
AN  - 01462921
TI  - Models for Predicting Top-Down Cracking of Hot-Mix Asphalt Layers
AB  - Until recently, load-associated fatigue cracking of hot-mix asphalt (HMA) concrete-surfaced pavements that occurs in the wheel path has been thought to always initiate at the bottom of the HMA layer and propagate to the surface. However, recent studies have determined that load-related HMA fatigue cracks can also be initiated at the surface of the pavement and propagate downward through the HMA layer. The penetration of water and other foreign debris into these cracks can further accelerate the propagation of the crack through the HMA surface layer. These studies indicate that environmental conditions, tire-pavement interaction, mixture characteristics, pavement structure, and construction practices are among the factors that influence the occurrence of this cracking. Hypotheses regarding top-down cracking mechanisms have been suggested; test methods for evaluating HMA-mixture susceptibility to cracking have been proposed; and preliminary models for predicting crack initiation and propagation have been developed. Recent work completed under NCHRP Project 1-42 provided further review of some of the issues related to top-down cracking (see Special Note A). However, additional research is needed to address these and other issues associated with top-down cracking and to develop mechanistic-based models for use in mechanistic-empirical procedures for design and analysis of new and rehabilitated flexible pavements. The objective of the research is to identify or develop mechanistic-based models for predicting top-down cracking in HMA layers for use in mechanistic-empirical procedures for design and analysis of new and rehabilitated flexible pavements.
KW  - Asphalt
KW  - Asphalt pavements
KW  - Cracking
KW  - Fatigue (Mechanics)
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - National Cooperative Highway Research Program
KW  - Pavement performance
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=228
UR  - https://trid.trb.org/view/1231146
ER  - 

TY  - RPRT
AN  - 01108457
AU  - Wallace, Richard
AU  - Shuchman, Robert
AU  - Doyle, Tim
AU  - Altarum Institute
AU  - Michigan Department of Transportation
AU  - Federal Highway Administration
TI  - Deliverable 3.3: Business Needs Identified by the Focus Groups of the Restricted Use Technology Study
PY  - 2006/05/01/Interim Report
SP  - 69p
AB  - The Transportation Applications of Restricted Use Technology (TARUT) Study is a joint effort between the Michigan Department of Transportation (MDOT) and the Altarum Institute to investigate the use of information derived from restricted-use technologies and data to support the mission and activities of the Michigan Department of Transportation (MDOT) and to estimate the potential usefulness of these technologies during one or more pilot studies. To determine the primary business needs of MDOT as they relate to restricted use technology, Altarum designed a multi-stage focus group process to identify critical transportation system issues that might be addressed by restricted use technology and to detail the technical requirements that such technology must achieve to meet MDOT’s business needs. The plan for this focus group process was detailed in Deliverable 3.2 of the TARUT Study and approved by MDOT prior to the start of actual focus group meetings. On February 7, 2006, at the Kellogg Center in East Lansing, Michigan, Altarum and MDOT held the first focus group meeting (dubbed the Focus Group Kickoff Meeting), and this was followed up by second round of focus group meetings held in March 2006, with one supplemental meeting held in April 2006. This report, Deliverable 3.3 of the TARUT Study, primarily serves to present the synthesized results of the Focus Group Kickoff Meeting—i.e., to document the business needs that restricted use technology might achieve in terms of promising pilot studies that, if implemented, would test the ability of restricted use technology to meet MDOT’s mandates technically and economically. Furthermore, this report also presents preliminary analysis and synthesis of the second round focus group meetings, especially describing further refinement of the pilots that emerged from the Kickoff Meeting. This report is organized into two major sections. The first describes the conduct of the two rounds of focus groups that have been held and thus is process oriented. The second presents and discusses the results of the Kickoff Meeting, along with preliminary results from the second round meetings. In addition, this report also contains a Conclusions section and numerous appendices that present the actual templates and forms used in conduct of the focus groups and summaries of the raw results produced by both the Kickoff and second round meetings. The full, raw output of both rounds of focus groups held so far will be provided to MDOT in two separate documents.  The focus groups addressed the following topics, respectively:  asset management, ITS and traffic operations, environmental applications, traffic congestion and safety, and security.
KW  - Asset management
KW  - Environmental policy
KW  - Focus groups
KW  - Highway operations
KW  - Intelligent transportation systems
KW  - Michigan Department of Transportation
KW  - Security
KW  - State departments of transportation
KW  - Traffic congestion
KW  - Traffic safety
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14374.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14374_files/14374.pdf
UR  - https://trid.trb.org/view/868434
ER  - 

TY  - RPRT
AN  - 01099490
AU  - Brooks, Mark
AU  - Boyles, Ryan
AU  - Sims, Aaron
AU  - Raman, Sethu
AU  - North Carolina State University, Raleigh
AU  - Federal Highway Administration
TI  - Multi-Sensor Precipitation Estimates in Support of NCDOT's Stormwater Quality Monitoring
PY  - 2006/05/01/Final Report
SP  - 16p
AB  - This project was undertaken to develop an Internet resource to monitor local precipitation at DOT work sites. A website was developed for the North Carolina Department of Transportation (NCDOT) staff to login, define locations of interest and be notified if precipitation at those locations exceeds a defined threshold. The website also enables the user to view precipitation estimates spatially and in tabular format.
KW  - Drainage
KW  - Internet
KW  - Monitoring
KW  - North Carolina
KW  - Precipitation (Meteorology)
KW  - Rain
KW  - Runoff
KW  - Sensors
KW  - Water quality
KW  - Websites (Information retrieval)
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-26finalreport.pdf
UR  - https://trid.trb.org/view/859070
ER  - 

TY  - RPRT
AN  - 01531734
AU  - Sanchez, Florence
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Leaching from Granular Waste Materials Used in Highway Infrastructures During Infiltration Coupled with Freezing and Thawing
PY  - 2006/05//Final Report
SP  - 190p
AB  - Many secondary materials are being considered for use as substitutes for natural aggregates in highway applications due to suitable engineering and economic properties. The durability of aggregate materials against the forces of weathering is an important consideration in the selection of the material. A primary exposure of concern is alternate freezing and thawing. Current test methods for evaluating the soundness of aggregates that undergo freezing and thawing are based only upon meeting physical test criteria and do not integrate environmental material performance. However, during the design life of the application, materials are exposed to freeze/thaw cycles coupled with intermittent infiltration/wetting by precipitation events. In such a scenario, leaching of material constituents is a primary pathway for environmental impact. Material freeze/thaw durability and its impact on flow mechanisms may then be of concern. The objective of the research reported here was to study the effect of freezing and thawing processes on flow mechanisms and constituent leaching from granular materials used in highway infrastructures. Scenarios considered included water percolating through the material and run-off (flow-around), both of which are important routes in the highway environment for leaching of constituent of potential concern present in recycled materials. The effect of material moisture content at the time of freezing, the number of freeze/thaw cycles, and material gradation were investigated.
KW  - Aggregate gradation
KW  - Environmental impacts
KW  - Freeze thaw durability
KW  - Leaching
KW  - Moisture content
KW  - Road construction
KW  - Wastes
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/p29final.pdf
UR  - https://trid.trb.org/view/1316341
ER  - 

TY  - RPRT
AN  - 01530953
AU  - Gress, David
AU  - Scott, Hugh C
AU  - Li, Xinghe
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Mitigating Alkali Silicate Reaction in Recycled Concrete
PY  - 2006/05//Final Report
SP  - v.p.
AB  - This two-phase, four-year project started in September 2000 with an overall goal of investigating new techniques to identify and mitigate alkali-silica reaction (ASR) in concrete made with recycled concrete aggregate (RCA). In phase one, Dr. Gress and graduate student Hugh Scott used a modified form of the ASTM C 1260 protocol to show that class F fly ash, silica fume, ground granulated blast furnace slag (GGBFS), low alkali cement, and lithium nitrate all provided some degree of ASR mitigation. ASTM C 1293 was then used to quantify the effectiveness of each strategy with regard to concrete made with RCA. Phase 1 ended in August 2002. The second phase of the project builds off of the results obtained for the lithium nitrate mitigation strategy, but focuses on slowing or stopping ASR in distressed concrete. The basic idea is that externally applied lithium nitrate solutions will penetrate into ASR distressed concrete and minimize further damage. To test this hypothesis, Dr. Gress and graduate student Xinghe Li obtained 300 mm x 450 mm x 200 mm blocks of ASR distressed pavement from Interstate 95 in Maine and have been systematically evaluating lithium nitrate mitigation strategies.
KW  - Admixtures
KW  - Alkali silica reactions
KW  - Concrete aggregates
KW  - Concrete pavements
KW  - Fly ash
KW  - Lithium nitrate
KW  - Recycled materials
KW  - Silica fume
KW  - Slag
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/09/p1final.pdf
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/09/p2final.pdf
UR  - https://trid.trb.org/view/1315573
ER  - 

TY  - RPRT
AN  - 01483316
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - 2005 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways
PY  - 2006/05
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 2005. Of these 61 locations, 39 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, 6 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 2005 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/S009-2005.pdf
UR  - https://trid.trb.org/view/1251976
ER  - 

TY  - RPRT
AN  - 01354088
AU  - Cross, Stephen A
AU  - Frantzen, Jeffrey A
AU  - Oklahoma State University
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating Percent Within Limits (PWL) Specifications, Volume 1: HMA Specifications
PY  - 2006/05//Final Report
SP  - 61p
AB  - The Oklahoma Department of Transportation (ODOT) has let four paving jobs for construction where percent within limits (PWL) specifications were employed. The PWL specifications are intended to be used as part of the Quality Assessment program to determine the statistical probability of conformance to specified material properties and construction details, and to base the pay factor (PF) off the probability of conformance to the specifications. There is a need to evaluate the performance of the PWL specifications and assess the suitability of the PWL specifications for future jobs. Two hot mix asphalt (HMA) projects were let for construction using the proposed HMA PWL specifications. In addition to the normal quality control, acceptance and assurance sampling and testing, the ODOT Materials Division performed more extensive sampling and testing on randomly selected lots from each pavement which were designated “super lots.” The data obtained were analyzed 1) to determine whether the PWL specifications are working as intended, 2) to recommend changes to the PWL specification if necessary, including possible changes to the limits and ranges contained within the specifications, and 3) to recommend whether ODOT should continue to pursue PWL specifications as matter of policy in their overall QA/QC programs. The examination of the draft HMA PWL specification and analysis of the super lot data demonstrated that the specification concept is sound and will require very little additional work to develop fully. The F and t-test procedure for process verification is recommended for use.
KW  - Acceptance sampling
KW  - Acceptance tests
KW  - Hot mix asphalt
KW  - Quality assurance
KW  - Quality control
KW  - Specifications
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0605v1.pdf
UR  - http://ntl.bts.gov/lib/42000/42200/42269/fhwa-ok0605v1.pdf
UR  - https://trid.trb.org/view/1117363
ER  - 

TY  - RPRT
AN  - 01156913
AU  - Lankard, David
AU  - Lankard Materials Laboratories
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Petrographic Examination of Concrete Cores Taken From Pavement Slabs on the ODOT DEL-23 Test Road Project and the ODOT HAN-75-14.41 Project: Phase A: The Effect of
Air Void Content and Parameters of the Air Void System on the Freeze/Thaw
Durability of Ohio Department of Transportation Pavements
PY  - 2006/05//Final Report
SP  - 32p
AB  - This study investigated the effect of air void content and parameters of the air void system on the freeze/thaw durability of Ohio Department of Transportation pavements. Previous studies had shown that despite the fact that the entrained air void system of the concrete does not meet historical and current ODOT requirements for this parameter, the pavements show no evidence of any freeze/thaw related distress. The investigation showed that the satisfactory freeze/thaw durability could be attributed to (1) the likelihood that the pavement concretes did not reach a level of critical moisture saturation, (2) a low water to cementitious material ratio of the concretes, (3) the concretes all contain some level of air entrainment, and (4) less severe freeze/thaw conditions in the field relative to those experienced by laboratory specimens. It is recommended that consideration be given to the development of new procedural guidelines which describe the steps to take in the instances where air content measurements on ODOT pavement projects fall short of the current minimum value of 4 percent.
KW  - Air entrainment
KW  - Air voids
KW  - Concrete pavements
KW  - Freeze thaw durability
KW  - Moisture content
KW  - Ohio
KW  - Petrography
KW  - Water cement ratio
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2006/Pavements/134239%20Phase%20A-FR.pdf
UR  - https://trid.trb.org/view/917514
ER  - 

TY  - RPRT
AN  - 01156866
AU  - Lankard, David
AU  - Lankard Materials Laboratories
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Petrographic Examination of Concrete Cores Taken From Pavement Slabs on the ODOT DEL-23 Test Road Project and the ODOT HAN-75-14.41 Project: Phase B: Examination
of Abnormal Cracking Distress in an Ohio Department of
Transportation Pavement Project in Hancock County,
Ohio (State Job No. 134239)
PY  - 2006/05//Final Report
SP  - 42p
AB  - Concrete pavements were constructed using ODOT’s Class C concrete on Interstate 75 in Findley, Ohio in 1989-1990 (Han-75-14.41). In the late 1990’s distress was observed in the pavements in the form of (1) transverse joint deterioration, (2) corner cracking, (3) longitudinal joint cracking and spalling, and (4) mid-slab cracking and spalling. Beyond these distress features there was concern regarding the long term durability of these pavements. Petrographic examinations and strength tests were conducted on fourteen full depth cores taken from the pavements. The findings strongly support a conclusion that there are three design/construction factors involved in the cracking/spalling distress including (1) the use of recycled Portland cement concrete (RPCC) as the base material on the project, (2) a failure of the doweled transverse joints to function as intended, and (3) a transverse joint spacing of 27 feet. The role of the RPCC in the problem is examined and discussed in detail in the report. It is clearly established that the quality of the pavement concrete is not involved in the distress. Concrete compressive strength measurements averaged 8260 psi, with a range of 6880 psi to 10,500 psi. There is no concern regarding the overall durability of the HAN-75 pavement concrete from a material point of view. However, continuing maintenance associated with the type of cracking/spalling observed to date can be expected.
KW  - Compressive strength
KW  - Cracking of concrete pavements
KW  - Ohio
KW  - Pavement distress
KW  - Pavement joints
KW  - Pavement performance
KW  - Petrography
KW  - Portland cement concrete
KW  - Recycled materials
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2006/Pavements/134239%20Phase%20B-FR.pdf
UR  - https://trid.trb.org/view/917515
ER  - 

TY  - RPRT
AN  - 01139414
AU  - Hunter, William Wesley
AU  - Thomas, Libby J
AU  - Stutts, Jane
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - BIKESAFE: Bicycle Countermeasure Selection System
PY  - 2006/05//Final Report
SP  - 384p
AB  - BIKESAFE is an expert system that is divided into sections titled “Resources” and “Tools.” The “Resources” section includes a variety of background information, and “Tools” includes 50 engineering, education, enforcement, and support countermeasures or treatments that may be implemented to improve bicyclist safety and mobility. Also included are more than 50 case studies that illustrate these concepts applied in practice in a number of communities throughout the United States. This system and the content of this guide are included on the enclosed CD and are available online at http://safety.fhwa. dot.gov/bikesafe and at http://www.bicyclinginfo.org/bikesafe. The system allows the user to refine his or her selection of treatments on the basis of site characteristics, such as geometric features and operating conditions, and the type of safety problem or desired behavioral change. The purpose of the system is to provide the most applicable information for identifying safety and mobility needs and improving conditions for bicyclists within the public right-of-way. BIKESAFE is intended primarily for engineers, planners, safety professionals, and decisionmakers, but it may also be used by citizens for identifying problems and recommending solutions for their communities.
KW  - Bicycle facilities
KW  - Bicycle safety
KW  - Bicycle travel
KW  - Case studies
KW  - Countermeasures
KW  - Expert systems
KW  - Highway safety
KW  - United States
UR  - http://www.bicyclinginfo.org/bikesafe/downloads.cfm
UR  - https://trid.trb.org/view/899575
ER  - 

TY  - SER
AN  - 01120545
JO  - NHTS Brief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - National Household Travel Survey: Older Drivers: Safety Implications
PY  - 2006/05
SP  - 2p
AB  - The aging of our population has profound implications for our transportation system. The National Household Transportation Survey (NHTS) is the unique source of data on travel by different population groups. The survey shows that the percent of older people who continue to drive is growing, and the growth in older drivers is especially marked among older women. Even if baby boom men and women drive at the same (modest) rates as the current older population, their sheer numbers means that total miles driven by those 65 and older will increase by 50 percent by 2020 and more than double by 2040. Per mile driven, elderly drivers (those over 80 years old) are more likely to die in a crash than any other age group.
KW  - Aged drivers
KW  - Fatalities
KW  - Gender
KW  - Highway safety
KW  - Highway travel
KW  - Traffic crashes
KW  - Traffic safety
KW  - Travel behavior
KW  - Travel surveys
UR  - http://nhts.ornl.gov/briefs/Older%20Drivers.pdf
UR  - https://trid.trb.org/view/879155
ER  - 

TY  - SER
AN  - 01120541
JO  - NHTS Brief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - National Household Travel Survey: Is Congestion Slowing Us Down?
PY  - 2006/05
SP  - 2p
AB  - Congestion reduces mobility, increases auto-operating costs, adds to air pollution, and causes stress. Congestion is considered one of the major urban transportation problems. Commuters know about congestion--work trips are particularly concentrated in time and space. Not all of the vehicles on the road during the peak periods are headed for work, however. In fact, less than half of the vehicle trips in the peak periods are direct trips to or from work. One reason for this is that fewer commuters are traveling directly between home and work. There has been a large increase in incidental stops during the commute, such as dropping the children at day care or school, or picking-up dinner on the way home, especially for workers with the longest commutes.
KW  - Commuters
KW  - Nonwork trips
KW  - Peak hour traffic
KW  - Traffic congestion
KW  - Travel behavior
KW  - Travel surveys
KW  - Trip purpose
KW  - Urban areas
KW  - Work trips
UR  - http://nhts.ornl.gov/briefs/Is%20Congestion%20Slowing%20us%20Down.pdf
UR  - https://trid.trb.org/view/879158
ER  - 

TY  - RPRT
AN  - 01118456
AU  - Wu, Jy S
AU  - Allan, Craig J
AU  - University of North Carolina, Charlotte
AU  - University of North Carolina, Charlotte
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation and Implementation of BMPs for NCDOT's Highway and Industrial Facilities
PY  - 2006/05//Final Report
SP  - 158p
AB  - This research has provided the North Carolina Department of Transportation (NCDOT) with (1) scientific observations to validate the pollutant removal performance of selected structural Best Management Practices (BMPs), (2) a database management option for BMP monitoring and non-monitoring sites, (3) pollution prevention plans for vehicular maintenance facilities, and (4) treatment options for borrow pit wastewaters. An intensive monitoring program was conducted to characterize and examine the pollutant removal performance of three highway BMP types (grass filter strip, filtration swale, and grassed shoulder). A Stormwater Data Management System was developed for storage and retrieval of BMP site characterization data that are obtained during BMP site inspection. Suggestions were provided to the development of pollution prevention plans for vehicular maintenance facilities. Treatment technologies for borrow pit wastewater have been presented including the development of pump capacity curves for proper sizing and operation of stilling basins, a spreadsheet calculator for performing cost analysis for the polymer injection treatment system, and chemical/physical treatment alternatives.
KW  - Best practices
KW  - Borrow pits
KW  - Database management systems
KW  - Grasses
KW  - Highway facilities
KW  - Maintenance facilities
KW  - North Carolina Department of Transportation
KW  - Pollutant removal
KW  - Pollution control
KW  - Pollution prevention
KW  - Runoff
KW  - Sewage treatment
KW  - Stilling basins
KW  - Swales
KW  - Wastewater
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2003-19FinalReport.pdf
UR  - https://trid.trb.org/view/878427
ER  - 

TY  - RPRT
AN  - 01104836
AU  - Rhodes, Avery
AU  - Smaglik, Edward J
AU  - Bullock, Darcy M
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Vendor Comparison of Video Detection System
PY  - 2006/05//Final Report
SP  - 41p
AB  - Video detection has become increasingly popular for presence detection at signalized intersections because of its versatility. However, several reports have documented performance problems in specific systems. This paper quantifies the performance of three different commercially available video detection systems. The systems were tested in May and September 2005 for presence detection accuracy. Prior to the May 2005 test, a representative from each vendor configured the video detection zones to match the loop detection zone as closely as possible. The outputs from the loop detection for the through-right and left-turn lane groups were compared with the corresponding output from each of the video detection systems. Whenever there was a discrepancy between the loop and video, a digital video was observed to determine the cause of the discrepancy. Missed calls and false calls were categorized for each system. The errors were also categorized according to the impact that they would have on signal operations. During a 24hr test on two separate days, the number of missed detections longer than 5 seconds ranged from 9 to 147, and the number of false calls longer than 5 seconds ranged from 16 to 149.
KW  - Detectors
KW  - Intelligent transportation systems
KW  - Signalized intersections
KW  - Traffic control
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic forecasting
KW  - Vehicle detectors
KW  - Video cameras
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1750&context=jtrp
UR  - https://trid.trb.org/view/864255
ER  - 

TY  - RPRT
AN  - 01104834
AU  - Oware, Euridice
AU  - Bhargava, Abhishek
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  - Ramp Metering and High Occupancy Vehicle Facilities: A Synthesis Study
PY  - 2006/05//Final Report
SP  - 192p
AB  - High Occupancy Vehicle (HOV) lanes and ramp metering have been implemented at several places in the country to improve traffic conditions on freeways. This report presents a comprehensive study of the state of the art and state of the practice of these facilities in the U.S. and their effectiveness in improving traffic conditions on the freeway. The various types of HOV facilities have been discussed along with other system components such as park-and-ride facilities, ridership programs, enforcement areas and policies, ingress/egress facilities. The cost of several HOV facilities in the country has been presented and a set of guidelines have been prepared that may be followed for the implementation of a HOV Lane Facility. A comprehensive review of the various ramp metering facilities in the country has been presented. The components of the ramp metering system, the physical infrastructure and the various classifications of the ramp metering algorithms have been discussed. The results of a feasibility study for the implementation of these facilities on I-70 in Indianapolis, between I-65 and I-465 have also been presented.
KW  - Benefit cost analysis
KW  - Economic analysis
KW  - Freeway operations
KW  - High occupancy vehicle lanes
KW  - High occupancy vehicles
KW  - Indianapolis (Indiana)
KW  - Park and ride
KW  - Ramp metering
KW  - Ridership
KW  - State of the art
KW  - Traffic congestion
KW  - Traffic flow
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1752&context=jtrp
UR  - https://trid.trb.org/view/864260
ER  - 

TY  - RPRT
AN  - 01104830
AU  - Jacko, Robert Bertram
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Blind Pedestrians and Their Ability to Navigate Indiana Intersections – A Review of the Technology Available for Audible Signals
PY  - 2006/05//Final Report
SP  - 28p
AB  - Abstract Accessible pedestrian signals (APS) that combine audible and vibrotactile signals to a blind or visually impaired and/or disabled pedestrian for both locational and navigational information are available for purchase and installation “off the shelf”. APS systems that have a locating tone produce an audible language statement when it is safe to begin crossing the intersection as well as a vibrating activation button for the hard of hearing and an audible status count-down for the crossing pedestrian are available now. Purdue University has retrofitted two campus intersections with audible, vibrotactile APS and the intersections are regularly used by blind students. Discussions with the West Lafayette technician assigned to maintain the signals has indicated that the APS buttons alone are much more robust than the standard small buttons at non APS intersections. If an intersection already has traffic signal lights, the cost to install a two wire Polara® APS on the four corners would be approximately $500.00 per corner for hardware plus the labor of two men for about four hours. The total cost is certainly a very small percentage of the costs to renovate an existing traffic signal intersection involving new lights, pavement, curbs, gutters and storm drains, etc. Presentations to a number of blind organizations throughout Indiana regarding APS over the duration of this research project have uncovered a real need by the blind for pedestrian intersection navigational hardware. However, a seminar given to engineers from the traffic signal division of the Indiana Department of Transportation (INDOT) indicates that the lack of a national standard for such APS hardware is a serious impediment to the installation of APS at intersections designated as Indiana state highways. It is the engineering opinion of this author that until a national standard is published by the Federal Access Board, the installation of Accessible Pedestrian Signals on Indiana state highway right-of-ways will not happen. Discussion with the new vice-chair and a staff member of the United States Access Board at a recent national ADA conference in Miami, Fl, lead to their prediction that a national standard is about three years away. This is disappointing to the blind community since accessible pedestrian signals at problematic intersections will prevent injuries and save lives.
KW  - Accessible pedestrian signals
KW  - Americans with Disabilities Act
KW  - Audible pedestrian signals
KW  - Audible warning devices
KW  - Blind persons
KW  - Indiana
KW  - Intersections
KW  - Persons with disabilities
KW  - Right of way (Traffic)
KW  - Traffic signals
KW  - Vibrotactile cuing
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1757&context=jtrp
UR  - https://trid.trb.org/view/864267
ER  - 

TY  - RPRT
AN  - 01104415
AU  - Lee, Sangho
AU  - Bourdeau, Philippe L
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Filter Performance and Design for Highway Drains
PY  - 2006/05//Final Report
SP  - 204p
AB  - The research is an investigation of soil filtration by geotextile fabrics, with the ultimate objective of improving design and long-term performance of underdrain systems in Indiana highways. Experiments were conducted in the laboratory using the best available techniques, Flexible Wall Gradient Ratio Test and Rapid Retention Test, in order to assess soil-filter compatibility and monitor geotextile clogging, for a range of materials and testing conditions. Field information was also collected and samples from highway reconstruction project were examined for their long-term performance. The main findings relate to the influence of the amounts of silt and clay and the state of compaction of the subgrade. Controlling parameters of the geotextile effectiveness are its opening size, thickness and manufacturing style. Based on these findings and information already available from the literature, new design and installation guidelines including filter selection criteria are proposed for non-woven geotextile filters in Indiana highway edge underdrain systems.
KW  - Clogging
KW  - Drainage structures
KW  - Edge drains
KW  - Filter drains
KW  - Geotextiles
KW  - Indiana
KW  - Irrigation and drainage structures
KW  - Runoff
KW  - Subdrains
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1737&context=jtrp
UR  - https://trid.trb.org/view/864123
ER  - 

TY  - RPRT
AN  - 01104364
AU  - Frosch, Robert J
AU  - Pay, A Cihan
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of a Non-Metallic Reinforced Bridge Deck. Volume 1: Bond Behavior
PY  - 2006/05//Final Report
SP  - 323p
AB  - The primary maintenance problem with bridges in Indiana has been deterioration of the concrete deck which is often related to corrosion of the reinforcing steel. While a corrosion protection system consisting of epoxy-coated reinforcement in combination with 2-1/2 in. of Class C concrete cover has been used in Indiana, research and experience have demonstrated that this system can be compromised. As an alternative solution to the corrosion problem in reinforced concrete, fiber reinforced polymer (FRP) bars which are corrosion resistant can be provided as reinforcement. This research was divided into two phases directed towards the implementation of a nonmetallic reinforced bridge deck. The first phase evaluated the bond strength of fiber reinforced polymer reinforcement with the goal of developing a design expression for the calculation of development and splice lengths. Forty-six glass FRP, carbon FRP, and steel reinforced concrete beams with unconfined tension lap splices were tested. The second phase consisted of the design, construction, and performance evaluation of a glass FRP bar reinforced concrete bridge deck. Based on this study, design recommendations are provided for the calculation of development and splice lengths of both FRP and steel reinforcement. Furthermore, the behavior of the FRP reinforced bridge deck is assessed and compared with its design assumptions. The findings of this study provide design tools and behavioral data that will assist in the future development and deployment of this technology.
KW  - Bridge design
KW  - Bridge members
KW  - Bridges
KW  - Concrete bridges
KW  - Concrete structures
KW  - Deterioration
KW  - Fiber reinforced polymers
KW  - Glass fiber reinforced plastics
KW  - Indiana
KW  - Maintenance
KW  - Nonmetallic fibers
KW  - Reinforced concrete bridges
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1731&context=jtrp
UR  - https://trid.trb.org/view/864005
ER  - 

TY  - RPRT
AN  - 01104363
AU  - Rhodes, Avery
AU  - Jennings, Kristofer
AU  - Bullock, Darcy M
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Impact of Camera and Lighting Position on Video Detection Precision
PY  - 2006/05//Final Report
SP  - 23p
AB  - On well-illuminated approaches, vehicle headlight reflections on the pavement were observed to cause video detection units to activate early. This early activation results in a dramatic increase in the length of the effective vehicle detection zone. This observed variation in the effective length of the vehicle detection zone that varies by ambient lighting condition and camera placement presents a very serious impediment for traffic engineers to design vehicle extension intervals that operate correctly during day, night and transition periods. Furthermore, the stochastic variation in the length of the vehicle detection zone length has the potential to create driver expectancy issues. Tables are included that reports the observed average and range of detection zone length variations for 16 observed video cameras that were extensively calibrated by the manufacturer at the test site. The paper concludes by recommending near-side placement of video detection devices to reduce the stochastic variation in detection zone length.
KW  - Headlamps
KW  - Intelligent transportation systems
KW  - Loop detectors
KW  - Statistical analysis
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic forecasting
KW  - Traffic signal control systems
KW  - Traffic signals
KW  - Vehicle detectors
KW  - Video cameras
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1751&context=jtrp
UR  - https://trid.trb.org/view/864219
ER  - 

TY  - RPRT
AN  - 01104360
AU  - Rhodes, Avery
AU  - Bullock, Darcy M
AU  - Sturdevant, James R
AU  - Clark, Zachary
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Stop Bar Video Detection Accuracy at Signalized Intersections
PY  - 2006/05//Final Report
SP  - 418p
AB  - Many agencies nationwide have adopted video vehicle detection technology as an alternative to inductive loops. While many product evaluations have been performed, the majority of these evaluations have concentrated on freeway applications where speed and volume were the primary evaluation criteria. At an actuated intersection, the metrics of speed and volume do not necessarily represent how well a device will operate as a presence detector. Video detection was evaluated at two signalized intersections in West Lafayette, Indiana and Noblesville, Indiana. A camera on each approach was located at the vendor recommended position, at a height of 40 feet and offset so that the camera was approximately inline with the lane line dividing the left-turn lane and through lane. Two additional cameras were located on each approach at less optimal horizontal and vertical locations. Additionally at the West Lafayette site, a fourth camera was located directly above the stop bar so that it looked down onto the detection zone. Inductive loops were used as baseline data to screen for discrepancies. Each time the loop detectors were not in agreement with a specific video detector, a discrepancy was noted. A digital video recording was later observed to determine whether the video detector or the loop detector was in error. An analysis of the data showed video detection was found to produce statistically significantly more false detections and missed detections than the loop detectors on most phases. Generally, only very small variations in video detector performance were observed at the different camera locations. The video detection was also evaluated in terms of its’ consistency of detector turn-on and turn-off times. The video detection displays an undesirable inconsistency between night periods and day periods where it tends to activate 1 to 3 seconds earlier during the night period due to headlight reflections on the pavement. However, the camera at West Lafayette located directly above the stop bar displayed very consistent behavior between the night and day periods.
KW  - Advanced traffic management systems
KW  - Intelligent transportation systems
KW  - Loop detectors
KW  - Signalized intersections
KW  - Statistical analysis
KW  - Traffic control devices
KW  - Traffic engineering
KW  - Traffic forecasting
KW  - Vehicle detectors
KW  - Video cameras
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1749&context=jtrp
UR  - https://trid.trb.org/view/864218
ER  - 

TY  - RPRT
AN  - 01104345
AU  - Frosch, Robert J
AU  - Pay, A Cihan
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of a Non-Metallic Reinforced Bridge Deck. Volume 2: Thayer Road Bridge
PY  - 2006/05//Final Report
SP  - 106p
AB  - The primary maintenance problem with bridges in Indiana has been deterioration of the concrete deck which is often related to corrosion of the reinforcing steel. While a corrosion protection system consisting of epoxy-coated reinforcement in combination with 2-1/2 in. of Class C concrete cover has been used in Indiana, research and experience have demonstrated that this system can be compromised. As an alternative solution to the corrosion problem in reinforced concrete, fiber reinforced polymer (FRP) bars which are corrosion resistant can be provided as reinforcement. This research was divided into two phases directed towards the implementation of a nonmetallic reinforced bridge deck. The first phase evaluated the bond strength of fiber reinforced polymer reinforcement with the goal of developing a design expression for the calculation of development and splice lengths. Forty-six glass FRP, carbon FRP, and steel reinforced concrete beams with unconfined tension lap splices were tested. The second phase consisted of the design, construction, and performance evaluation of a glass FRP bar reinforced concrete bridge deck. Based on this study, design recommendations are provided for the calculation of development and splice lengths of both FRP and steel reinforcement. Furthermore, the behavior of the FRP reinforced bridge deck is assessed and compared with its design assumptions. The findings of this study provide design tools and behavioral data that will assist in the future development and deployment of this technology.
KW  - Bridge design
KW  - Bridge members
KW  - Bridges
KW  - Concrete bridges
KW  - Concrete structures
KW  - Deterioration
KW  - Fiber reinforced polymers
KW  - Glass fiber reinforced plastics
KW  - Indiana
KW  - Nonmetallic fibers
KW  - Reinforced concrete bridges
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2571&context=jtrp
UR  - https://trid.trb.org/view/864007
ER  - 

TY  - RPRT
AN  - 01103346
AU  - National Emergency Number Association
AU  - Federal Highway Administration
TI  - Facilitating the Implementation of Emergency Wireless Communications
PY  - 2006/05//Final Report
SP  - 125p
AB  - This final report summarizes the results of a 54-month program conducted by the National Emergency Number Association (NENA) for the DOT (Federal Highway Administration and National Highway Traffic Safety Administration). The program is generically referred to as the Wireless Implementation Project within DOT and the 9-1-1 community, so there are many references to that Wireless Implementation Project in the final report. During NENA’s four-year project for the United States Department of Transportation (DOT), the availability of wireless E9-1-1 has increased substantially. From a handful of Public Safety Answering Points (PSAPs) basically serving as trial sites in late 2001/early 2002, Phase II (delivery of caller’s location) is now available to almost 75% of the U.S. population. Or, placing it in another perspective, in 2001 there likely were no more than hundreds of wireless 9-1-1 calls with caller location, while in 2006 there will be 40 to 60 million wireless calls with caller location provided.
KW  - 911 Emergency Telephone System
KW  - Emergency communication systems
KW  - Emergency management
KW  - Implementation
KW  - Public Safety Answering Point (Communications)
KW  - Safety
KW  - United States
KW  - Wireless communication systems
UR  - http://www.its.dot.gov/its_publicsafety/wireless/wireless.pdf
UR  - https://trid.trb.org/view/860263
ER  - 

TY  - RPRT
AN  - 01100737
AU  - Shuler, Scott
AU  - Colorado State University, Fort Collins
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Performance, Cost-Effectiveness, and Timing of Various Preventive Maintenances: Interim Report
PY  - 2006/05//Interim Report
SP  - 93p
AB  - This research is being conducted to evaluate the performance of various preventive maintenance treatments over time and under different environmental conditions to assess the economics of each treatment type. The first three tasks of this research are nearing completion. Task 1 is a review of the state of the practice for preventive maintenance. This review includes a conventional literature survey and interviews of maintenance and construction personnel throughout the state. Task 2 is a draft manual of best practices of pavement preventive maintenance and Task 3 includes selection and construction of full-scale test pavements for field evaluation of various preventive maintenance treatments. Results of Task 1 indicate there are three primary techniques utilized in Colorado for preventive maintenance of asphalt pavements and three for concrete pavements. For asphalt pavements these are: 1) crack sealing, 2) chip seals, and 3) thin hot mix asphalt overlays. For concrete pavements these are: 1) joint resealing, 2) cross-stitching, and 3) micro-grinding. Task 2 has resulted in a preliminary draft of what will become a best practices manual for the preventive maintenance techniques currently used in Colorado as well as additional methods used by other agencies. Full scale test sections were constructed as part of Task 3 in 2005 and some additional test sections previously constructed were also included for measurement of future performance. These test sections include crack sealing, chip seals, thin overlays, joint resealing, cross-stitching and micro-grinding. This in an interim report of research in progress. Implementation is not warranted at this time.
KW  - Asphalt pavements
KW  - Best practices
KW  - Bituminous overlays
KW  - Chip seals
KW  - Colorado
KW  - Concrete pavements
KW  - Crack sealing
KW  - Cross-stitching
KW  - Field tests
KW  - Interviewing
KW  - Joint resealing
KW  - Joint sealing
KW  - Literature reviews
KW  - Micro-grinding
KW  - Pavement maintenance
KW  - Preventive maintenance
KW  - State of the practice
KW  - Test sections
KW  - Thin overlays
UR  - http://www.dot.state.co.us/publications/PDFFiles/preventivemaint.pdf
UR  - http://ntl.bts.gov/lib/35000/35000/35049/pavementpreservation.pdf
UR  - https://trid.trb.org/view/860325
ER  - 

TY  - RPRT
AN  - 01088883
AU  - O'Connor, James T
AU  - Gibson, G Edward
AU  - Hedemann, Stephen M
AU  - Chang, Rei-Lin G
AU  - Chong, Wai K
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Duration Quantification and Opportunities For Improvement in the
Texas Department of Transportation’s Utility Adjustment Process
PY  - 2006/05//Technical Report
SP  - 163p
AB  - Reducing the duration from planning to delivery of major highway projects is a major goal of the Texas Department of Transportation (TxDOT). A key component of this is the quantification of duration of the Utility Adjustment process. This study quantified durations of historical utility adjustment projects to provide guidelines in estimating future utility adjustment project durations, modeled the TxDOT utility adjustment process, and compiled key lessons learned for transportation project planners to better understand and improve efficiency in utility adjustments.
KW  - Construction management
KW  - Construction projects
KW  - Project management
KW  - Road construction
KW  - State departments of transportation
KW  - Texas
KW  - Time duration
KW  - Utility adjustment (Road construction)
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4617_2.pdf
UR  - https://trid.trb.org/view/849357
ER  - 

TY  - RPRT
AN  - 01088840
AU  - Yildirim, Yetkin
AU  - Korkmaz, Armagan
AU  - Prozzi, Jorge
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Comparison of Hot Rubber Crack Sealants to Emulsified
Asphalt Crack Sealants
PY  - 2006/05//Technical Report
SP  - 64p
AB  - This is the final report from the Center for Transportation Research on Project 4061. It presents the results, findings, conclusions, and recommendations based on the surveys, lab tests, and information collected on test sections for the 4-year study. Sealing and filling cracks has always been an important consideration in pavement maintenance. Hot rubber asphalt has been the most commonly used material for this purpose, providing good performance in most cases. Some Texas Department of Transportation (TxDOT) districts have been using cold pour asphalt emulsion crack sealants because of the ease of use. However, cold pour crack sealant requires longer setting and curing time, especially in areas of high humidity. The performance history of these cold sealants is not known or not well documented in comparison to the performance of hot pour crack sealants. Furthermore, the cost associated with the use of this material versus hot pour rubber asphalt is not well documented or determined. The intent of this research project is to compare the cost-effectiveness, performance, and life-cycle costs for hot pour rubber asphalt crack sealant and cold pour asphalt emulsion crack sealant. The comparison includes seven different crack and joint sealants: three cold pour and four hot pour. Eight different roads in five districts were selected for comparison of the sealants, for a total of thirty-three different test sections. The survey and field study results indicate that hot pour sealants performed better than cold pour sealants. In addition, hot pour sealants had lower average annual cost values than cold pour sealants. Modifications to the specifications for crack sealants currently used at TxDOT were suggested.
KW  - Asphalt pavements
KW  - Cold pour sealants
KW  - Crack and seat treatment
KW  - Emulsified asphalt
KW  - Hot pour sealants
KW  - Pavement maintenance
KW  - Performance
KW  - Sealing compounds
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4061_3.pdf
UR  - https://trid.trb.org/view/849234
ER  - 

TY  - RPRT
AN  - 01088829
AU  - Thompson, Kelsey A
AU  - Bomba, Michael S
AU  - Walton, C Michael
AU  - Botticello, Jordan E
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - The Trans-Texas Corridor and the Texas Airport System: Opportunities and Challenges
PY  - 2006/05//Technical Report
SP  - 110p
AB  - The proposed Trans-Texas Corridor (TTC) will allow for faster and safer movement of people and goods throughout Texas, relieve congestion on existing roadways, divert hazardous materials away from urban areas, and stimulate economic growth and development along its path. However, to become fully integrated with the Texas transportation network, the TTC must also consider connections with the state’s extensive airport system. While the TTC could produce significant opportunities for commercial services and general aviation airports, many of its planners and engineers are not familiar with the special land-use and connectivity needs of airports. While the TTC offers prospects for producing significant opportunities to commercial service and general aviation airports, it also has the potential to limit their safety, operation, and expansion if planned poorly. Possible airport benefits include increased usage because of improved airport user access and indirectly because of economic development along its path. Potential challenges include infringement on approaches and approach procedures, restriction of airport growth, limited accessibility or connectivity to the TTC, and competition with land-based modes for passenger and freight movement. Integrating Texas airports into the overall multimodal TTC design will leverage intermodal transportation for intercity travel and freight movement throughout Texas.
KW  - Accessibility
KW  - Air cargo
KW  - Airports
KW  - Approach
KW  - Competition
KW  - Connectivity
KW  - Economic development
KW  - Economic growth
KW  - Freight transportation
KW  - Ground transportation
KW  - Intercity travel
KW  - Intermodal transportation
KW  - Land use
KW  - Landside operations (Airports)
KW  - Multimodal transportation
KW  - Passenger transportation
KW  - Trans Texas Corridor
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4644_1.pdf
UR  - https://trid.trb.org/view/849360
ER  - 

TY  - RPRT
AN  - 01088812
AU  - Trevino, Manuel
AU  - Medina-Chavez, Cesar Ivan
AU  - Won, Moon
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Preliminary Findings of Performance of Old Concrete under Thin Overlays
PY  - 2006/05//Technical Report
SP  - 73p
AB  - Little is known about the conditions of old concrete under bonded overlays used in rehabilitation procedures. This project aims at evaluating the quality and integrity of original portland cement concrete (PCC) pavements under thin overlays—both bonded and asphalt concrete (AC)—especially those which have been in service for an extended period of time. Currently, there are no guidelines available for the selection of optimum overlay types. The objectives of this study included (1) the evaluation of the concrete under overlay, (2) the development of guidelines for the selection and design of AC overlays and bonded concrete overlays (BCOs), and (3) assessment of the performance of overlays constructed with special materials. The project began with a review of publications on the design, materials, construction, and performance of concrete and AC overlays. The literature review revealed that the largest concern with BCOs is the occurrence of delaminations and premature failure of the overlay. In the case of AC overlays on rigid pavements, the most critical matter is reflective cracking in jointed pavements, stripping, and rutting. In order to achieve the objectives of this study more efficiently, a factorial experiment was developed and field evaluations conducted accordingly. This report presents the results of BCO evaluations. Four BCO projects in Texas have been investigated: two projects in Houston, one in Fort Worth, and one in Wichita Falls. Investigations included a visual condition survey, sounding tests for the evaluation of delaminations, falling weight deflectometer (FWD) testing, and extraction of core samples for materials evaluation. Overall, the BCOs have performed well, even though delaminations were observed in some sections. Deflections were within expected range, except for those at delaminated areas, which were quite large. It appears that the compatibility of materials between existing and overlaid concretes, especially the thermal coefficient, plays a role in delamination occurrence. The relationship between compressive strength and modulus of elasticity of old concrete cores follows the American Concrete Institute (ACI) equation. Petrographic evaluations of old concrete cores indicate that no major deteriorations occurred except for one core where pockets of ettringites were observed.
KW  - Asphalt concrete
KW  - Bonded concrete overlays
KW  - Concrete overlays
KW  - Cracking
KW  - Deflection
KW  - Delamination
KW  - Falling weight deflectometers
KW  - Overlays (Pavements)
KW  - Pavement maintenance
KW  - Performance
KW  - Petrography
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Rigid pavements
KW  - Thin overlays
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4893_1.pdf
UR  - https://trid.trb.org/view/849239
ER  - 

TY  - RPRT
AN  - 01075706
AU  - Federal Highway Administration
TI  - Interstate 66, Somerset to London from the vicinity of the Northern Bypass (I-66) in Somerset to Interstate 75 between London and Corbin, Pulaski, Rockcastle and Laurel counties : environmental impact statement
PY  - 2006/05//Volumes held: Draft(fol)
KW  - Environmental impact statements
KW  - Kentucky
UR  - https://trid.trb.org/view/835100
ER  - 

TY  - RPRT
AN  - 01075669
AU  - Federal Highway Administration
TI  - Williamsville toll barrier improvement project, New York State thruway, interstate 90 between interchanges 48A and 50 : environmental impact statement
PY  - 2006/05//Volumes held: Draft(7v)(v3 fol)
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/835063
ER  - 

TY  - RPRT
AN  - 01075432
AU  - Federal Highway Administration
TI  - Southtowns connector/Buffalo outer harbor project, Erie County : environmental impact statement
PY  - 2006/05//Volumes held: D, DappA(fol), DappB, DappC(2pts.), DappD, DappE, DappF, DappG, DappH, DappI, DappJ, DappK, DappL, DappM, DappN, DappO, F, FappA(fol), FappB, FappC(2pts.), FappD, FappE, FappF, FappG, FappH, FappI, FappJ, FappK, FappL, FappM, FappN, FappO, F
KW  - Environmental impact statements
KW  - New York (State)
UR  - https://trid.trb.org/view/834826
ER  - 

TY  - RPRT
AN  - 01051948
AU  - Persad, Khali
AU  - Walton, C Michael
AU  - Wang, Zhong
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Impacts of Traveler Information on Transportation Network Operations and Potential Deployment Technologies
PY  - 2006/05
SP  - 75p
AB  - This research product provides in-depth analysis of the impact of traveler information on commuters’ route choices in the toll road context. The details of a case study of the Austin, Texas metropolitan area are presented, showing impacts on the non-tolled network as well as on proposed toll roads. Technologies for deploying traveler information systems are outlined, along with system design and scoping issues.
KW  - Austin (Texas)
KW  - Case studies
KW  - Commuters
KW  - Deployment
KW  - Highway operations
KW  - Impact studies
KW  - Route choice
KW  - System design
KW  - Toll roads
KW  - Traveler information and communication systems
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5079_P2.pdf
UR  - https://trid.trb.org/view/811284
ER  - 

TY  - RPRT
AN  - 01047564
AU  - Eedula, Srinivasa R
AU  - Tandon, Vivek
AU  - University of Texas, El Paso
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Tack Coat Field Acceptance Criterion
PY  - 2006/05//Technical Report
SP  - 73p
AB  - Recently, the Texas Department of Transportation (TxDOT) has experienced an increase in the number of pavement failures that may be attributed to the poor quality of tack coat applied. To identify the quality of the tack coat before an overlay is placed on top of it, a device [UTEP Pull-off Device (UPOD)] that measures the quality of the tack coat has been developed. The device is placed on top of the tack coat layer after a specified interval and the quality of the tack coat is evaluated based on the magnitude of cohesive strength. The developed device is simple, reliable, economical, and could determine the quality of the tack coat in less than 45 minutes after tack coat application. Although the UPOD can measure the quality of the tack coat, a field acceptance criterion has not been established and is the objective of this research. To develop the criterion, laboratory and field tests were performed with the help of TxDOT. Based on the laboratory and field test results, an acceptance criterion has been proposed.
KW  - Acceptance criteria
KW  - Acceptance tests
KW  - Cohesive strength
KW  - Field tests
KW  - Laboratory tests
KW  - Quality control
KW  - Reliability
KW  - Tack coats
KW  - Testing equipment
UR  - http://library.ctr.utexas.edu/digitized/texasarchive/phase1/5216-1-UTEP.pdf
UR  - https://trid.trb.org/view/807057
ER  - 

TY  - RPRT
AN  - 01044313
AU  - Peshkin, David G
AU  - Applied Pavement Technology, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment of Research Project SPR 371, Maintenance Cost Effectiveness Study
PY  - 2006/05//Final Report
SP  - 54p
AB  - In 1995, the Arizona Department of Transportation (ADOT) initiated research project SPR 371, "Maintenance Cost Effectiveness Study". That project identified the maintenance surface treatment alternatives suitable for evaluation by ADOT, developed a consensus on which alternatives to test, evaluated the performance and cost effectiveness of those treatments, and identified procurement issues that inhibit effective pavement maintenance. As part of that study, during a period from 1999 to 2002, over 200 bituminous test sections were constructed at different locations in Arizona, including wearing courses (Phase I), surface treatments (Phase II), and sealer-rejuvenators (Phase III). While a significant effort was made to develop and construct the test sections associated with the various experimental Phases, there has been less success in monitoring these test sites and either drawing appropriate conclusions about performance and closing them out, or continuing treatments and monitoring the test sites, as was originally planned. In this report, available documentation and data from the "Maintenance Cost Effectiveness Study" were collected and reviewed. The overall experimental phases are described, each experiment and test site is summarized, and recommendations are made for either continuing the Phase or closing it out and drawing appropriate conclusions. Overall, the potential of the findings from these various experiments to contribute to more cost effective pavement preservation practices, better specifications and construction practices, and even more cost-effective agency practices, are all reasons for better documenting these experiments and concluding them according to a rational research plan.
KW  - Arizona
KW  - Assessments
KW  - Bituminous pavements
KW  - Cost effectiveness
KW  - Data collection
KW  - Pavement maintenance
KW  - Rejuvenator sealers
KW  - Surface treating
KW  - Test sections
KW  - Wearing course (Pavements)
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ371.pdf
UR  - https://trid.trb.org/view/804589
ER  - 

TY  - RPRT
AN  - 01042071
AU  - Dailey, Daniel J
AU  - TransNow, Transportation Northwest
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - ITS Backbone
PY  - 2006/05//Final Report
SP  - 16p
AB  - Previously projects funded by TransNow, Washington State Department of Transportation (WSDOT), and other Washington State partners have invested in the development of a Puget Sound Intelligent Transportation Systems (ITS) Backbone architecture and infrastructure that is being used to obtain, fuse, and deliver traffic and traveler information.  The ITS Backbone provides a widely available common interface to data from several agencies; it also provides a common public interface to the finest granularity of WSDOT inductance loop data.  The Backbone extracts data from a variety of remote agencies and makes it available to engineers in the NW Region Traffic Management System.  In the upcoming biennium it will be augmented to include data from Lynwood, Bellevue, virtual speed and travel time sensors on King county arterials, and non-recurring traffic congestion predictions based on weather information.
KW  - Arterial highways
KW  - Bellevue (Washington)
KW  - Driver information systems
KW  - Freeways
KW  - Highway traffic control
KW  - Infrastructure
KW  - Intelligent transportation systems
KW  - Nonrecurrent congestion
KW  - Public transit
KW  - Puget Sound
KW  - Regional ITS architecture
KW  - Traffic
KW  - Travel time
KW  - Traveler information and communication systems
KW  - Virtual sensors
KW  - Weather
UR  - https://trid.trb.org/view/798794
ER  - 

TY  - RPRT
AN  - 01038282
AU  - Smith, Brian Lee
AU  - Hoel, Lester A
AU  - Repaka, Vikramaditya
AU  - University of Virginia, Charlottesville
AU  - Virginia Department of Transportation
AU  - Mid-Atlantic Universities Transportation Center
AU  - Federal Highway Administration
TI  - A Comparative Evaluation of Air and Auto Travel Between Urban Regions (Quantifying Intercity Modal Accessibility)
PY  - 2006/05//Final Report
SP  - 134p
AB  - The economic competitiveness of a region, in addition to the quality of life of its citizens, is dependent upon its accessibility to other regions.  As the surface and air transportation systems evolve, it is important to explicitly measure the impact of transportation changes on a region's accessibility.  Therefore, the purpose of this research project is to develop a methodology to quantify intercity accessibility by mode, and to use this methodology to investigate the impact of air service changes in a region to its intercity accessibility.
KW  - Accessibility
KW  - Air transportation
KW  - Air travel
KW  - Automobile travel
KW  - Mode choice
KW  - Quality of life
KW  - Transportation
KW  - Urban areas
UR  - http://cts.virginia.edu/docs/UVACTS-14-5-97.pdf
UR  - http://www.mautc.psu.edu/docs/UVA-2004-02.pdf
UR  - https://trid.trb.org/view/794926
ER  - 

TY  - RPRT
AN  - 01036773
AU  - Burdette, Edwin G
AU  - Deatherage, Harold
AU  - Goodpasture, David W
AU  - University of Tennessee, Knoxville
AU  - Tennessee Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of an Experimental Bridge: Massman Drive Bridge in Davidson County
PY  - 2006/05//Final Report
SP  - 74p
AB  - The research described in this final report involved the instrumentation, testing, and analysis of data for a two-span experimental bridge in Massman Drive over Interstate 40 between Briley Parkway and Spence Lane in Nashville, Tennessee.  The new two-span Massman Drive Bridge has a total bridge deck length of 287 ft.  The distance between bearing centerlines at the abutments is 284 ft with 138.5-ft and 145.5-ft spans to the north and south, respectively.  The bridge was constructed as two simple spans designed to act as a continuous bridge under the dead load of the concrete deck, a design that combines the construction economy of simple span bridges and the structural economy of continuous bridges.  This continuity was provided by a connection between girders at the center pier consisting of plates bolted to the top (tension) flanges and kicker wedge plates inserted between the bottom flanges of the girders.  There were two objectives to the research.  The primary objective was to evaluate the effectiveness of the connection at the center pier in providing continuity under the dead load of the deck.  This objective is dealt with in detail in this final report.  A secondary objective was to obtain strain gage data under the action of a loaded dump truck both before and after the casting of the bridge rails.  These data are expected to be used later to study the lateral distribution of live load to the five girders.  The principal conclusion drawn from the research on the Massman Bridge was that continuity over the pier under the dead load of the freshly cast deck was provided.  Even though the data showed that slightly less than full continuity was achieved in one outside girder, the overall conclusion is that the method works; the bridge may reasonably be designed as a continuous bridge under the weight of the concrete deck.
KW  - Bridge design
KW  - Experimental bridges
KW  - Nashville (Tennessee)
KW  - Structural connection
KW  - Structural continuity
KW  - Two-span bridges
UR  - http://www.tdot.state.tn.us/longrange/reports/Res-1220.pdf
UR  - https://trid.trb.org/view/793586
ER  - 

TY  - RPRT
AN  - 01036461
AU  - Wipf, Terry J
AU  - Phares, Brent M
AU  - Greimann, Lowell F
AU  - Hemphill, Derek
AU  - Doornink, Justin D
AU  - Lu, Ping
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Remote Continuous Evaluation of a Bridge Constructed Using High-Performance Steel
PY  - 2006/05//Final Report
SP  - 141p
AB  - Of the approximately 25,000 bridges in Iowa, 28% are classified as structurally deficient, functionally obsolete, or both.  The state of Iowa thus follows the national trend of an aging infrastructure in dire need of repair or replacement with a relatively limited funding base.  Therefore, there is a need to develop new materials with properties that may lead to longer life spans and reduced life-cycle costs.  In addition, new methods for determining the condition of structures are needed to monitor the structures effectively and identify when the useful life of the structure has expired or other maintenance is needed.  High-performance steel (HPS) has emerged as a material with enhanced weldability, weathering capabilities, and fracture toughness compared to conventional structural steels.  In 2004, the Iowa Department of Transportation opened Iowa's first HPS girder bridge, the East 12th Street Bridge over I-235 in Des Moines, Iowa.  The objective of this project was to evaluate HPS as a viable option for use in Iowa bridges with a continuous structural health monitoring (SHM) system.  The scope of the project included documenting the construction of the East 12th Street Bridge and concurrently developing a remote, continuous SHM system using fiber-optic sensing technology to evaluate the structural performance of the bridge.  The SHM system included bridge evaluation parameters, similar to design parameters used by bridge engineers, for evaluating the structure.  Through the successful completion of this project, a baseline of bridge performance was established that can be used for continued long-term monitoring of the structure.  In general, the structural performance of the HPS bridge exceeded the design parameters and is performing well.  Although some problems were encountered with the SHM system, the system functions well and recommendations for improving the system have been made.
KW  - Fiber optic sensors
KW  - Fiber optics
KW  - Fracture properties
KW  - Girder bridges
KW  - High performance steel
KW  - Performance
KW  - Remote sensing
KW  - Structural health monitoring
KW  - Structural steel
KW  - Weathering
KW  - Weldability
UR  - http://www.ctre.iastate.edu/reports/remote_eval_hps.pdf
UR  - https://trid.trb.org/view/793128
ER  - 

TY  - RPRT
AN  - 01035645
AU  - Keen, David
AU  - Felsburg, Robert W
AU  - Pickton, Todd
AU  - Clements, Janet
AU  - BBC Research & Consulting
AU  - Felsburg Holt & Ullevig
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Research Scoping Study: Economic Benefits from Transportation Investments
PY  - 2006/05//Final Report
SP  - 69p
AB  - The study team reviewed more than 50 studies that examined the benefits of transportation investment in different parts of the country. Many of the studies were statewide analyses of the economic benefits of transportation improvements. For a number of past statewide studies, the study team interviewed the lead study sponsor, state Department of Transportation (DOT) staff, and study researchers about each study’s purpose, methodology and perceived success. The literature review and interviews helped reveal what questions were being asked in other economic benefits studies; why they were asked; methods used to answer the questions; how study sponsors used the research results; and how the messages were received by the target audiences. The study team also examined National Cooperative Highway Research Program (NCHRP) research that specifically provided guidance about communicating the economic benefits of transportation investments. The study team also held seven focus groups with target audiences throughout Colorado to identify benefits of greatest interest and the best ways of communicating economic benefits of transportation investments. The focus groups were also used to test key messages from transportation benefits studies conducted in other states. According to focus group participants, the most important benefits are personalized benefits that directly affect Colorado residents on a daily basis. These benefits include reduced accidents and injuries, gas savings, higher personal income, employment growth, faster commutes, and business cost savings. Focus group participants found large monetary benefits. The study team recommends that CDOT initiate a statewide study of the economic benefits of transportation investments in Colorado. The statewide study will provide measures to Colorado stakeholders consistent with the results of the scoping study and will identify additional information necessary to conduct more in-depth regional analyses at a later date.
KW  - Colorado
KW  - Economic benefits
KW  - Employment
KW  - Focus groups
KW  - Gas savings
KW  - Income
KW  - Investments
KW  - Literature reviews
KW  - National Cooperative Highway Research Program
KW  - Reduced accidents
KW  - Researchers
KW  - Transportation
UR  - http://www.dot.state.co.us/Publications/PDFFiles/econbenefit.pdf
UR  - https://trid.trb.org/view/790693
ER  - 

TY  - RPRT
AN  - 01034014
AU  - Rajagopal, Arudi
AU  - Infrastructure Management and Engineering, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Pavement Cracking on SR-4 and Demonstration of the Multi-Head Breaker in Fracturing Reinforced Concrete Pavements Before Asphalt Overlay
PY  - 2006/05//Final Report
SP  - 65p
AB  - This report presents the details of a study conducted by Infrastructure Management and Engineering (INFRAME) to review the condition of selected break and seat (B/S) and rubblization projects constructed by Ohio Department of Transportation (ODOT), and also to demonstrate the ability of various pavement breakers to produce desired breaking patterns and fractured particle sizes required by ODOT specifications.  A program of field evaluations was undertaken on four test projects.  The pavement on SR-4 was rehabilitated in 1993 by breaking the underlying jointed reinforced concrete pavement with a pile hammer prior to constructing an asphalt overlay.  The pavement on SR-36 project was rehabilitated in 1992 by rubblizing the existing jointed concrete pavement with a Resonant Pavement Breaker (RPB) and constructing an asphalt overlay.  The continuous concrete pavement on I-70 was rubblized in 2005 with a Multi Head Breaker (MHB), in preparation for an initial asphalt overlay.  On the I-71 project, MHB was used to demolish the existing jointed reinforced concrete pavement and demonstrate the capabilities of MHB to produce various fracturing patterns.  At east test site, a test pit was dug and a visual assessment of the condition of the fractured pavement overlay and subbase/subgrade was made.  Measurements were made of the fracturing pattern at the surface of the concrete and gradation tests were performed to determine the particle size distribution at various depths within the fractured slab.  Deflection tests were performed to determine the effect of the observed breaking patterns on the stiffness of the pavement layers.  Examination of test pit material indicated that the pile hammer used in constructing the B/S sections on the SR-4 project did not provide the vertical through cracking and steel debonding required by the project specifications.  Despite this, the overlay on the B/S section provided vastly superior reflection crack performance than the untreated control section.  The MHB equipment used on I-70 appeared capable of providing the breaking patterns and particle sizes required by ODOT specifications.  However, the MHB equipment used on I-71 by a different contractor did not produce the desired results; a significant amount of large, un-cracked pieces were observed particularly below the reinforcing steel, regardless of desired breaking pattern.  On the other hand, the Resonant Pavement Breaker (RPB) equipment used on SR-36 produced fractured particle size distribution and steel debonding required by ODOT specifications.  The principal recommendation of the study is to improve ODOT's specifications for fractured slab techniques.  On all types of fracturing projects, the quality control requirements need to be modified to require that test pits be more frequently used to ensure that the specified particle size distributions are in fact being achieved throughout the depth of the slab.  On rubblize projects, the present particle size distribution requirements need to be re-examined to ensure that the fracturing operation will avoid, not merely delay, reflection cracking in the subsequent overlay.
KW  - Bituminous overlays
KW  - Comminution
KW  - Concrete pavements
KW  - Crack and seat treatment
KW  - Debonding
KW  - Deflection tests
KW  - Measurement
KW  - Ohio
KW  - Particle size distribution
KW  - Pavement cracking
KW  - Pavement performance
KW  - Pile hammers
KW  - Quality control
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Reinforced concrete
KW  - Road construction
KW  - Slabs
KW  - Stiffness
KW  - Subbase (Pavements)
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A71278388
UR  - http://ntl.bts.gov/lib/55000/55800/55806/FHWA-OH-2006-12.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55807/FHWA-OH-2006-12_CORRECTION_TO_P55.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55808/FHWA-OH-2006-12_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/790547
ER  - 

TY  - RPRT
AN  - 01034004
AU  - Burati, James L
AU  - Lin, Wei
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Statistical Analysis Guidelines for Highway Materials and Research Activities
PY  - 2006/05//Final Report
SP  - 83p
AB  - Materials and research engineers within the South Carolina Department of Transportation (SCDOT) routinely must perform statistical analyses related to, but not limited to, such items as testing data, forensic investigation of problems, review of proposals and reports, determining population parameters for specification development, verification of contractor test results, developing precision and bias statements, and design of internal experiments and evaluation of experimental designs of externally funded projects. It is essential that decisions they make be based on sound statistical principles. SCDOT personnel were interviewed to identify a prioritized list of the statistical concepts that must be understood to assist them in making sound decisions regarding materials and research issues. Guidebooks were developed for the identified concepts. The guidebooks serve as more than just “cookbooks” or procedures manuals, but also incorporate the basic underlying statistical concepts to support the procedures included in the guidebooks. Training modules were then developed for each of the statistical guidebooks and were offered to SCDOT personnel in five day-long workshops. Guidelines that were developed included: Basic Concepts, Graphical Presentation of Data, Statistical Inferences on One-Sample Data, Statistical Inferences on Two-Sample Data, Goodness of Fit Tests, Identifying Outliers, Time Series Data and Control Charts, Regression Analysis, Experimental Design, PWL Specifications: Limits & Payments, and PWL Specifications: Risks.
KW  - Experiments
KW  - Forensic science
KW  - Guidelines
KW  - Handbooks
KW  - Materials
KW  - Outliers
KW  - Personnel
KW  - Probability
KW  - Regression analysis
KW  - Research
KW  - South Carolina
KW  - Statistical analysis
KW  - Time series
KW  - Training
UR  - http://www.ces.clemson.edu/t3s/scdot/pdf/projects/SPR649_2.pdf
UR  - http://ntl.bts.gov/lib/55000/55800/55865/FHWA-SC-06-05.PDF
UR  - https://trid.trb.org/view/790317
ER  - 

TY  - RPRT
AN  - 01033746
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
TI  - Improving the Quality of Environmental Documents
PY  - 2006/05
SP  - 40p
AB  - This report documents an initiative of transportation practitioners nationwide to improve the quality of Environmental Impact Statements (EISs) and Environmental Assessments (EAs) written to comply with the National Environmental Policy Act (NEPA). In 2003, the American Association of State Highway and Transportation Officials (AASHTO), the American Council of Engineering Companies (ACEC), and the Federal Highway Administration (FHWA) joined forces in an initiative to improve the readability and functionality of the documents prepared for transportation projects in compliance with NEPA. In 2003 and 2004, an AASHTO, ACEC, and FHWA work group conducted a survey of state Departments of Transportation (DOTs), the engineering consultant community, and the FHWA to assess the current quality of NEPA documents and inform its future activities. Two “environmental document quality” workshops were held in conjunction with the AASHTO Standing Committee on the Environment’s annual meetings in 2004 (Snowbird, UT) and 2005 (Chicago, IL). The workshops provided additional insight on the various opinions and issues related to the preparation of quality NEPA documents for transportation projects. Based on the findings of the survey and workshops, three task teams were commissioned by the work group to address these three priority issues: 1) the quality and clarity of NEPA documents; 2) the legal sufficiency of NEPA documents; and 3) the training and education related to NEPA and environmental documentation. This guide documents the efforts of the Quality and Clarity of NEPA Documents Team and the Legal Sufficiency Team. Findings from the Education Team, which will be updated frequently, will be made available through AASHTO’s Center for Environmental Excellence Web site.
KW  - Clarity
KW  - Documents
KW  - Environmental assessments
KW  - Environmental impact statements
KW  - Legal factors
KW  - National Environmental Policy Act of 1969
KW  - Quality
KW  - Quality control
UR  - http://environment.transportation.org/pdf/IQED-1_for_CEE.pdf
UR  - https://trid.trb.org/view/789850
ER  - 

TY  - JOUR
AN  - 01033269
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Stutts, Jane
AU  - Potts, Ingrid B
TI  - Gearing up for an Aging Population
PY  - 2006/05
VL  - 69
IS  - 6
SP  - pp 44-51
AB  - Recent research indicates that aging baby boomers will have a profound effect on the safety of U.S. roadways, comprising up to 25% of all traffic fatalities by the year 2030. To help State departments of transportation meet goals to reduce the national highway fatality rate, the Transportation Research Board's National Cooperative Highway Research Program (NCHRP) published a series of guides for improving highway safety entitled, NCHRP Report 500: Guidance for Implementation of the AASHTO Strategic Highway Safety Plan (NCHRP Report 500). One volume of this series is NCHRP Report 500, Volume 9: A Guide for Reducing Collisions Involving Older Drivers (Guide). This article provides an overview of the recommendations of the Guide, which include planning strategies for improving the roadway and driving environment to better accommodate older drivers, identifying high-risk older drivers and intervening to lower their crash risk, improving the driving competency of older adults in general, and reducing the risk of injury and death to older occupants involved in crashes.
KW  - Accident prone drivers
KW  - Accident proneness
KW  - Aged
KW  - Aged drivers
KW  - Baby boomer generation
KW  - Crash causes
KW  - Crash rates
KW  - Fatalities
KW  - Highway safety
KW  - National Cooperative Highway Research Program
KW  - Safety education
KW  - Safety programs
KW  - Transportation Research Board
UR  - http://www.fhwa.dot.gov/publications/publicroads/06may/07.cfm
UR  - https://trid.trb.org/view/789636
ER  - 

TY  - JOUR
AN  - 01033268
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Weingroff, Richard F
TI  - The Battle of Its Life
PY  - 2006/05
VL  - 69
IS  - 6
SP  - pp 26-38
AB  - On November 8, 1960, Senator John F. Kennedy defeated Vice President Richard M. Nixon in the U.S. Presidential Election. President Dwight D. Eisenhower and his successor were from different generations and political parties, but Kennedy--the first President born in the 20th century--shared Eisenhower's concern about the future of the National System of Interstate and Defense Highways. In 2006, the transportation community celebrates the 50th anniversary of the Eisenhower Interstate System. This article, the 3rd in a 3-part series, examines how Federal and State highway officials addressed the day-to-day challenges, as well as the broader difficulties, of executing the country's largest public works project.
KW  - Highway planning
KW  - History
KW  - Interstate Highway System
KW  - Interstate highways
KW  - Public works
KW  - Road construction
UR  - http://www.fhwa.dot.gov/publications/publicroads/06may/05.cfm
UR  - https://trid.trb.org/view/789555
ER  - 

TY  - JOUR
AN  - 01033265
JO  - Public Roads
PB  - Federal Highway Administration
AU  - King, Norm
AU  - Talje, Sam
AU  - Bloom, Michael F
AU  - Scarborough, Jeff
TI  - Following the Flow
PY  - 2006/05
VL  - 69
IS  - 6
SP  - pp 14-19
AB  - State departments of transportation (DOTs) operate drainage systems that include ditches, channels, culverts, and storm sewers to manage stormwater and runoff. These systems can also carry pollutants from road surfaces to natural waterways. Agencies that operate urban stormwater drainage systems need to develop and implement detailed plans for reducing pollutant levels in the runoff they discharge. They must also obtain permits that detail the requirements included in their plans, mandate annual reporting to the governing regulatory agency, and require documentation of compliance activities. Many DOTs rely on hardcopy forms to document compliance with regulations regarding stormwater management, but this approach has limitations. One challenge in particular is producing reliable records demonstrating that stormwater discharge points were inspected often enough. In addition, physical access to hardcopy forms may be restricted when forms are stored in one site and needed in another, and exchange of documents among DOT staff can be time consuming. This article details how the Texas DOT (TxDOT) recently met these challenges by developing an electronic, automated tool that collects, stores, and retrieves information on compliance with stormwater regulations. According to TxDOT officials, the Outfall Tracking System will streamline annual reporting, facilitate field survey and inspection work, reduce compliance costs, provide greater access to information on drainage systems, improve distribution and delegation of permit compliance duties, and create a framework for automating and tracking compliance in the future.
KW  - Administrative efficiency
KW  - Administrative procedures
KW  - Auditing
KW  - Automated accounting equipment
KW  - Business practices
KW  - Drainage
KW  - Environmental impacts
KW  - Environmental monitoring
KW  - Environmental policy
KW  - Highway maintenance
KW  - Runoff
KW  - State departments of transportation
KW  - Texas Department of Transportation
KW  - Water pollution
KW  - Water quality management
UR  - http://www.fhwa.dot.gov/publications/publicroads/06may/03.cfm
UR  - https://trid.trb.org/view/789551
ER  - 

TY  - JOUR
AN  - 01033260
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Glenn, Vicki
TI  - Acting Now, Building for the Future
PY  - 2006/05
VL  - 69
IS  - 6
SP  - pp 20-25
AB  - For many years, a great number of men and women have provided the intellectual, technical, and physical expertise and ingenuity to construct, manage, and operate the U.S. transportation systems that move goods and people around the country. As many of these transportation industry workers are now reaching retirement age, an emerging challenge is to find, hire, and retain a workforce with the requisite skills and qualifications to ensure the continued successful operation of the system in the future. To help meet this challenge, the U.S. Congress incorporated a number of provisions related to workforce development into the recently enacted Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). This article describes how the legislation provides resources to enable the Department of Transportation and its public/private sector partners to bolster existing activities and develop new ones to train and prepare a new generation of transportation professionals to enter the workforce.
KW  - Continuing education
KW  - Education and training
KW  - Future
KW  - Labor force
KW  - Laws and legislation
KW  - Retirement
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Transportation professionals
KW  - U.S. Department of Transportation
KW  - Workforce development
UR  - http://www.fhwa.dot.gov/publications/publicroads/06may/04.cfm
UR  - https://trid.trb.org/view/789554
ER  - 

TY  - JOUR
AN  - 01033246
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Rousseau, Gabriel K
AU  - Schwartzberg, Joanne
AU  - Phillips, Lisa
TI  - Road Users Can Grow Old Gracefully--With Some Help
PY  - 2006/05
VL  - 69
IS  - 6
SP  - pp 2-7
AB  - By the year 2030, 1 in 5 Americans will be aged 65 or older, while the fastest growing segment of the U.S. population will be people 85+ years of age. Each year, a growing portion of those who use the Nation's roads and sidewalks are older adults. Some things, such as vocabulary and knowledge can increase throughout a person's lifespan, while other abilities, such as vision, typically decline. Unfortunately, a large vocabulary does not help motorists drive across town as much as visual acuity does. The challenge for the transportation industry is to maximize safe mobility options for older populations while maintaining safety for all road users. This article makes recommendations on infrastructure design, keeping in mind the changes in abilities of senior motorists and pedestrians. Topics discussed include challenges associated with decreased abilities, countermeasures for common conditions of aging, vision changes and improving roadway visibility, musculoskeletal function and improving intersections, and making roadway navigation easier while considering the cognitive changes affecting older Americans. The article closes with a look toward the future.
KW  - Aged
KW  - Aged drivers
KW  - Automobile driving
KW  - Cognitive impairment
KW  - Crash causes
KW  - Demographics
KW  - Highway safety
KW  - Pedestrian safety
KW  - Physiological aspects
KW  - Safety programs
KW  - Vision disorders
KW  - Visually impaired persons
UR  - http://www.fhwa.dot.gov/publications/publicroads/06may/01.cfm
UR  - https://trid.trb.org/view/788587
ER  - 

TY  - JOUR
AN  - 01033238
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Asmerom, Ariam
AU  - McCrae, TaMara
TI  - The Evolution of Advanced Research
PY  - 2006/05
VL  - 69
IS  - 6
SP  - pp 8-13
AB  - The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users authorized a substantial increase in Federal spending on exploratory advanced research, in the amount of $14 million/year. With this support, the Federal Highway Administration (FHWA) will be able to embark on a path to greater investment in high-risk, high-payoff research, aiming for breakthroughs with the potential to change surface transportation as the world knows it. In this article, an outline is provided of the FHWA's plan to pursue the next generation of technologies and innovations necessary to solve critical highway challenges. Topics include: Stages of Research, Partnerships to Explore Breakthroughs in Concrete, and Setting a Corporate Agenda for Advanced Research.
KW  - Future
KW  - Ground transportation
KW  - Research and development
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Technological innovations
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/06may/02.cfm
UR  - https://trid.trb.org/view/789529
ER  - 

TY  - JOUR
AN  - 01033230
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Sedor, Joanne
AU  - Onder, Michael
TI  - A High-Tech Route for Freight Efficiency
PY  - 2006/05
VL  - 69
IS  - 6
SP  - pp 39-43
AB  - Finding new ways to improve the operational efficiency of moving the increasing freight traffic in the U.S. is critical to the Nation's economic vitality and global connectivity. Officials at the U.S. Department of Transportation (USDOT) recognize that moving freight involves moving information as well as the goods themselves. Although excellent information management can increase freight efficiency, poor information management can add costs, slow handoffs, open security gaps, create delays, and even lead to erroneous freight movements. Given the important and growing role that goods movement plays in the U.S. economy and the impact that it has on the transportation network, USDOT's Intelligent Transportation Systems (ITS) Joint Program Office and the FHWA recently launched the Electronic Freight Management (EFM) project. This article describes how EFM aims to improve the information highway responsible for the  movement of freight by addressing weaknesses in data exchange processes that add costs, create security gaps, and over time, contribute to congestion.
KW  - Database management systems
KW  - Economic efficiency
KW  - Economic impacts
KW  - Electronic data interchange
KW  - Electronic freight management
KW  - Freight handling
KW  - Freight traffic
KW  - Freight transportation
KW  - Information processing
KW  - Traffic congestion
KW  - U.S. Department of Transportation
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/789617
ER  - 

TY  - RPRT
AN  - 01033215
AU  - Phares, Brent M
AU  - Fanous, Fouad S
AU  - Wipf, Terry J
AU  - Lee, Yoon-Si
AU  - Jolley, Milan J
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Corrosion Resistance of Different Steel Reinforcement Types
PY  - 2006/05//Final Report
SP  - 79p
AB  - The corrosion of steel reinforcement in an aging highway infrastructure is a major problem currently facing the transportation engineering community.  In the United States alone, maintenance and replacement costs for deficient bridges are measured in billions of dollars.  The application of corrosion-resistant steel reinforcement as an alternative reinforcement to existing mild steel reinforced concrete bridge decks has potential to mitigate corrosion problems, due to the fundamental properties associated with the materials.  To investigate corrosion prevention through the use of corrosion-resistant alloys, the performance of corrosion resistance of MMFX microcomposite steel reinforcement, a high-strength, high-chromium steel reinforcement, was evaluated.  The study consisted of both field and laboratory components conducted at the Iowa State University Bridge Engineering Center to determine whether MMFX reinforcement provides superior corrosion resistance to epoxy-coated mild steel reinforcement in bridge decks.  Because definitive field evidence of the corrosion resistance of MMFX reinforcement may require several years of monitoring, strict attention was given to investigating reinforcement under accelerated conditions in the laboratory, based on typical American Society for Testing and Materials (ASTM) and Rapid Macrocell accelerated corrosion tests.  After 40 weeks of laboratory testing, the ASTM ACT corrosion potentials indicate that corrosion had not initiated for either MMF or the as-delivered epoxy-coated reinforcement.  Conversely, uncoated mild steel specimens underwent corrosion within the fifth week, while epoxy-coated reinforcement specimens with induced holidays underwent corrosion between 15 and 30 weeks.  Within the fifth week of testing, the Rapid Macrocell ACT produced corrosion risk potentials that indicate active corrosion for all reinforcement types tested.  While the limited results from the 40 weeks of laboratory testing may not constitute a prediction of life expectancy and life-cycle cost, a procedure is presented herein to determine life expectancy and associated life-cycle costs.
KW  - Bridge decks
KW  - Bridges
KW  - Corrosion
KW  - Costs
KW  - Epoxy coatings
KW  - High strength steel
KW  - Iowa
KW  - Laboratory tests
KW  - Life cycle costing
KW  - Maintenance
KW  - Microcomposite steel
KW  - Reinforced concrete bridges
KW  - Reinforcement (Engineering)
KW  - Reinforcing steel
KW  - Service life
UR  - http://www.ctre.iastate.edu/reports/corrosion_resistant_steel.pdf
UR  - https://trid.trb.org/view/789822
ER  - 

TY  - RPRT
AN  - 01033134
AU  - Markey, Serena M
AU  - Lee, Sang Ick
AU  - Mukhopadhyay, Anal K
AU  - Zollinger, Dan G
AU  - Whitney, David P
AU  - Fowler, David  W
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Spall Repair Materials for Concrete Pavement
PY  - 2006/05//Technical Report
SP  - 158p
AB  - This project investigated the properties and performance of the products used for spall repair of concrete pavement. A survey of Texas Department of Transportation (TxDOT) maintenance engineers produced a roster of 10 repair materials currently in use in the state. After identifying the key characteristics of a successful repair material, a laboratory testing program was developed to evaluate the properties of the repair materials. These materials were tested for strength, compatibility, and bond to quantify their characteristics relative to those products known to work well. To correlate laboratory data to field data, researchers conducted performance surveys including field core tests, and the field placement of products was performed on a test section. Researchers made recommendations regarding properties, which best predict the success of material and testing procedures to determine these properties. The results of this project will then be used to develop a set of guidelines for the selection of repair materials and the repair procedures to be used by TxDOT engineers to yield the best performance of repaired pavement.
KW  - Bond strength (Materials)
KW  - Compatibility (Materials)
KW  - Concrete pavements
KW  - Delamination
KW  - Field tests
KW  - Guidelines
KW  - Highway engineers
KW  - Laboratory tests
KW  - Pavement maintenance
KW  - Portland cement concrete
KW  - Repair materials
KW  - Spall repair materials
KW  - Spalling
KW  - Strength of materials
KW  - Test sections
UR  - http://tti.tamu.edu/documents/0-5110-1.pdf
UR  - https://trid.trb.org/view/789556
ER  - 

TY  - RPRT
AN  - 01033132
AU  - Mallela, Jagannath
AU  - Titus-Glover, Leslie
AU  - Yu, H Thomas
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - Highway Concrete Technology Development and Testing, Volume III: Field Evaluation of SHRP C-205 Test Sites (High-Performance Concrete)
PY  - 2006/05//Final Report
SP  - 69p
AB  - This research study, sponsored by the Federal Highway Administration, summarizes the field performance of eight high-early-strength (HES) concrete patches between 1994 and 1998. The patches were constructed under the Strategic Highway Research Program (SHRP) between June 1991 and July 1992 and were located in 5 States (Arkansas, Illinois, Nebraska, New York, and North Carolina) using existing State construction practices. The patches were constructed mainly with Type III cement, four different types of coarse aggregate, and three different types of fine aggregate. Similar types of air entraining admixtures, water reducers, and set accelerators were used at all except the North Carolina site. The patches were located in areas with varying environmental and traffic conditions. The performance criterion of interest was durability. Durability of the HES concrete was quantified over a period of 7 years using various indicators including compressive strength, static elastic modulus, rapid chloride permeability, and AC impedance. The HES patches were also examined visually to locate any material- or durability related distresses. This report discusses in detail the effects of climate and material properties on the HES concrete durability. Some of the results of interest include the effect of water reducer type, curing method, and aggregate type on long-term durability. The report also presents comparisons of the rapid chloride permeability and AC impedance test results and the rate of strength gain for the mixes evaluated. Overall, the HES patches performed well with no obvious signs of deterioration. However, the results were not conclusive because the performance monitoring period was relatively short. There is a need for further research in the areas of long-term HES concrete mechanical properties and durability.
KW  - Accelerating agents
KW  - Air entraining agents
KW  - Arkansas
KW  - Coarse aggregates
KW  - Compressive strength
KW  - Concrete pavements
KW  - Durability
KW  - Field tests
KW  - Fine aggregates
KW  - High early strength concrete
KW  - High performance concrete
KW  - Illinois
KW  - Life cycle costing
KW  - Modulus of elasticity
KW  - Nebraska
KW  - New York (State)
KW  - North Carolina
KW  - Patching
KW  - Permeability
KW  - Strategic Highway Research Program
KW  - Water reducing agents
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/02084/
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/pccp/02084/02084.pdf
UR  - https://trid.trb.org/view/789736
ER  - 

TY  - RPRT
AN  - 01033126
AU  - Science Applications International Corporation
AU  - Dunn Engineering Associates
AU  - Woodward Communications
AU  - Federal Highway Administration
TI  - Alternate Route Handbook
PY  - 2006/05//Final Report
SP  - 89p
AB  - This report describes and defines what alternate route traffic routes are and how traffic and highway agencies can implement them. The need for, planning, and execution of alternate routes with stakeholder agencies is addressed. Highway and traffic agencies, public safety agencies, and State, county and local municipalities are the target audience.
KW  - Alternate routes
KW  - Emergencies
KW  - Emergency management
KW  - Event management
KW  - Handbooks
KW  - Highway traffic control
KW  - Incident management
KW  - Routes
KW  - Special events
KW  - Stakeholders
KW  - Traffic incidents
KW  - Traffic safety
UR  - http://www.ops.fhwa.dot.gov/publications/ar_handbook/index.htm
UR  - https://trid.trb.org/view/789733
ER  - 

TY  - RPRT
AN  - 01033124
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Perpetual Pavements in Texas: State of the Practice
PY  - 2006/05//Technical Report
SP  - 90p
AB  - As of December 2005 Texas Department of Transportation (TxDOT) has four perpetual pavement sections in service and another four under construction. Project 0-4822 was initiated to perform a structural assessment of these thick asphalt pavements, to identify strengths and weaknesses in the existing structures, and to provide guidance for future designs. This Year 1 report provides an evaluation of the existing sections. It is based on extensive nondestructive testing with Ground Penetrating Radar (GPR), Falling Weight Deflectometers (FWD), field coring, and limited laboratory testing. On a positive note, the stone-filled mixes used in these structures are considerably stiffer than the dense graded mixes traditionally used in Texas. Design moduli values of 750 ksi and 1000 ksi are recommended for future designs with the Stone Matrix Asphalt (SMA) and 1-inch stone-filled (SF) layers. However, three major problems were identified. Firstly, the 1-inch stone-filled layers are prone to vertical segregation. Several of the sections were found to have severe honeycombing at the bottom of the lifts. These mixes are excessively coarse with low asphalt binder contents around 4 percent. Mix design procedures must be modified to eliminate this problem. Secondly, all but one of the projects was found to have de-bonding occurring between layers. This will severely impact the fatigue life of these pavement sections. Thirdly, better guidelines need to be developed on what constitutes a foundation layer for perpetual pavements. Several of the current foundation layers are not thought to be permanent.
KW  - Asphalt pavements
KW  - Binder content
KW  - Bituminous binders
KW  - Cores (Specimens)
KW  - Debonding
KW  - Dense graded mixes
KW  - Falling weight deflectometers
KW  - Ground penetrating radar
KW  - Laboratory tests
KW  - Mix design
KW  - Nondestructive tests
KW  - Pavement design
KW  - Perpetual pavements
KW  - Segregation (Aggregates)
KW  - Service life
KW  - State of the practice
KW  - Stone matrix asphalt
KW  - Stone-filled mixes
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-4822-1.pdf
UR  - https://trid.trb.org/view/789539
ER  - 

TY  - RPRT
AN  - 01032975
AU  - Ansari, Farhad
AU  - Center for Advanced Infrastructure and Transportation
AU  - Research and Special Programs Administration
AU  - Federal Highway Administration
TI  - Fiber Optic Relative Humidity Sensor
PY  - 2006/05//Final Report
SP  - 94p
AB  - The objective for this study was to investigate and to perform a detailed survey of available sensors for quantification of relative humidity. The importance of relative humidity measurements becomes apparent in geotechnical applications, including in hydrogeologic characterization of contaminated sites, and creation of contaminant transport models. Survey of literature developed here includes all the recent advances in the development of relative humidity sensors using myriads of technologies including electrical optical, and chemical basis. Moreover, the survey includes basic research for development of the sensors as well as applications. Applications in all disciplines are considered for completeness. It turns out there is a need for fiber optic sensors as there has been very limited (one to two) sensors that have been developed using optical fiber sensor technology. These sensors have not been packaged for practical applications; therefore, there is a need to start a project for packaging and fiber optic sensor for specific applications in geotechnical engineering.
KW  - Contaminants
KW  - Fiber optics
KW  - Geotechnical engineering
KW  - Humidity
KW  - Hydrogeology
KW  - Literature reviews
KW  - Measurement
KW  - Sensors
KW  - Surveys
UR  - http://cait.rutgers.edu/files/RH-RU4474.pdf
UR  - https://trid.trb.org/view/788487
ER  - 

TY  - RPRT
AN  - 01032944
AU  - Sobanjo, John O
AU  - Florida State University, Tallahassee
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Design Guidelines for Highway Railroad Grade Crossing Profiles in Florida
PY  - 2006/05//Final Report
SP  - 163p
AB  - The goal of this research project can be generally described as the revision of the current Florida Department of Transportation (FDOT) manual on profile evaluation of grade crossings, including the development of computer tool(s) for evaluating existing profiles and use for design by professionals such as roadway designers, inspectors, and railroad flagmen. The seriousness of the problems posed by the potential hang-up of low ground clearance vehicles at highway-railroad grade crossings, and the need for research efforts, is supported by prior accident reports and reports on research efforts, in addition to the results of a questionnaire survey conducted among state agencies and railroad companies. The research team made considerable effort to utilize the laser profilometer in collecting 3-D profile elevation data. Modifying an existing ICC profilometer to enable collection of three-profile data, detailed profile data were collected at 28 grade crossings throughout central Florida. It was observed, after much analyses, involving a detailed comparison to the rod and staff leveling data, that the profilometer data would not yield a true ground elevation data, unless the profilometer is properly configured and the technology further studied to yield the desired results. Alternative methods to obtaining ground elevations, though not as low-cost productive, are suggested. Some basic geometric design criteria for highway railroad grade crossings were presented, and a methodology was developed for evaluating highway railroad grade crossings, developing vertical crest and sag curves, to prevent hang-up of low clearance vehicles, based on the required approach tangents and the existing slope of the railway tracks plane. Recommendations on changes to existing FDOT design guidelines are presented, along with the development of a new comprehensive profile documentation form, to assist inspectors in performing field evaluations of grade crossings for the potential of hangup. A comprehensive computer software was written and compiled in Microsoft Visual Basic 6.0, to serve as design and rehabilitation aids, for evaluation of hang-up potential of low clearance vehicles at highway railroad grade crossings. Also available are Microsoft Excel Tools for performing simple hang-up evaluations. An overall review of hump crossings in Florida indicated that many of the critical crossings, in terms of potential hang-up by low clearance vehicles, are located near roadway intersections or a roadway curve, and all these crossings indicate some rail maintenance resulting in asphalt buildup on the tracks. Finally, a simple demonstration was presented on the use of Geographic Information System (GIS) for network routing along roadways with grade crossings, using a suggested rating of hang-up potential, and also considering other roadway attributes such as the time and distance of travel.
KW  - Computer programs
KW  - Crash reports
KW  - Data collection
KW  - Evaluation
KW  - Florida
KW  - Geographic information systems
KW  - Geometric design
KW  - Guidelines
KW  - Highway design
KW  - Low-clearance vehicles
KW  - Profilometers
KW  - Railroad grade crossings
KW  - Research projects
KW  - Sag curves
KW  - Surveys
KW  - Vertical curvature
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BC352_15_rpt.pdf
UR  - https://trid.trb.org/view/788303
ER  - 

TY  - RPRT
AN  - 01032937
AU  - Nims, Douglas
AU  - Grace, Nabil
AU  - University of Toledo
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Stay-in-Place Metal Forms
PY  - 2006/05//Final Report
SP  - 544p
AB  - An experimental study was conducted to determine if the use of stay-in-place metal forms (SIPMF) resulted in reduced bridge deck concrete quality over the life of the bridge compared to bridge decks formed conventionally without SIPMF.  A corollary problem addressed was to determine the potential for using ground penetrating radar (GPR) to inspect the bridge deck concrete quality immediately above the SIPMF.  Experimental studies were carried out on three Northern Ohio bridges that were partially constructed approximately 40 years ago using SIPMF.  All these bridges had regions where there was no SIPMF.  Cores were extracted from these bridges.  The deck concrete quality in regions with SIPMF was compared to the concrete quality in regions without SIPMF.  Visual inspections and compression, chloride, permeability and ultrasound tests were performed.  Ultrasound is a very discriminating technique to use for comparison.  Analysis of the inspection and test data showed no significant difference between the concrete quality in regions with and without SIPMF.  This is consistent with the literature.  An experimental study was carried out that compared the predicted concrete quality from a GPR survey to the concrete quality measured by testing verification cores.  A GPR signal attenuation map was developed to predict the quality of the concrete in the bridge.  This attenuation map was used to select the locations of the verification (ground truth) cores to be harvested.  Visual inspections and compression and ultrasound tests were carried out on the ground truth cores.  Ultrasound, when coupled with compression testing, is a well established technique to assess concrete condition.  Analyses of the inspections and test data showed that GPR was not effective in predicting concrete quality between the bottom layer of rebar and the top of the SIPMF.  The implementation potential for SIPMF in Ohio was considered.  Nothing in the present research indicates that implementation of SIMPF in Ohio will be less successful than in the neighboring northern states.  Reaping the full benefits will require some time as Ohio contractors and bridge inspectors become familiar with SIMPF.  Important aspects of implementation are inspection, materials, repair and specifications.
KW  - Attenuation (Engineering)
KW  - Bridge decks
KW  - Bridges
KW  - Chlorides
KW  - Compression
KW  - Concrete
KW  - Concrete quality
KW  - Contractors
KW  - Cores (Specimens)
KW  - Ground penetrating radar
KW  - Inspectors
KW  - Literature reviews
KW  - Ohio
KW  - Permeability
KW  - Stay-in-place metal forms
KW  - Ultrasound tests
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A70911869
UR  - http://ntl.bts.gov/lib/55000/55800/55809/FHWA-OH-2006-13.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55810/FHWA-OH-2006-13_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/788259
ER  - 

TY  - RPRT
AN  - 01031292
AU  - Brenes, Francisco J
AU  - Wood, Sharon L
AU  - Kreger, Michael E
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Anchorage Requirements for Grouted Vertical-Duct Connectors in Precast Bent Cap Systems
PY  - 2006/05//Technical Report
SP  - 251p
AB  - Bridge projects constructed in Texas which utilize precast bent caps typically employ grouted vertical ducts in the cap-to-column connections. This type of connection is preferred due to the simple geometry and because the volume of grout needed to complete the connections is minimized. A number of questions related to the sensitivity of the behavior of the grouted vertical-duct connectors to design parameters were identified during the design and construction of these bridges. Thirty-two, large-scale pullout tests of connectors grouted in galvanized steel and plastic ducts were conducted to investigate the response of this type of connector. The results indicate that the tensile capacity is sensitive to the type of duct, the embedded length of the connector, the number of connectors tested simultaneously in tension, and the placement of the connector within the duct. However, the results were not sensitive to epoxy coating on the connector or to the presence of spiral transverse reinforcement around the group of connectors. Design equations are proposed for the minimum embedded length of all connectors to satisfy serviceability concerns and for the development length necessary to resist the calculated tensile stresses in the connectors under the design load combinations.
KW  - Anchors (Structural connectors)
KW  - Bents
KW  - Bridge anchorages
KW  - Design
KW  - Design load
KW  - Ducts
KW  - Embedment length
KW  - Epoxy coatings
KW  - Equations
KW  - Galvanized steel
KW  - Grout
KW  - Plastics
KW  - Precast concrete
KW  - Pull out test
KW  - Tensile strength
KW  - Tensile stresses
KW  - Texas
KW  - Vertical
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4176_1.pdf
UR  - https://trid.trb.org/view/787727
ER  - 

TY  - RPRT
AN  - 01030762
AU  - Walker, Roger S
AU  - Becker, Eric
AU  - University of Texas, Arlington
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Collecting Stop and Go Inertial Profile Measurements
PY  - 2006/05//Technical Report
SP  - 52p
AB  - The Texas Department of Transportation (TxDOT) annually collects profile data over the state-maintained highway network.  TxDOT uses the profile data to determine ride quality based on the Present Serviceability Index (PSI).  The indices determined are stored in the Pavement Management Information System (PMIS) database, and are published in the PMIS reports prepared annually by the Materials and Pavements Section of the Construction Division.  Inertial Reference Profilers, such as TxDOT's Profilers, are adversely affected by stop and go operations, common during PMIS data collections.  When the profiler slows below 12 mph or comes to a complete stop, profile measurements are not valid.  This situation causes the loss of ride data at intersections, in high traffic conditions, and in urban areas.  This report describes a method that TxDOT can use that will minimize the effects of stop and go for the inertial profile measurements.
KW  - Data collection
KW  - Databases
KW  - Inertial road profilers
KW  - Pavement management systems
KW  - Present serviceability index
KW  - Ride quality
KW  - Stop and go traffic
KW  - Surface profile (Pavements)
UR  - https://trid.trb.org/view/787647
ER  - 

TY  - RPRT
AN  - 01030760
AU  - Gopalaratnam, Vellore S
AU  - Meyer, John
AU  - De Young, Kenny
AU  - Belarbi, Abdeldjelil
AU  - Wang, Huanzi
AU  - University of Missouri, Columbia
AU  - University of Missouri, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Steel-Free Hybrid Reinforcement System for Concrete Bridge Deck
PY  - 2006/05//Final Report
SP  - 274p
AB  - Use of nonferrous fiber-reinforced polymer (FRP) reinforcement bars (rebars) offers one promising alternative to mitigating the corrosion problem in steel reinforced concrete bridge decks.  Resistance to chloride ion driven corrosion, high tensile strength, nonconductive property and lightweight characteristics make FRP rebars attractive.  However, there are design challenges in the use of FRP reinforcement for concrete including concerns about structural ductility, low stiffness, and questions about their fatigue response and long-term durability.  The report presents results from a three-year collaborative investigation conducted by the University of Missouri-Columbia and the University of Missouri-Rolla.  Details of the investigation, results and discussions from static and fatigue studies are presented including experimental programs on bond, flexural ductility, accelerated durability, and full-scale slab tests.  Based on the results from this investigation, the use of a hybrid reinforced concrete deck slab is recommended for field implementation.  The hybrid reinforcement comprises a combination of glass fiber reinforced polymer (GFRP) and carbon fiber reinforced polymer (CFRP) continuous reinforcing bars with the concrete matrix also reinforced with 0.5% volume fraction of 2-in.-long fibrillated polypropylene fibers.  A working stress based flexural design procedure with mandatory check for ultimate capacity and failure mode is recommended.
KW  - Bond strength (Materials)
KW  - Bridge decks
KW  - Carbon fibers
KW  - Corrosion resistance
KW  - Ductility
KW  - Durability
KW  - Fatigue (Mechanics)
KW  - Fiber reinforced plastics
KW  - Glass fiber reinforced plastics
KW  - Lightweight materials
KW  - Polypropylene
KW  - Reinforcing bars
KW  - Stiffness
KW  - Tensile strength
UR  - http://library.modot.mo.gov/RDT/reports/Ri02002/or06014.pdf
UR  - https://trid.trb.org/view/787651
ER  - 

TY  - RPRT
AN  - 01030737
AU  - Martz, Eric L
AU  - Michael Baker Jr., Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Pot Bearing Standards
PY  - 2006/05//Final Report
SP  - v.p.
AB  - This project was a pooled fund study that included participation by the Federal Highway Administration, Pennsylvania Department of Transportation (PENNDOT), Florida Department of Transportation, and North Carolina Department of Transportation, and was coordinated by the consulting firm of Michael Baker Jr., Inc.  Design standards for pot bearings (a common name for a type of high load multi-rotational bearing) were developed to streamline the design process and provide consistency in manufacturing and installation.  The standards are based on existing PENNDOT pot bearing design standards numbered BD-613M, which were released for use in June 2002.  This study consisted of six tasks which focused on expanding PENNDOT's existing pot bearing design standards for use in other states and providing formal recommendations to the American Association of State Highway and Transportation Officials (AASHTO) regarding specification changes to Section 14.7.4 of the ASHTO LRFD Bridge Design Specifications.  In addition, a presentation was given to the AASHTO T-2 Bearing Committee at the 2005 AASHTO Bridge Subcommittee meeting in Newport, Rhode Island in June 2005.  This presentation focused on the use of the proposed standards and provided informal recommendations for design specification changes based on the philosophy used in the standards.  Through a cooperative effort, a set of pot bearing design standards have been developed that will save the participating agencies time and money with regard to pot bearing use in bridge construction.  At this time, the AASHTO T-2 Bearing Committee has not responded to the formal recommendations made by the project panel with regard to pot bearing design specification changes.
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge bearings
KW  - Design standards
KW  - Florida Department of Transportation
KW  - High load multirotational bearings
KW  - Installation
KW  - Manufacturing
KW  - North Carolina Department of Transportation
KW  - Pennsylvania Department of Transportation
KW  - Pooled funds
KW  - Pot bearing
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/786923
ER  - 

TY  - RPRT
AN  - 01030707
AU  - Tilley, Matthew R
AU  - Barton, Furman W
AU  - Gomez, Jose P
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Dynamic Analysis and Testing of a Curved Girder Bridge
PY  - 2006/05//Final Report
SP  - 41p
AB  - As a result of increasing highway construction and expansion, a corresponding need to increase traffic capacity in heavily populated areas, and ever-increasing constraints on available land for transportation use, there has been an increasing demand for alignment geometries and bridge configurations that result in more efficient use of available space. As a result of this demand, there has been a steady increase in the use of curved girder bridges over the past 30 years. Despites extensive research relating to the behavior of these types of structures, a thorough understanding of curved girder bridge response, especially relating to dynamic behavior, is still incomplete. To develop an improved, rational set of design guidelines, the Federal Highway Administration (FHWA) initiated the Curved Steel Bridge Research Project in 1992. As part of this project, FHWA constructed a full-scale model of a curved steel girder bridge at its Turner-Fairbank Structures Laboratory. This full-scale model made it possible to conduct numerous tests and collect a significant amount of data relating to the static behavior of a curved girder bridge. However, relatively little information has been available on the dynamic response of curved girder bridges and this type of information is needed before a complete design specification can be developed. The objective of this study was to develop a finite element model using SAP2000 that could be used for predicting and evaluating the dynamic response of a curved girder bridge. Models of the FHWA curved girder bridge were developed using both beam and shell elements and response information compared with experimental data and with analytical data from other finite element codes. The experimental data were obtained during dynamic testing of the full-scale bridge in the Turner-Fairbank Structures Laboratory and analytical response information was provided from finite element models of the bridge using ANSYS and ABAQUS. The primary focus of the study was the prediction of frequencies and mode shapes of the full-scale curved girder both with and without a deck. Both experimental and analytical frequencies and mode shapes were calculated and compared. Although the more refined ANSYS and ABAQUS models provided response data that compared more favorably with the experimental data, the SAP2000 models were found to be more than adequate for predicting the lower modes and frequencies of the bridge.
KW  - ABAQUS (Computer program)
KW  - ANSYS (Computer program)
KW  - Beam element
KW  - Bridge design
KW  - Curved bridges
KW  - Data collection
KW  - Dynamic analysis
KW  - Dynamic tests
KW  - Finite element method
KW  - Girder bridges
KW  - Guidelines
KW  - Prototypes
KW  - SAP2000 (Computer program)
KW  - Shell element
KW  - Steel bridges
KW  - Testing
KW  - Turner-Fairbank Structures Laboratory
KW  - U.S. Federal Highway Administration
UR  - http://www.virginiadot.org/vtrc/main/online%5Freports/pdf/06-r32.pdf
UR  - https://trid.trb.org/view/786790
ER  - 

TY  - RPRT
AN  - 01029931
AU  - Federal Highway Administration
TI  - Managing Travel Demand: Applying European Perspectives to U.S. Practice
PY  - 2006/05
SP  - v.p.
AB  - This report summarizes the findings of an International Technology Scanning Program scan on managing travel demand.  The purpose of the scanning study was to assess European experience in managing the demand for automobile and truck travel through a variety of means, including traveler information, technology, improved modal options, pricing, and new institutional arrangements.  The scanning program is sponsored by the Federal Highway Administration, the American Association of State Highway and Transportation Officials, and the National Cooperative Highway Research Program of the Transportation Research Board.  The scan team visited the following cities throughout Europe that have been pursuing programs and policies to reduce automobile demand:  Rome, Italy; Stockholm and Lund, Sweden; Cologne, Germany; Rotterdam and Delft, Netherlands; and London, United Kingdom.  The visit focused on both local efforts to manage demand within a metropolitan area and national research, policies, and programs to integrate demand management into planning, management, and operations of the transport system.  While congestion is often the issue driving efforts to manage demand in the United States, European policies tend to also focus on air quality and sustainability objectives.  The scan team developed a detailed set of implementation strategies aimed at disseminating the findings, conclusions, and transferable strategies to transportation professionals in the United States.  The scan team learned that demand for travel can be managed at a number of points in the planning, management, and operations processes and that managing demand to improve travel time reliability necessarily involves enhanced travel choices, be they other modes, destinations, route, or time of travel.
KW  - Air quality
KW  - Cologne (Germany)
KW  - Delft (Netherlands)
KW  - Europe
KW  - International Technology Scanning Program
KW  - London (England)
KW  - Lund (Sweden)
KW  - Rome (Italy)
KW  - Rotterdam (Netherlands)
KW  - State of the practice
KW  - Stockholm (Sweden)
KW  - Study tours
KW  - Sustainable development
KW  - Traffic congestion
KW  - Travel demand management
UR  - http://international.fhwa.dot.gov/traveldemand/
UR  - https://trid.trb.org/view/786699
ER  - 

TY  - RPRT
AN  - 01029930
AU  - Mohseni, Alaeddin
AU  - Federal Highway Administration
TI  - Verification of Long-Term Pavement Performance Virtual Weather Stations: Phase I Report--Accuracy and Reliability of Virtual Weather Stations
PY  - 2006/05//Final Report
SP  - 91p
AB  - Within the Long-Term Pavement Performance (LTPP) program, two sources of data are used to characterize the climatic conditions for each test section.  For the majority of the test sections, data for nearby national weather stations are obtained from the National Climatic Data Center (NCDC) and are used to compute estimated data for a virtual test section located at the test section.  In addition, on-site instrumentation is used to obtain site-specific climatic data for the test sections included in the Seasonal Monitoring Program and for the Specific Pavement Studies (SPS)-1, -2, and -8 project sites.  This report documents a study undertaken to examine the reliability and accuracy of the LTPP climatic data.  The study confirmed that accurate daily, monthly, and yearly estimates of climatic data for a project location can be derived by using the NCDC weather data for several nearby weather stations.  The variation in the climatic data was also characterized.
KW  - Atmospheric temperature
KW  - Data accuracy
KW  - Long-Term Pavement Performance Program
KW  - On-site monitoring
KW  - Precipitation (Meteorology)
KW  - Seasonal Monitoring Program (LTPP)
KW  - Specific Pavement Studies (LTPP)
KW  - Test sections
KW  - Weather conditions
KW  - Weather stations
UR  - http://www.fhwa.dot.gov/pavement/ltpp/pubs/03092/03092.pdf
UR  - https://trid.trb.org/view/786704
ER  - 

TY  - RPRT
AN  - 01029927
AU  - Inman, Vaughan W
AU  - Davis, Gregory W
AU  - Sauerburger, Dona
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Pedestrian Access to Roundabouts: Assessment of Motorists' Yielding to Visually Impaired Pedestrians and Potential Treatments to Improve Access
PY  - 2006/05//Final Report
SP  - 42p
AB  - This report describes two related studies intended to address double-lane roundabout accessibility issues for visually impaired pedestrians.  The first study was conducted on a closed course to evaluate the feasibility of a pavement treatment to alert blind pedestrians when vehicles have yielded to them.  The second study examined drivers' yielding behavior at a two-lane roundabout and the effectiveness of the same roadway treatment in an operational environment.  In the first study, there were two experimental conditions:  a control condition and a treatment condition in which rumble strip-like devices were placed on the roadway surface.  Seven individuals who have severe visual impairments participated.  Participants stood at a crosswalk and used hand signals to indicate when they detected vehicles stopping or departing after a stop.  Compared to the control condition, the sound strips treatment increased the probability of detecting stopped vehicles, and decreased by more than a second the amount of time needed to make a detection; however, the treatment did not reduce the number of false detections.  False detections could result in the pedestrian crossing when moving vehicles are approaching the crosswalk.  The second study was an experiment conducted at an operating roundabout.  In that environment the rumble strip-like treatment was not effective, probably because the majority of vehicles stopped in the circular roadway before crossing over the rumble strips.  A Yield to Pedestrians, State Law sign that was placed in the roundabout exit between the two travel lanes resulted in an increase in drivers' yielding from 11% of vehicles in the control condition to 16% in the experimental condition.  It was concluded that the treatments explored in these studies do not appear promising for double-lane roundabouts, but should be explored further to see if they might work at single-lane crossings.
KW  - Accessibility
KW  - Crosswalks
KW  - Double lane roundabouts
KW  - Field studies
KW  - Pedestrians
KW  - Roundabouts
KW  - Rumble strips
KW  - Visually impaired persons
KW  - Yield signs
KW  - Yielding
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/05080/
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/05080/
UR  - https://trid.trb.org/view/786696
ER  - 

TY  - RPRT
AN  - 01029098
AU  - Titi, Hani H
AU  - Elias, Mohammed B
AU  - Helwany, Sam
AU  - University of Wisconsin, Milwaukee
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Determination of Typical Resilient Modulus Values for Selected Soils in Wisconsin
PY  - 2006/05//Final Report
SP  - 91p
AB  - The objective of this research is to develop correlations for estimating the resilient modulus of various Wisconsin subgrade soils from basic soil properties.  A laboratory testing program was conducted on common subgrade soils to evaluate their physical and compaction properties.  The resilient modulus of the investigated soils was determined from the repeated load triaxial test following the American Association of State Highway and Transportation Officials (AASHTO) T 307 procedure.  The laboratory testing program produced a high quality and consistent test results database.  The high quality test results were assured through a repeatability study and also by performing two tests on each soil specimen at the specified physical conditions.  The resilient modulus constitutive equation adopted by National Cooperative Highway Research Program (NCHRP) Project 1-37A was selected for this study.  Comprehensive statistical analysis was performed to develop correlations between basic soil properties and the resilient modulus model parameters k sub i.  The analysis did not yield good results when the whole test database was used.  However, good results were obtained when fine-grained and coarse-grained soils were analyzed separately.  The correlations developed in this study were able to estimate the resilient modulus of the compacted subgrade soils with reasonable accuracy.  In order to inspect the performance of the models developed in this study, comparison with the models developed based on the Long-Term Pavement Performance (LTPP) database was made.  The LTPP models did not yield good results compared to the models proposed by this study. This is due to differences in the test procedures, test equipment, sample preparation, and other conditions involved with development of both LTPP and the models of this study.
KW  - Coarse grained soils
KW  - Compaction
KW  - Databases
KW  - Fine grained soils
KW  - Laboratory tests
KW  - Long-Term Pavement Performance Program
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Modulus of resilience
KW  - Soil properties
KW  - Statistical analysis
KW  - Subgrade (Pavements)
KW  - Test procedures
KW  - Triaxial shear tests
KW  - Wisconsin
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53955/0092-03-11_Titi.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/03-11resilmodulus-f1.pdf
UR  - https://trid.trb.org/view/784430
ER  - 

TY  - RPRT
AN  - 01029077
AU  - Hard, Edwin N
AU  - Farnsworth, Stephen P
AU  - Pearson, David F
AU  - Songchitruksa, Praprut
AU  - Spillane, Debbie L
AU  - Forrest, Timothy L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of External Station Survey Methodologies for High Volume Locations
PY  - 2006/05//Technical Report
SP  - 112p
AB  - External station travel surveys collect important information on local travel needed by districts and Metropolitan Planning Organizations (MPOs) in Texas for travel demand modeling.  For roadways with low to moderate traffic levels, external surveys can be safely conducted using a roadside interview method.  This 'intercept' method cannot be utilized on high volume facilities due to unsafe conditions and unacceptable levels of delay that it creates.  Since high volume facilities often carry the majority of traffic going into and out of urbanized areas, research is needed to develop a safe and acceptable method for conducting external surveys on these facilities.  The objective of this project was to develop a standardized methodology(s) for collecting external survey data on high volume facilities that can be utilized in TxDOT's travel survey program.  The research assesses the importance of collecting data on high volume facilities in Texas, assesses the state of the practice and technologies for conducting these surveys, and evaluates techniques and methods currently being used.  The project also researches legal and privacy issues related to the use of video in high volume surveys and establishes volume criteria for when external surveys should be conducted using a high volume method.
KW  - Data collection
KW  - High volume roads
KW  - Intercept surveys
KW  - Legal issues
KW  - Methodology
KW  - Metropolitan planning organizations
KW  - Privacy
KW  - State of the practice
KW  - Technology
KW  - Texas
KW  - Travel demand
KW  - Travel surveys
KW  - Video imaging detectors
UR  - http://tti.tamu.edu/documents/0-4869-1.pdf
UR  - https://trid.trb.org/view/784516
ER  - 

TY  - RPRT
AN  - 01029069
AU  - Sheikh, Nauman M
AU  - Bligh, Roger P
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Analysis of the Impact Performance of Concrete Median Barrier Placed on or Adjacent to Slopes
PY  - 2006/05//Technical Report
SP  - 34p
AB  - Under this research effort, the performance of concrete median barrier placed on or adjacent to medians with 6H:1V cross slopes was investigated.  The ability to place concrete median barrier on steeper cross slopes may permit placement of the barrier farther from the travelway.  This, in turn, can reduce the frequency and possibly severity of median barrier crashes.  Full-scale vehicular impact simulations were conducted for several impact scenarios associated with placement of concrete barrier on typical depressed median configurations.  Simulations results indicated that the F-shape concrete barrier has a reasonable probability of acceptable impact performance when placed on slopes as steep as 6H:1V.  However, since the finite element pickup truck model used in the simulation analyses has not been thoroughly validated for encroachments across median slopes and ditches, it is recommended that one or more full-scale crash test be conducted to verify simulation results.
KW  - Crashes
KW  - Cross slope
KW  - Depressed medians
KW  - Impact tests
KW  - Median barriers
KW  - Performance
KW  - Recommendations
KW  - Simulation
KW  - Slopes
KW  - Temporary barriers
UR  - http://tti.tamu.edu/documents/0-5210-1.pdf
UR  - https://trid.trb.org/view/784525
ER  - 

TY  - RPRT
AN  - 01029067
AU  - Ballard, Andrew J
AU  - Borchardt, Darrell W
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Recommended Practices for Hurricane Evacuation Traffic Operations
PY  - 2006/05//Product
SP  - 66p
AB  - The Texas Department of Transportation directed this research project to include development of traffic operations recommendations for hurricane evacuation.  This was accomplished largely through reviews of "lessons learned" reports and interviews with staff members of departments of transportation of other states that border the Gulf of Mexico or the Atlantic Ocean and have experience conducting hurricane evacuations.  Reviews of state hurricane evacuation plans and associated literature point to many similarities among these states in their approach to evacuations; e.g., most states have some form of contraflow freeway operations.  Conversely, few states convert shoulders for evacuation lanes.  This document describes findings from among agencies involved in traffic operations practices for hurricane evacuations and offers recommendations for hurricane evacuations in Texas.
KW  - Contraflow lanes
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Highway operations
KW  - Highway traffic control
KW  - Hurricanes
KW  - Interviewing
KW  - Lessons learned
KW  - Literature reviews
KW  - Recommendations
KW  - Road shoulders
KW  - State departments of transportation
UR  - http://tti.tamu.edu/documents/0-4962-P2.pdf
UR  - https://trid.trb.org/view/786253
ER  - 

TY  - RPRT
AN  - 01026417
AU  - Urbanik, Thomas
AU  - Humphreys, David
AU  - Smith, Brian
AU  - Levine, Steve
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Coordinated Freeway and Arterial Operations Handbook
PY  - 2006/05//Final Report
SP  - 152p
AB  - Managing and operating freeways and adjacent arterials in a proactive and comprehensive manner, from a system user's perspective, is a major step toward operating all modes of the transportation system at maximum efficiency.  The focus of this guide is on operating freeways and adjacent arterials together in a coordinated manner that treats these roadways not as separate entities, but as an interconnected traffic operations corridor.  The purpose of this document is to provide direction, guidance, and recommendations for transportation managers, engineers, and planners on how to proactively and comprehensively coordinate freeway and arterial street operations.
KW  - Arterial highways
KW  - Coordination
KW  - Freeways
KW  - Handbooks
KW  - Highway corridors
KW  - Highway operations
KW  - Highway traffic control
UR  - http://www.fhwa.dot.gov/publications/research/operations/its/06095/
UR  - https://trid.trb.org/view/783510
ER  - 

TY  - RPRT
AN  - 01026377
AU  - Cambridge Systematics, Incorporated
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - SAFETEA-LU Planning Provisions Workshop
PY  - 2006/05//Final Report
SP  - 78p
AB  - The Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Planning Provisions Workshop (Workshop) attracted nearly 70 attendees representing state departments of transportation (DOT) from around the country. Held on March 27 and 28, 2006 in Phoenix, Arizona, the Workshop was jointly sponsored by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) Standing Committee on Planning (SCOP). The Workshop provided an opportunity for Federal and state DOT representatives to exchange information and engage in a detailed review of nine SAFETEA-LU planning provisions. The breadth of state DOTs represented at the Workshop reflects a keen interest to learn more about the new statewide planning provisions in SAFETEA-LU. Effective July 1, 2007, all metropolitan and statewide transportation plans, transportation improvement programs (TIP), and statewide transportation improvement programs (STIP) must be consistent with all SAFETEA-LU planning provisions. The objective of the Workshop was to foster a dialogue between FHWA and state agencies about the following nine planning provisions, while highlighting successful state practices: 1. Fiscal Constraint; 2. Consultation; 3. Congestion Management Processes in Transportation Management Areas; 4. Visualization; 5. Consistency of Transportation Plan with Planned Growth and Development Plans; 6. Safe Routes to School; 7. Environmental Considerations in the Planning Process; 8. Transportation System Security; and 9. Strategic Highway Safety Plan.
KW  - Budget constraints
KW  - City planning
KW  - Congestion management systems
KW  - Contracting out
KW  - Environmental impacts
KW  - Financing
KW  - Highways
KW  - Metropolitan areas
KW  - Public transit
KW  - Regional planning
KW  - Routes
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - School safety
KW  - Security
KW  - State departments of transportation
KW  - State Transportation Improvement Program
KW  - States
KW  - Strategic Highway Safety Plan
KW  - Transportation Improvement Programs
KW  - Transportation planning
KW  - Visualization
KW  - Workshops
UR  - http://www.environment.transportation.org/pdf/hot_documents/FR1_SAFETEA-LU%20Plan%20Prov%20Workshop.pdf
UR  - https://trid.trb.org/view/783116
ER  - 

TY  - RPRT
AN  - 01025863
AU  - Lytton, Robert
AU  - Aubeny, Charles
AU  - Bulut, Rifat
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design Procedure for Pavements on Expansive Soils: Volume 2
PY  - 2006/05//Technical Report
SP  - 232p
AB  - Swelling and shrinkage of subgrade soils are critical factors contributing to increases in roughness and degradation of serviceability of highway pavements. Existing procedures for predicting swell are largely based on the potential vertical rise (PVR) procedure developed by McDowell in 1956. While the PVR procedure represents a major development in the design of pavements on expansive soils, instances of apparently over-conservative PVR predictions have led some designers to suggest revision or replacement of the existing procedure. This project reviews the basic assumptions of the existing PVR procedure and identifies the likely sources of the questionable predictions that have arisen in the past. An alternative procedure is presented that features rigorous modeling of both the moisture diffusion process that induces changes in suction within a soil mass and the deformations that occur in response to changes in suction. This alternative procedure includes provisions for measuring and/or estimating soil and environmental input parameters necessary for the predictions. A procedure for predicting the impact of soil deformations on pavement performance is also presented. The proposed procedure is applied to three study sections involving Texas roadways on expansive soils, and parametric studies are presented evaluating the effectiveness of various design measures including moisture barriers, lime treatment, and replacement of in situ subgrade soils with “inert” soils.
KW  - Calcium oxide
KW  - Moisture barriers
KW  - Moisture diffusion
KW  - Parametric analysis
KW  - Pavement design
KW  - Pavement performance
KW  - Potential vertical rise
KW  - Roughness
KW  - Serviceability
KW  - Shrinkage
KW  - Soil deformation
KW  - Soil suction
KW  - Subgrade (Pavements)
KW  - Swelling soils
UR  - https://trid.trb.org/view/782900
ER  - 

TY  - RPRT
AN  - 01025856
AU  - Estakhri, Cindy K
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Support for the Implementation of a Longitudinal Joint Density Specification for Hot-Mix Asphalt Concrete
PY  - 2006/05//Technical Report
SP  - 20p
AB  - Research project 0-1757 assessed the density of the longitudinal construction joint of many pavements in Texas and identified that a significant joint density problem existed, which justified the implementation of a joint density specification. This specification is now included as part of the Standard Specifications for Item 341 (Dense-Graded Hot-Mix Asphalt). To facilitate the implementation of the research and specification, the following objectives were included in this implementation project: (1) identify the most promising construction techniques aimed at achieving longitudinal joint density; (2) develop and conduct training seminars for the districts on construction of longitudinal joints and on the new Texas Department of Transportation (TxDOT) testing and specification requirements; (3) acquire non-nuclear density gauges; and (4) evaluate current longitudinal joint density criteria and the ability of contractors to meet the criteria. Project 0-1757, which provided the background supporting the need for a longitudinal joint density specification, reported densities near the unconfined edge averaging 6 to 7 lb per cu ft below the densities taken at the center of the mat. Since the implementation of a joint density specification, a significant improvement in the longitudinal joint density has been observed. Data from some of the projects presented herein indicate a joint density of only 1.0 pcf (or less) below the density of the mat interior.
KW  - Construction specifications
KW  - Contractors
KW  - Density
KW  - Hot mix asphalt
KW  - Implementation
KW  - Longitudinal joints
KW  - Non-nuclear density gages
KW  - Road construction
KW  - Texas
KW  - Training
UR  - https://trid.trb.org/view/782876
ER  - 

TY  - RPRT
AN  - 01025855
AU  - Dudek, Conrad L
AU  - Ullman, Brooke R
AU  - Trout, Nada D
AU  - Finley, Melisa D
AU  - Ullman, Gerald L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Effective Message Design for Dynamic Message Signs
PY  - 2006/05//Technical Report
SP  - 106p
AB  - This report contains the findings of research on relevant issues for effective design and display of dynamic message sign (DMS) messages. Findings resulting from visits and interviews with staff at five Texas Department of Transportation (TxDOT) traffic management centers relative to display of DMS messages are presented. The development and documentation of message design decision logic flow charts are also presented. Details of the experimental design and findings of focus group and human factors laboratory studies address many DMS message design issues including incidents, roadwork, AMBER alerts, major catastrophes, planned special events, and inclement weather and environmental conditions. Discussion of the issues and the contents of the "Dynamic Message Sign Message Design and Display Manual" that was developed as part of this project is also presented.
KW  - AMBER Alert
KW  - Experimental design
KW  - Flow charts
KW  - Focus groups
KW  - Highway maintenance
KW  - Highway traffic control
KW  - Human factors
KW  - Interviewing
KW  - Laboratory studies
KW  - Messages (Communications)
KW  - Special events
KW  - Traffic control centers
KW  - Traffic incidents
KW  - Variable message signs
KW  - Weather conditions
UR  - http://tti.tamu.edu/documents/0-4023-5.pdf
UR  - https://trid.trb.org/view/782875
ER  - 

TY  - RPRT
AN  - 01025730
AU  - Papagiannakis, A T
AU  - Bracher, M
AU  - Li, Jian
AU  - Jackson, N
AU  - Nichols Consulting Engineers, Chartered
AU  - Washington State University, Pullman
AU  - Federal Highway Administration
TI  - Optimization of Traffic Data Collection for Specific Pavement Design Applications
PY  - 2006/05//Final Report
SP  - 126p
AB  - The objective of this study is to establish the minimum traffic data collection effort required for pavement design applications satisfying a maximum acceptable error under a prescribed confidence level.  The approach consists of simulating the traffic data input to the 2002 National Cooperative Highway Research Program (NCHRP) 1-37A design guide for 17 distinct traffic data collection scenarios using extended-coverage, weigh-in-motion (WIM) data from the Long-Term Pavement Performance database.  They include a combination of site-specific, regional, and national WIM, automated vehicle classification, and automated traffic recorder data of various lengths of coverage.  Regional data were obtained using clustering techniques.  Pavement life was estimated using mean traffic input and low-percentile input to the NCHRP 1-37A design guide for three levels of confidence:  75%, 85%, and 95%.  For each confidence level, ranges in pavement life prediction errors were estimated.  A three-dimensional plot was produced, indicating the maximum error by confidence level for each of the traffic data collection scenarios analyzed.  This plot can be used to establish the minimum required traffic data collection effort, given the acceptable error and the desirable level of confidence.
KW  - Automatic vehicle classification
KW  - Clustering
KW  - Confidence intervals
KW  - Data collection
KW  - Data recorders
KW  - Errors
KW  - Long-Term Pavement Performance Program
KW  - Mathematical prediction
KW  - National Cooperative Highway Research Program
KW  - Optimization
KW  - Pavement design
KW  - Service life
KW  - Traffic data
KW  - Weigh in motion
UR  - https://trid.trb.org/view/782854
ER  - 

TY  - RPRT
AN  - 01025312
AU  - Wenzlick, John D
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Very High Early Strength Latex Modified Concrete Overlays
PY  - 2006/05//Final Report
SP  - 23p
AB  - These projects were the first time that Latex Modified Concrete Very High Early (LMC-VE) strength concrete was used in Missouri.  On one of the bridge decks on which the LMC-VE was placed, the deck was hydroblasted and repaired and overlaid all in one night, and reopened to traffic the next morning.  A second deck with a concrete superstructure was milled and received conventional deck repair.  It was overlaid and opened to traffic several days later to allow faster changing of traffic control on a multi-lane interstate.  Finally, the third bridge and its approach slabs were hydroblasted and overlaid and opened several days later to expedite traffic control.  This report was to document procedures and any materials or constructability problems on these projects.
KW  - Bridge decks
KW  - Concrete overlays
KW  - High early strength concrete
KW  - Latex modified concrete
KW  - Milling
KW  - Missouri
KW  - Opening to traffic
KW  - Surface preparation
KW  - Water blasting
UR  - http://library.modot.mo.gov/RDT/reports/Ri04005/or06004.pdf
UR  - https://trid.trb.org/view/782587
ER  - 

TY  - RPRT
AN  - 01025309
AU  - Noble, James S
AU  - Klein, Cerry M
AU  - Nemmers, Charles
AU  - Missouri Transportation Institute
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Improvement of Sign Manufacturing Process at the MoDOT Sign Production Center
PY  - 2006/05//Final Report
SP  - 75p
AB  - A Missouri Department of Transportation (MoDOT) key performance criterion is to reduce the Sign Production Center's cycle time (order entry to delivery) from 5.2 weeks to 2 weeks for stock signs and from 14.6 weeks to 4 weeks for custom signs.  To obtain the 2 week stock sign and 4 week custom sign delivery goals and meet MoDOT's increasing sign volumes using existing practices would cost approximately $2.75 million.  However, since the need for MoDOT is to significantly improve sign delivery and meet the growing demand for signs without increasing people or costs, this study offers "Twenty Solutions" that if implemented will enable the performance objectives to be satisfied with minimal capital investment.  Using state-of-the-practice tools from the Industrial and Systems Engineering profession, a comprehensive system-wide analysis of the sign procurement to production to delivery process was conducted.  Current lead time performance measures were developed to provide a baseline for the study.  A "Lean Manufacturing Assessment" was conducted to compare the sign shop to industry norms.  A detailed "Value Stream Analysis" was conducted that focused on the sources of variability and locations of process bottlenecks that were impeding overall system performance.  Areas identified for improvements were found at both district and shop levels.  Issues at the district level included:  ordering process, inventory management, rush orders, information visibility, and data coding/flow.  Issues at the shop level included:  demand forecasting, production planning, rush orders, work force availability, product flow, space utilization, inventory control, crew skill, and shipping processes.
KW  - Costs
KW  - Evaluation and assessment
KW  - Improvements
KW  - Inventory control
KW  - Labor force
KW  - Manufacturing
KW  - Production
KW  - Productivity
KW  - Rush orders
KW  - Shipping
KW  - Sign ordering system
KW  - Space utilization
KW  - State of the practice
KW  - System performance
KW  - Traffic signs
UR  - https://trid.trb.org/view/782613
ER  - 

TY  - ABST
AN  - 01463019
TI  - Guidelines for Vegetation Management
AB  - There is a need to develop guidelines for vegetation control on roadsides that will give state DOTs and others a resource to use in maintaining the right of way satisfactorily.  This research project should result in a valuable resource for Roadside Managers in state DOTs, counties, or cities that have vegetation control programs in place or that are in the developmental stage. By creating guidelines that cover best practices in all regions of the country, this research has the potential to save highway agencies and other government entities the valuable resources of time and money. Practices and procedures that have previously been attempted and either failed or succeeded will be documented so the wheel will not have to be re-created. Therefore, the sooner a guideline for vegetation control is developed the sooner cost and time savings should be realized. The objective of this research is to consolidate the best management practices for vegetation control from all regions of the United States into a set of guidelines of what items need to be included in an effective program.
KW  - Best practices
KW  - Mowing
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Right of way (Land)
KW  - Roadside flora and fauna
KW  - State departments of transportation
KW  - Vegetation control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=385
UR  - https://trid.trb.org/view/1231244
ER  - 

TY  - ABST
AN  - 01462961
TI  - Research for AASHTO Standing Committee on Highways. Task 217. Verification and Implementation of Strut-and-Tie Model in LRFD Bridge Design Specifications
AB  - This study will expand existing Strut-and-Tie Model provisions of the AASHTO LRFD Bridge Design Specifications, and develop examples to help implement the provisions.
KW  - Bridge design
KW  - Implementation
KW  - Load limits
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Specifications
KW  - Struts
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1232
UR  - https://trid.trb.org/view/1231186
ER  - 

TY  - ABST
AN  - 01461043
TI  - PCC Thermal Coefficient of Expansion
AB  - This study has developed test procedures and equipment to measure the thermal coefficient of expansion of concrete specimens. Tests are being conducted on specimens collected as a part of the LTPP program, and the test is also being used in a number of current research contracts.
KW  - Expansion
KW  - Portland cement concrete
KW  - Research projects
KW  - Thermal efficiency
UR  - https://trid.trb.org/view/1229261
ER  - 

TY  - RPRT
AN  - 01036404
AU  - Neudorff, L
AU  - Harding, J
AU  - Englisher, L
AU  - Siemens ITS
AU  - Science Applications International Corporation
AU  - TranSystems Corporation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - Department of Transportation
TI  - Integrated Corridor Management Concept Development and Foundational Research - Phase 1 - Concept Development and Foundational Research Task 2.3 - ICMS Concept of Operations for a Generic Corridor
PY  - 2006/04/18/Technical Memorandum
SP  - 109p
AB  - This Generic Concept of Operations for Integrated Corridor Management (ICM) has been developed as part of Phase 1 (Foundational Research) for the Federal Highway Administration and the Federal Transit Administration (FHWA/FTA) Integrated Corridor Management Initiative. The basic premise behind the ICM initiative is that independent, individual network-based transportation management systems, and their cross-network linkages, can be operated in a more coordinated and integrated manner, thereby increasing overall corridor throughput and enhancing the mobility of the corridor users. This document is intended as a high-level Concept of Operations (Con Ops) for a “generic” 15-mile corridor consisting of freeway, arterial, bus and rail networks, and serving a central business district. The purpose of this (and any) Concept of Operations) is to answer the questions of who, what, when, where, why and how for the application of an Integrated Corridor Management System (ICMS) within the corridor. Given that an ICMS is a “system of systems,” involving multiple agencies and stakeholders, it is also essential that the Con Ops define the roles and responsibilities of these participating agencies and other involved entities. The generic Concept of Operations should be viewed as an example of an ICM Con Ops that can be used by agency and network owners as the basis for developing their own corridor-specific and real-world Concept of Operations. It is emphasized that this generic document is intended as guidance, not as a “template.” Moreover, the generic corridor itself should not be construed as the optimum configuration for implementing ICM. It is only a tool to facilitate the development of this Con Ops example. The generic ICM Concept of Operations identifies important areas, features and issues that must be addressed in any site-specific Concept of Operations for integrated corridor management. Moreover, the process of developing a Concept of Operations — the involvement of all appropriate stakeholders and their continuing interaction to develop an ICM vision, identify goals and objectives, determine corridor needs, specify approaches and strategies, and resolve the various integration issues — is probably more important that the actual document itself.
KW  - Agencies
KW  - Arterial highways
KW  - Bus transit
KW  - Central business districts
KW  - Concept of operations
KW  - Coordination
KW  - Development
KW  - Freeways
KW  - Integrated corridor management
KW  - Links (Networks)
KW  - Mobility
KW  - Networks
KW  - Rail transit
KW  - Railroads
KW  - Research
KW  - Responsibilities
KW  - Roles
KW  - Stakeholders
KW  - Strategic planning
KW  - Throughput
KW  - Transportation corridors
KW  - Transportation management systems
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14281.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14281_files/14281.pdf
UR  - https://trid.trb.org/view/790539
ER  - 

TY  - RPRT
AN  - 01036455
AU  - Rephlo, Jennifer A
AU  - Woodley, D
AU  - Science Applications International Corporation
AU  - Department of Transportation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - South Lake Tahoe Coordinated Transit System Project - Phase III Evaluation Report
PY  - 2006/04/14
SP  - 97p
AB  - This report presents the results of the national evaluation of the South Lake Tahoe Coordinated Transit System (CTS) Project.  The CTS Project involved combining transit services offered by private and public sector stakeholders in South Lake Tahoe into one centrally-dispatched operation that uses intelligent transportation system (ITS) technologies to improve transit efficiency and to create a more visitor-friendly transit system.  The coordinated transit system spans the jurisdictions of two counties in two states as well as one city, and incorporates the private transit resources of five casinos and one ski resort.  The evaluation consisted of a system impact study primarily focused on determining the impact of consolidating the services on ridership, customer satisfaction, and operating efficiency; and an institutional issues review focused on gathering and documenting the organizational and institutional challenges encountered by the project stakeholders.  Lessons learned in deploying and operating the technologies and the system were also gathered from the stakeholders throughout the course of the evaluation.  The evaluation approach involved conducting passenger intercept surveys on-board the demand-response casino shuttles both before and after consolidation of the services, gathering transit ridership data and operational cost data from the transit operator, and gathering tourism measures (hotel room-nights sold data, traffic count data, and gambling revenue data) to approximate seasonal changes and trends in visitation in the South Lake Tahoe area.  The results of the customer satisfaction analysis showed that customers are as satisfied with the consolidated casino shuttle service as they were with the independent casino shuttles that operated pre-CTS.  Customers were generally satisfied with the operation of the service (wait time, travel time, and number of stops to pick up and drop off other passengers), as well as with the cost of the service and with the trip-booking technologies.  In terms of benefit to transit staff, interviews with shuttle drivers and dispatchers revealed that drivers saw the largest benefit in receiving automated trip changes through their Mobile Data Terminals while dispatchers saw the biggest benefit in having real-time vehicle location at their fingertips and in having some kiosk trip requests automatically assigned by the CAD system.  In terms of operating efficiency, it was found that the consolidation of casino shuttle services allowed the transit operator to provide a similar level of service with less vehicles.  Another efficiency gain noted was that the operator was able to share resources between the two demand-response services on occasion.
KW  - Before and after studies
KW  - Benefits
KW  - Central dispatch center
KW  - Coordination
KW  - Customer satisfaction
KW  - Demand responsive transportation
KW  - Impact studies
KW  - Institutional issues
KW  - Intelligent transportation systems
KW  - Lessons learned
KW  - Level of service
KW  - On-board surveys
KW  - Operating efficiency
KW  - Paratransit services
KW  - Private carriers
KW  - Public private partnerships
KW  - Public transit
KW  - Ridership
KW  - South Lake Tahoe (California)
KW  - Stakeholders
KW  - Tourism
UR  - http://ntl.bts.gov/lib//jpodocs/repts_te/14316.htm
UR  - https://trid.trb.org/view/793095
ER  - 

TY  - RPRT
AN  - 01036402
AU  - Cluett, Chris
AU  - Bottom, Jon
AU  - Balducci, Patrick
AU  - Taylor, Catherine
AU  - Battelle
AU  - CRA International, Incorporated
AU  - Federal Highway Administration
TI  - Evaluation of the Central Puget Sound Regional Fare Coordination Project
PY  - 2006/04/13/Final Report
SP  - 113p
AB  - The Central Puget Sound Region in western Washington State covers over six thousand square miles and a population of 3.5 million persons. Seven public transportation agencies, operating bus, rail, and ferry services in four counties in this region, are partnering to offer their public transportation customers a single electronic fare medium – a fare card – that will enable seamless travel across the region using multiple transportation service providers. The Regional Fare Coordination (RFC) Project partners currently include: King County Metro Transit (the largest agency), Community Transit, Everett Transit, Kitsap Transit, Pierce Transit, Sound Transit and the Washington State Ferries. The Federal Highway Administration (FHWA) of the U.S. Department of Transportation (USDOT) contracted with Battelle to evaluate the RFC Project. The FHWA sees great value for other locations and agencies in documenting the processes that have been followed by the partners and the strategies that they have applied to address institutional, technical, organizational, governance, financial, contractual, and other challenges. Battelle, teamed with CRA International (CRA), has conducted interviews with representatives of each partner agency, as well as with the staff of the Regional Team that is responsible for administering the vendor contract and overseeing the complex day-to-day system development process. The RFC Project holds great promise not only to improve the transit travel experience of residents of the Central Puget Sound region but also to serve as a template for the implementation and operation of a large, complex fare card system for transit agencies across the nation. The evaluation seeks to convey a clear understanding of the range of institutional, organizational and governance issues addressed throughout the development of the project and how they were resolved. The report offers an objective outside perspective on those institutional and process elements, including a set of “lessons learned,” that will be of most value to a general audience, including in particular other transit agencies that are considering developing or participating in similar regional fare card initiatives. Building on the experience of the Central Puget Sound RFC Project, and the lessons of this and other fare card systems around the country, offers transit agencies perhaps the best opportunity to identify a path to successful project implementation. Working with these examples, the challenge will be to adapt them to successfully fit the unique needs and conditions in other locations.
KW  - Automatic fare collection
KW  - Bus transit
KW  - Central Puget Sound Regional Transit Authority
KW  - Coordination
KW  - Evaluation
KW  - Fare cards
KW  - Fare collection
KW  - Ferries
KW  - Lessons learned
KW  - Partnerships
KW  - Public transit
KW  - Rail transit
KW  - Regional fare management programs
KW  - Regional transportation
KW  - Transit operating agencies
KW  - Washington (State)
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14300_files/14300.pdf
UR  - https://trid.trb.org/view/792643
ER  - 

TY  - RPRT
AN  - 01036427
AU  - Neudorff, L
AU  - Harding, J
AU  - Englisher, L
AU  - Siemens ITS
AU  - Science Applications International Corporation
AU  - TranSystems Corporation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - Department of Transportation
TI  - Integrated Corridor Management Concept Development and Foundational Research - Phase 1 - Concept Development and Foundational Research Task 2.5 - ICM Implementation Guidance
PY  - 2006/04/12/Technical Memorandum
SP  - 68p
AB  - This Implementation Guidance for Integrated Corridor Management (ICM) has been developed as part of Phase 1 (Foundational Research) for the Federal Highway Administration and the Federal Transit Administration Integrated Corridor Management Initiative. This Implementation Guidance document identifies and discusses the process steps needed to support the development, implementation, and operation of an ICM system. It is intended as a guide for transportation professionals who will be involved in some stage of the life-cycle for an Integrated Corridor Management System (ICMS).
KW  - Conceptual framework
KW  - Development
KW  - Guidelines
KW  - Implementation
KW  - Integrated corridor management
KW  - Operations
KW  - Research
KW  - Transportation corridors
UR  - https://trid.trb.org/view/790548
ER  - 

TY  - RPRT
AN  - 01036417
AU  - Neudorff, L
AU  - Harding, J
AU  - Englisher, L
AU  - TranSystems Corporation
AU  - Siemens ITS
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - Department of Transportation
TI  - Integrated Corridor Management Concept Development and Foundational Research - Phase 1 - Concept Development and Foundational Research Task 3.3 - Relationship Between Corridor Management and Regional Management
PY  - 2006/04/12/Tehnical Memorandum
SP  - 16p
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 3.3 and the purpose of this document (TM 3.3) is to compare and contrast Integrated Corridor Management and Regional Management, identifying the similarities, differences, and linkages between Integrated Corridor Management and Regional Management. It also addresses the relationships between Integrated Corridor Management and Regional Management and how these should be addressed when developing an Integrated Corridor Management System.
KW  - Alternatives analysis
KW  - Conceptual framework
KW  - Development
KW  - Feasibility analysis
KW  - Integrated corridor management
KW  - Linkages
KW  - Regional planning
KW  - Regional transportation
KW  - Relationships
KW  - Research
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14275.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14275_files/14275.pdf
UR  - https://trid.trb.org/view/790549
ER  - 

TY  - RPRT
AN  - 01033924
AU  - Neudorff, L
AU  - Harding, J
AU  - Englisher, L
AU  - Siemens ITS
AU  - Science Applications International Corporation
AU  - TranSystems Corporation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Integrated Corridor Management Concept Development and Foundational Research - Phase 1 - Concept Development and Foundational Research Task 3.2 - Develop Criteria for Delineating a Corridor
PY  - 2006/04/12/Technical Memorandum
SP  - 12p
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 3.2 and the purpose of this document (TM 3.2) to “develop criteria for delineating the boundaries of a corridor and possible approaches/methodologies for using the criteria to identify the boundaries of a corridor and corresponding issues.”
KW  - Boundaries
KW  - Conceptual framework
KW  - Criteria
KW  - Development
KW  - Feasibility analysis
KW  - Integrated corridor management
KW  - Methodology
KW  - Research
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14274.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14274_files/14274.pdf
UR  - https://trid.trb.org/view/790323
ER  - 

TY  - RPRT
AN  - 01081209
AU  - Gannett Fleming, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Automated Truck Rollover Warning System Evaluation Report
PY  - 2006/04/11/Evaluation Report
SP  - 62p
AB  - Automated Truck Rollover Warning Systems (ATRWS) have been deployed at several locations throughout the Commonwealth in order to address concerns regarding truck rollovers related to speeds that may be inappropriate for the geometric conditions. The deployment of such systems within the Commonwealth, as well as elsewhere in the United States have varying system configurations and traffic control devices, different calibration thresholds and approaches, and a wide range in deployment costs. By performing evaluations of such projects, the authors provide the following benefits by answering some basic questions: Document successes – Has the system provided a realized benefit? Rationalize investments versus the benefits – Do the financial benefits of the system outweigh the costs? Identify potential improvements – Can the system concept be enhanced by modifying future deployments?
KW  - Automated truck rollover warning systems
KW  - Benefits
KW  - Evaluation
KW  - Investments
KW  - Rollover crashes
KW  - Truck crashes
KW  - Trucking safety
KW  - Warning systems
UR  - https://trid.trb.org/view/840386
ER  - 

TY  - RPRT
AN  - 01033918
AU  - Reiss, R
AU  - Gordon, R
AU  - Neudorff, L
AU  - Harding, J
AU  - Dunn Engineering
AU  - Siemens ITS
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Integrated Corridor Management Concept Development and Foundational Research - Phase 1 - Concept Development and Foundational Research Task 3.1 - Develop Alternative Definitions
PY  - 2006/04/11/Technical Memorandum
SP  - 14p
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 3.1 and the purpose of this document (TM 3.1) is to “develop and refine definitions for corridor and integrated corridor management.” It identifies key elements and attributes that may be included in the definitions used for the ICM initiative, and presents final versions of the definitions incorporating comments by Federal Highway Administration (FHWA) and the stakeholders.
KW  - Alternatives analysis
KW  - Conceptual framework
KW  - Definitions
KW  - Development
KW  - Feasibility analysis
KW  - Integrated corridor management
KW  - Research
KW  - Stakeholders
KW  - Transportation corridors
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14273.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14273_files/14273.pdf
UR  - https://trid.trb.org/view/790314
ER  - 

TY  - RPRT
AN  - 01108639
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - State Patrol Mobile Data Communications Network: Final Report and Local Evaluation, Phase III
PY  - 2006/04/07/Final Report
SP  - 16p
AB  - The Wisconsin Department of Transportation (WisDOT) has implemented a statewide digital microwave backbone infrastructure that is used to transport communications voice and data information for 172 public safety agencies throughout the State of Wisconsin. The information that is transported on the microwave system includes but is not limited to: routine daily voice communications, incident voice communications, driver license, license plate, criminal history, road sensor and Commercial Vehicle Information Systems and Networks (CVISN) information. Other low bandwidth roadway data that has or will be earmarked for transport by the statewide backbone infrastructure are included as well. The transported information is or will be available to Transportation Operating Centers (TOC), dispatch centers, public safety vehicles and emergency management centers.
KW  - Data communications
KW  - Emergency management
KW  - Evaluation and assessment
KW  - Implementation
KW  - Intelligent transportation systems
KW  - Microwave communication systems
KW  - Mobile communication systems
KW  - Safety
KW  - State highway patrol
KW  - Wisconsin
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14314.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14314_files/14314.pdf
UR  - https://trid.trb.org/view/868568
ER  - 

TY  - ABST
AN  - 01462902
TI  - Rapid Repair in Highway and Airfield Pavements
AB  - Controlled low-strength material (CLSM) is a highly flowable, self-compacting, cementitious material that is primarily used as a backfill in place of compacted earth fill.  CLSM is often referred to by a number of different terms or types, including flowable fill, controlled density fill, flowable fly ash, unshrinkable fill, and soil-cement slurry.  It is comprised of water, cement, fine and possibly coarse aggregates, and commonly contains fly ash or other industrial by-products, and chemical admixtures. The objective of this study is to evaluate current studies related to flowable fill, identify problems, lessons learned, and conduct research activities to make highway pavement repairs more rapid and inexpensive.
KW  - Airport runways
KW  - Highways
KW  - Maintenance
KW  - Pavement maintenance
KW  - Pavements
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Research projects
UR  - https://trid.trb.org/view/1231126
ER  - 

TY  - RPRT
AN  - 01115171
AU  - Bausano, Jason
AU  - Kvasnak, Andrea
AU  - Williams, R Christopher
AU  - Michigan Technological University, Houghton
AU  - Federal Highway Administration
TI  - Development of Simple Performance Tests Using Laboratory Test
Procedures to Illustrate the Effects of Moisture Damage on Hot Mix Asphalt
PY  - 2006/04/05/Final Report
SP  - 382p
AB  - It has been extensively documented since the late 1970’s that moisture damage occurs in hot mix asphalt (HMA) pavements. A variety of test methods are available that test an HMAs’ ability to resist moisture sensitivity. There are also some test methods that look at an asphalt binder’s moisture susceptibility. The current test method for detecting moisture sensitivity in HMA is American Association of State Highway and Transportation Officials (AASHTO) T283: Resistance of Compacted Bituminous Mixture to Moisture-Induced Damage. Inclusion of this test method in Superpave did not consider the change in specimen size from 100mm to 150mm nor difference in compaction method. The procedures in AASHTO T283 consider the loss of strength due to freeze/thaw cycling and the effects of moisture existing in specimens compared to unconditioned specimens. However, mixtures do not experience such a pure phenomenon. Pavements undergo cycling of environmental conditions, but when moisture is present, there is repeated hydraulic loading with the development of pore pressure in mixtures. Thus, AASHTO T283 does not consider the effect of pore pressure, but rather considers a single load effect on environmentally conditioned specimens. This report develops moisture susceptibility procedures which would utilize repeated loading test devices (dynamic modulus or asphalt pavement analyzer) of specimens in saturated conditions and be compared to unconditioned specimens in a dry test environment. In addition to HMA mixture testing, a modified dynamic shear rheometer will be used to determine if an asphalt binder or mastic is moisture susceptible. Moisture susceptible criteria was developed using the dynamic complex modulus, asphalt pavement analyzer, and dynamic shear rheometer. Evaluation of AASHTO T283 for 150mm Superpave Gyrtaory compacted specimens is also detailed in this report along with a new criterion.
KW  - Bituminous mixtures
KW  - Dynamic modulus of elasticity
KW  - Flow number
KW  - Freeze thaw durability
KW  - Hot mix asphalt
KW  - Moisture damage
KW  - Performance tests
KW  - Pore pressure
KW  - Superpave
KW  - Test procedures
UR  - http://www.michigan.gov/documents/mdot/MDOT_Research_Report_RC1521_253610_7.pdf
UR  - http://ntl.bts.gov/lib/56000/56000/56001/MDOT_RESEARCH_REPORT_RC1521_253610_7.PDF
UR  - https://trid.trb.org/view/875307
ER  - 

TY  - ABST
AN  - 01462870
TI  - Research Program Design---Administration of Highway and Transportation Agencies. 2006 Bottom Line Report State and National Investment Analysis: Highways
AB  - In 2002, AASHTO prepared a Highway and Transit Bottom Line Report based on independent analyses of national highway and public transportation investment needs through research and application of the state of the art investment analysis models utilized by FHWA and FTA. The intent of this task is to build upon and replicate that successful 2002 effort with updated and enhanced analyses of investment needs.  Investment analysis at the national level has been dramatically improved with the advent of the HERS (Highway Economic Requirements System) and National Bridge Inventory Analysis System (NBIAS) models. These have introduced well-structured benefit-cost analysis methods into the national assessment process, which has been going on for over 30 years as part of the congressionally-mandated Condition and Performance Reports. More recently FHWA, the sponsor of the HERS model, has extended the capability represented by HERS to State decision-making in a version of the model called HERS ST.  The States must continue to expand and enhance their capability to perform investment analysis at the individual state level and collectively at the national level. The States require a continued, strong, independent, national investment analysis capability that is integrated with state processes.
KW  - American Association of State Highway and Transportation Officials
KW  - Benefit cost analysis
KW  - Investments
KW  - Public transit
KW  - Research projects
KW  - State of the art
KW  - Transportation planning
KW  - Transportation policy
KW  - U.S. Federal Highway Administration
KW  - U.S. Federal Transit Administration
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=559
UR  - https://trid.trb.org/view/1231094
ER  - 

TY  - CONF
AN  - 01079516
AU  - Takahashi, Yoshikazu
AU  - Fenves, Gregory L
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - OpenFRESCO: Open Software Framework for Experimental Setup and Control for Distributed Test
PY  - 2006/04/03
SP  - 7p
AB  - Supported by the recent advancement of experimental test methods, numerical simulation, and high-speed communication networks, it is possible to distribute geographically the testing of structural systems using hybrid experimental-computational simulation. One of the barriers for this advanced testing is the lack of flexible software for hybrid simulation using heterogeneous experimental equipment. To address this need, an object-oriented software framework is designed, developed, implemented, and demonstrated for distributed experimental-computational simulation of structural systems. The software computes the imposed displacements for a range of test methods and coordinates the control of local and distributed configurations of experimental equipment with OpenSees APIs. The object-oriented design of the software promotes the sharing of modules for experimental equipment, test setups, simulation models, and test methods. The communication model for distributed hybrid testing is similar to that used for parallel computing to solve structural simulation problems. As a demonstration, a distributed pseudodynamic test was conducted using a client-server approach, in which the server program controlled the test equipment in Japan and the client program performed the computational simulation in the United States. The distributed hybrid simulation showed that the software framework is flexible and reliable.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Communication systems
KW  - Hybrid simulation
KW  - Japan
KW  - Numerical simulations
KW  - Object oriented programming
KW  - Software packages
KW  - Structural analysis
KW  - Structural design
KW  - Structural engineering
UR  - https://trid.trb.org/view/836522
ER  - 

TY  - CONF
AN  - 01079506
AU  - Tai, James C
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Risk Factor Consideration in Bridge Seismic Design and Scouring Mitigation
PY  - 2006/04/03
SP  - 6p
AB  - The Taiwan area is subject to the influences of Pacific tropical weather and the concentrated rain water from typhoons that can causes extreme powerful destructive scouring damage to hill slopes and bridge foundations at the island’s steep profiled rivers. In addition, recent active plate movement around the Taiwan area and the associated frequent earthquake events present a certain degree of difficulty in the determination of risk factors in the seismic design of bridge structures when combined with scouring problems. Consideration on the combined risk of the above two extreme events in bridge design will be the topic of this paper.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge design
KW  - Bridges
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Risk assessment
KW  - Scour
KW  - Seismicity
KW  - Storms
KW  - Taiwan
UR  - https://trid.trb.org/view/836553
ER  - 

TY  - CONF
AN  - 01079485
AU  - Shamsabadi, Anoosh
AU  - Kapuskar, Mike
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Practical Nonlinear Abutment Model for Seismic Soil-Structure Interaction Analysis
PY  - 2006/04/03
SP  - 10p
AB  - The current trend for bridge seismic design is to use a method that is based on a displacement performance philosophy in order to predict dynamic response of a bridge. This type of bridge design requires that the geotechnical engineer describe accurately the characteristics of resistance and stiffness of the soil backfill, which are inherently nonlinear in respect to the displacement between backfill and the bridge structure. This paper derives a Hyperbolic Force-Displacement (HFD) relationship that is coupled with average abutment backfill stiffness and ultimate resistance force provided by the bridge abutment for a specified displacement. To demonstrate a practical implementation of the HFD formulation in a bridge seismic analysis, a fully three-dimensional nonlinear dynamic finite-element model of a two-span prestressed concrete box girder bridge is developed that included elastomeric bearing pads and shear keys at the abutments. The model was subjected to ground motions with velocity pulses to simulate near-fault effects. The results indicate the importance of realistic modeling of the abutment soil backfill and the abutment structure details such as the pads and shear keys.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Backfill soils
KW  - Bridge abutments
KW  - Bridge design
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Geotechnical engineering
KW  - Hyperbolic functions
KW  - Seismicity
KW  - Soil structure interaction
KW  - Stiffness
UR  - https://trid.trb.org/view/836549
ER  - 

TY  - CONF
AN  - 01079482
AU  - Sung, Yu-Chi
AU  - Chang, Kuo-Chun
AU  - Tsai, I-Chau
AU  - Chang, Shuenn-Yih
AU  - Liu, Kuang-Yen
AU  - Su, Chin-Kuo
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - A Novel Prediction of the Seismic Responses for Reinforced Concrete Bridge Columns
PY  - 2006/04/03
SP  - 10p
AB  - This paper proposes a realistic approach to pushover analyses of reinforced concrete (RC) structures with single column type and frame type. The characteristic of the plastic hinge of a single RC column that was subjected to fixed axial load was determined according to the column’s three distinct failure modes, which were often observed in the experiments or earthquakes. Furthermore, a simplified methodology considering the effect of the variation of axial force for each RC column of the frame structure during pushover process was also proposed. Accordingly, the pushover analyses of RC columns can be performed and the analytical results were investigated to be consistent with those of the cyclic loading tests. Besides, a procedure is proposed as well for the time history analysis to obtain the seismic response of a RC bridge column subjected to a near-fault ground motion. Together with the proposed plastic hinge setting, the Takeda hysteretic model was combined to mimic the complicated hysteretic behavior of a RC bridge column in the procedure. The seismic response of the RC bridge column considered was analytically simulated by the procedure proposed and was compared with the result of the pseudodynamic test. The analytical result was in good agreement with the experimental result for both the seismic responses and hysteretic behaviors. It seems that our proposed approach can lead to acceptable results and might be reliable in computing the seismic responses of the RC bridge columns.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge columns
KW  - Columns
KW  - Earthquake resistant design
KW  - Fault monitoring
KW  - Faulting
KW  - Hinged structures
KW  - Hinges
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Repeated loads
KW  - Seismicity
UR  - https://trid.trb.org/view/836543
ER  - 

TY  - CONF
AN  - 01079478
AU  - Lee, Zheng-Kuan
AU  - Chen, Chien-Chou
AU  - Loh, Chin-Hsiung
AU  - Chang, Kuo-Chen
AU  - Lin, Pei-Yang
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Innovative Monitoring Techniques on the Cables of Cable-Stayed Bridges (I)−Considering Guide-Pipe Constraint on Cables
PY  - 2006/04/03
SP  - 11p
AB  - This paper describes how, around the deck and the pylon of a cable-stayed bridge there are two-to-three-meter-long guide-pipes that protect the cable tendons. With a rubber damper inside, the guide-pipes reduce the vibration induced by wind, stem the flow of rain into anchors, and therefore increase the service life-span of the anchor system. However, from the viewpoint of the cable structure, the guide-pipe constrain the free length of the cables and they affect the natural frequencies of the cables so that the engineers tend to overestimate or underestimate the true cable force by any theories or models without considering the guide-pipe effect. To illustrate the cable force analysis considering guide-pipe constraint on cables, this paper apply wireless sensing technology to measure the frequency spectrum and the fundamental mode shape of a cable. After the measurement work, through the finite element method (FEM) inverse calculation process, the effective constraint imposed by guide-pipes and the precise cable force are quantitatively analyzed.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Anchorages
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Finite element method
KW  - Monitoring
KW  - Pipe
KW  - Service life
KW  - Tendons
KW  - Vibration
KW  - Wind
UR  - https://trid.trb.org/view/836558
ER  - 

TY  - CONF
AN  - 01079476
AU  - Kawashima, Kazuhiko
AU  - Ukon, Hiromichi
AU  - Kajiwara, Kouichi
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Large-Scale Shake Table Test on Bridges using E-Defense Based on NEES and E-Defense Collaboration
PY  - 2006/04/03
SP  - 9p
AB  - This paper introduces a large size shake table test on bridge structures using E-Defense based on NEES and E-Defense collaboration. The bridge program is being formulated by Japanese and US researchers as a US-Japan cooperative research. Component model (C1 model) and system model (C2 model) are proposed. C1 model is proposed for clarifying the failure mechanism of reinforced concrete bridge piers using as large models as possible to eliminate barriers of scale and loading rate effect. C2 model is to study the complex system behavior of bridges to failure. Background, objectives, proposed models and tests cases are briefly introduced.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge piers
KW  - Bridges
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Failure
KW  - Japan
KW  - Load factor
KW  - Reinforced concrete bridges
KW  - Shaking table tests
KW  - United States
UR  - https://trid.trb.org/view/836520
ER  - 

TY  - CONF
AN  - 01079472
AU  - Watanabe, Gakuho
AU  - Kawashima, Kazuhiko
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Residual Displacement of Bridges Subjected to Near-Field Ground Motions
PY  - 2006/04/03
SP  - 10p
AB  - This paper describes how the current seismic design of bridge structures requires a high ductility capacity to ensure adequate seismic performance during strong excitations. A bridge structure subjected to a strong ground motion exhibits inelastic hysteretic behavior that may result in residual displacement. If such residual displacement is extensively large, such is the case that reconstruction of the structure may be required. In the 1995 Kobe earthquake, wherein Route 3 of the Kobe Line of Hanshin Expressway suffered residual rotational deformation at the base larger than one degree. As a consequence, bridge columns had to be reconstructed following the earthquake. Thus, the post-earthquake residual displacement becomes a major concern. Since the residual displacement exhibit large scattering, which depends on the natural period of the structure, nonlinear hysteretic and ground motions, a probabilistic approach is effective in evaluating the residual displacement. In this paper, the evaluation of the residual displacement of bridge structures is undertaken. Recently, the extensive failures of bridge structure due to the near-field ground motion have been reported. As the number of recorded near-field ground motions increases and the mechanism of its generation is known, the effect of near-field ground motions on the seismic demand of bridge structures becomes a major concern. There are, however, few discussions about the effect of recorded near-field ground motions on bridge responses. A special emphasis of this paper is then provided on the effect of near-field ground motions on the residual displacement of bridge structures.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge columns
KW  - Bridge design
KW  - Bridge structures
KW  - Columns
KW  - Dislocation (Geology)
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Kobe Earthquake, January 17, 1995
KW  - Near field
KW  - Seismicity
UR  - https://trid.trb.org/view/836564
ER  - 

TY  - CONF
AN  - 01079466
AU  - Sasaki, Tomohiro
AU  - Kawashima, Kazuhiko
AU  - Watanabe, Gakuho
AU  - Nagata, Seiji
AU  - Tharin, Kungsanant
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Premature Shear Failure of Reinforced Concrete Bridge Piers with Termination of Main Reinforcements with Insufficient Development Length
PY  - 2006/04/03
SP  - 11p
AB  - A number of bridges suffered extensive damage during the 1995 Kobe, Japan earthquake because of premature shear failure that resulted from termination of longitudinal reinforcements with insufficient development length, overestimation of shear strength of concrete and lack of ties. In order to study the failure mechanism of such piers, four 1/7 scaled cantilevered circular pier models were built and loaded. Four loading protocols were used; 1) unilateral pushover, 2) unilateral cyclic, 3) bilateral cyclic and 4) unilateral hybrid loadings. From the experimental results, it is known that piers suffered flexural shear failure under unilateral pushover and hybrid loadings while piers suffered compression shear failure under unilateral and bilateral cyclic loadings.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge piers
KW  - Bridges
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Kobe Earthquake, January 17, 1995
KW  - Mechanical loads
KW  - Premature failure
KW  - Reinforced concrete
KW  - Reinforced concrete bridges
KW  - Reinforcement (Engineering)
KW  - Repeated loads
KW  - Shear failure
KW  - Shear strength
UR  - https://trid.trb.org/view/836544
ER  - 

TY  - CONF
AN  - 01079463
AU  - Shen, J Jerry
AU  - Yen, W Phillip
AU  - OFallon, John
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - FHWA Recommendations for Seismic Performance Testing of Bridge Piers
PY  - 2006/04/03
SP  - 10p
AB  - The demand on seismic performance data of structural components and systems increases rapidly as a result of multiple level performance requirements introduced in latest design methodologies. Seismic performance data need to be produced in consistent condition and presented in forms that can be compared to each other. The current practice of seismic performance testing of bridge piers employs diverse testing conditions. Some of the variations are due to a lack of consensus-based testing guidance. Such unnecessary variation impedes the data comparison with other research and reliable engineering application of the testing results. This paper reports the current problems and resolutions recommended in a Federal Highway Administration (FHWA) document on seismic performance testing methodologies of bridge piers. The FHWA document contains information on specimen preparation, loading, and documentation of bridge pier seismic performance testing. This document is purported for use with both scientific experiment and engineering validations. It provides elaborate description on an assembly of practical testing procedures while alternatives are offered for special testing needs. Procedures are provided for testing piers made of conventional or advance material. Requirements on test records, which are consistent with the needs in establishing or expanding seismic performance databases, are given to enable user access and verification on the test results. Technical terms used in seismic testing and seismic design are clarified. An expert panel including members from academia, state highway agencies, and federal government, was assembled to advise the development and to review the product.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge piers
KW  - Earthquake resistant design
KW  - Highway bridges
KW  - Performance tests
KW  - Seismicity
KW  - Structural analysis
KW  - Structural design
KW  - Structural engineering
KW  - U.S. Federal Highway Administration
UR  - https://trid.trb.org/view/836523
ER  - 

TY  - CONF
AN  - 01079454
AU  - Sanders, David H
AU  - Yamashita, Ryo
AU  - Almer, Kevin L
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Accelerated Construction in Seismic Areas using Precast Concrete and Prestressing
PY  - 2006/04/03
SP  - 9p
AB  - Widening of existing bridge structures or new bridge construction in heavily congested areas has become a necessity due to the increasing traffic demands on the nation’s highway systems. In seismic zones there is also the need to develop details that reduce the amount of damage after large earthquakes. Precast and prestressed concrete offer the ability to accelerate bridge construction and reduce the impact of construction on the traveling public, while at the same time providing reduced damage after large earthquakes. This paper summarizes two projects at the University of Nevada, Reno that are studying seismic design of systems using precast and prestressed concrete. The first project focuses on the substructure. A precast segmental unbonded prestressed hollow concrete column was tested and then studied analytically with the expectation of small residual displacements and reduced repair after a large earthquake. The shake table testing consisted of fifteen runs from the Kobe Earthquake, where the amplitude of the acceleration was increased until failure. The specimen performed very well with essentially no residual displacement and only limited spalling at the base of the column. The second project will examine the superstructure to cap beam connection. A precast superstructure will be connected to a concrete column using a cast-in-place bent cap. The four 40 percent precast “U” girder specimens will be tested longitudinally under cyclic loading. The main parameters of this study are the magnitude of post-tensioning across the joint and the type of conventional reinforcement in the connection.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bents
KW  - Bridge construction
KW  - Bridge structures
KW  - Cast in place concrete
KW  - Earthquake resistant design
KW  - Kobe Earthquake, January 17, 1995
KW  - Post tensioned concrete bridge
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Rapid construction
KW  - Seismicity
KW  - Shaking table tests
KW  - Traffic congestion
UR  - https://trid.trb.org/view/836541
ER  - 

TY  - CONF
AN  - 01079445
AU  - Lee, Zheng-Kuan
AU  - Lin, Yung-Bin
AU  - Chang, Kuo-Chen
AU  - Loh, Chin-Hsiung
AU  - Chen, Chien-Chou
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Innovative Monitoring Techniques on the Cables of Cable-Stayed Bridges (II)−Considering Measuring Efficiency and Wind-Rain Weather Condition
PY  - 2006/04/03
SP  - 9p
AB  - This paper describes how, in order to evaluate the cable tensions of a cable-stayed bridge, conventionally piezoelectric sensors or force-balanced sensors are applied to measure the vibration signal spectrum of cables. Connected to a signal analyzer (such as a PC) through electrical wires in parallel, those sensors are tied-up to the cable-tendon to be measured. However, with limited sensors and signal channels, the measurements of all cable vibration could only be implemented part by part. Practically, it is difficult to measure all cable vibration simultaneously. For overcoming the mentioned difficulties, an innovative optic-fiber health monitoring system on the cables of a cable-stayed bridge is designed in this article. Herein this paper will not only introduce the mechanism of the new system but also the application to a real cable-stayed bridge. With the new device, it becomes possible to monitor all cables of a cable-stayed bridge economically, simultaneously, and regularly, even in wind-rain weather condition.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Cable stayed bridges
KW  - Fiber optics
KW  - Innovation
KW  - Monitoring
KW  - Piezoelectric sensors
KW  - Rain
KW  - Vibration
KW  - Weather conditions
KW  - Wind
UR  - https://trid.trb.org/view/836559
ER  - 

TY  - CONF
AN  - 01079441
AU  - Matsumoto, Takashi
AU  - Kawashima, Kazuhiko
AU  - Watanabe, Gakuho
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Seismic Response of 3-Span Bridges Considering the Effect of Failure of Bearings
PY  - 2006/04/03
SP  - 9p
AB  - Although the effect of bearings and restrainers has been considered in seismic response analysis of bridges, the effect of failure of those structural components has not yet been fully analyzed. This paper presents an analysis of a 3-span simply supported bridges that are supported by elastomeric bearings. Cable restrainers are accommodated between decks. It is shown from the analysis that bearings fail progressively from the edges due to rotations of the decks, and it is also shown that design concept to evaluate demands of the bearings and unseating prevention devices by dividing the total demand by number of devices underestimates the real demands at in particular edge girders.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge decks
KW  - Cable stayed bridges
KW  - Earthquake resistant design
KW  - Elastomeric bearings
KW  - Failure
KW  - Girder bridges
KW  - Long span bridges
KW  - Seismicity
KW  - Structural analysis
UR  - https://trid.trb.org/view/836548
ER  - 

TY  - CONF
AN  - 01079438
AU  - Buckle, Ian G
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Application of Large-Scale Experimental Facilities to the Advancement of Seismic Design and Retrofit of Transportation Facilities
PY  - 2006/04/03
SP  - 14p
AB  - Over the past 30 years, significant research has been devoted to improving the seismic performance of new and existing bridges. The results of this effort can be seen in the ongoing evolution of design specifications for bridges, not only in the U.S., Japan, and Taiwan, but also in other seismically active regions of the world such as China, New Zealand, and Europe. Many of these specifications are now performance-based, driven by the public demand for transportation systems that continue to provide basic levels of service regardless of earthquake size. As a consequence these specifications now set performance criteria for small and large earthquakes (such as minimum levels of functionality, acceptable damage states, and maximum repair times) and imply that, if these provisions are followed, these criteria will be satisfied. However the current state-of-the-art of seismic design is insufficient to make these assurances with confidence for all but the simplest of bridge types, such as a single span bridge on competent soil. Consequently the demand for such performance (for little or no extra cost) has increased the demand for advanced knowledge about the seismic performance of bridges, and is now setting the research agenda. Sophisticated computational tools are widely available for three-dimensional dynamic analysis of nonlinear structural systems, and applications to bridge design are relatively common. However these tools are based on existing notions of structural performance and are consequently limited by existing knowledge and our past experience. But rigorous performance-based design (PBD) requires an understanding of bridge response that is outside the bounds of current knowledge. It also requires that ground motions are known with confidence, including their three-dimensional characteristics and spatial variability. Numerical modeling is a powerful but limited tool and fundamental models are lacking that have the sophistication to satisfy the requirements of PBD. It is believed that the development and calibration of these models requires an experimental effort at a scale that can only now be considered, now that the NEES, NIED and NCREE facilities are on line. In many instances collaborative research using these distributed facilities will accelerate progress, elevate the sophistication of the experiments, and improve confidence in the findings and conclusions.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge design
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Highway bridges
KW  - Performance based specifications
KW  - Seismicity
KW  - State of the art
KW  - Structural design
KW  - Taiwan
UR  - https://trid.trb.org/view/836515
ER  - 

TY  - CONF
AN  - 01079424
AU  - Unjoh, Shigeki
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Damage Investigation of Bridges affected by Tsunami during 2004 North Sumatra Earthquake, Indonesia
PY  - 2006/04/03
SP  - 10p
AB  - At 08:07 a.m. local time on December 26, 2004, a large-scale earthquake with the magnitude 9.0 occurred at the western coast of Northern Sumatra Island, Indonesia. This was the forth largest earthquake since 1900. The earthquake generated the tsunami with wave height exceeding 20 m. The tsunami affected the whole Indian Ocean area, and the damage became one of the heaviest natural disasters in human history with casualty more than 200,000 people as well as destructive damage to houses/buildings and infrastructures. The author went to investigate the damage to the city of Banda Aceh, North Sumatra Island, as a member of the Japan Society of Civil Engineers (JSCE) Reconnaissance Team in March 2005, about two months later after the earthquake. This paper presents the damage to the bridges caused by the earthquake. The significant damage including washout of bridge superstructures were caused by tsunami waves. Although more detailed investigation and careful review of the damage of bridges is still needed, this paper summarizes the damage to superstructures, foundations, abutment backfill soil, and the effect of ship collisions.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Backfill soils
KW  - Bridge foundations
KW  - Bridge superstructures
KW  - Damage assessment
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Indonesia
KW  - Structural analysis
KW  - Tsunamis
KW  - Water transportation crashes
UR  - https://trid.trb.org/view/836555
ER  - 

TY  - CONF
AN  - 01079410
AU  - Lin, Pei-Yang
AU  - Loh, C H
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - A Preliminary Study of Wireless Sensors to Structural Health Monitoring & Control
PY  - 2006/04/03
SP  - 11p
AB  - This paper describes how wireless sensors have been proposed for use in structural health monitoring and structural control systems because they offer low-installation costs and automated data processing functionality. In order to validate the performance of the proposed wireless modular monitoring system (WiMMS), which was developed by University of Michigan, Ann Arbor, on the vibration measurement of large-scale civil structures, the shaking table test of a three-story full-scale steel structure with a wireless monitoring system and field application of WiMMS to ambient vibration survey of Gi-Lu cable-stayed bridge are investigated in the paper. It is proven that the data collected from WiMMS is exactly the same as the traditional wired sensing system. Besides the structural health monitoring the WiMMS is also applied to conduct the structural control. Based on the collected structural response data from WiMMS the MR-damper can be operated through action board, and the structure can be actively controlled. Software had been embedded in the microprocessors of WiMMS to analyze the collected data before transmit to receiver, such as FFT, AR model and Wavelet analysis. Sophisticate signal-based identification method need to be developed for future implementation. Based on feature vector of node energy of Wavelet Packet Transform (WPT), significant decomposed signals are extracted, damage detection can be identified from the extracted features of the signal. These methods can provide the abnormal signal which may relate to the damage of structure. To identify the modal parameters (natural frequencies and damping ratios) the wavelet packet sifting process is used to extract the dominant vibration signal of the system response. The sifting process can sift the decomposed signals under the conditions of a specified component energy and the entropy index. By converting the analytical signal using the Hilbert transform, the frequency-time domain of modal frequency and damping ratio can be identified.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Cable stayed bridges
KW  - Damping (Engineering)
KW  - Monitoring
KW  - Sensors
KW  - Steel structures
KW  - Structural health monitoring
KW  - Time domain analysis
KW  - Wavelets
KW  - Wireless communication systems
UR  - https://trid.trb.org/view/836560
ER  - 

TY  - CONF
AN  - 01079406
AU  - Tirasit, Paiboon
AU  - Kawashima, Kazuhiko
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Effect of Combined Cyclic Bending and Torsion on the Performance of RC Bridge Columns
PY  - 2006/04/03
SP  - 10p
AB  - During an earthquake, seismic torsion possibly occurs that is coupled with other internal forces in the reinforced concrete (RC) columns of some special bridges such as bridges that are supported by C-bent columns and skewed bridges. The existing of torsion may alter the performance of the columns. An experimental study on the behavior of reinforced concrete cantilevered columns subjected to combined cyclic bending and torsional loading was conducted. Seven columnar specimens with the same structural properties were tested under various loading conditions; cyclic torsion, cyclic uniaxial bending and combined cyclic torsion and cyclic uniaxial bending with and without a constant axial compression force. A parameter called rotation-drift ratio r, which is the ratio between the rotation and the lateral drift of column at its effective height, was introduced to define the level of combined bending and torsion in the test. The experimental result shows that the flexural capacity and the ductility of the columns decrease significantly under combined cyclic bending and torsion. An empirical model of flexural and torsional hysteretic envelopes is proposed based on the regression analysis of the test result. The influence of the rotation-drift ratio r on the model parameters is presented and discussed. The proposed model provides a good agreement with the experimental result.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bending
KW  - Bridge columns
KW  - Bridges
KW  - Cantilever bridges
KW  - Columns
KW  - Drift ratios
KW  - Earthquake resistant design
KW  - Reinforced concrete
KW  - Seismicity
KW  - Skewed structures
KW  - Torsion
UR  - https://trid.trb.org/view/836546
ER  - 

TY  - CONF
AN  - 01079402
AU  - Sakai, Junichi
AU  - Unjoh, Shigeki
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Earthquake Simulation Test of Reinforced Concrete Bridge Column under Multidirectional Loading
PY  - 2006/04/03
SP  - 10p
AB  - This paper describes how structures behave multi-directionally when subjected to earthquake excitation. Therefore, it is essential to evaluate the effect of multidirectional loading on the dynamic response and seismic performance of reinforced concrete bridge columns in order to develop more advanced and reliable design procedures. To investigate such effect, an earthquake simulation test of a circular reinforced concrete bridge column specimen is conducted under a three dimensional loading condition. The diameter of the specimen is 600 mm, and the effective height is 3 m, resulting in an effective aspect ratio of 5. The longitudinal reinforcement ratio and the axial force ratio are set to similar values of actual bridge columns constructed in Japan such as 1% and about 2.4%, respectively. The volumetric ratio of confining reinforcement is 0.3%. To investigate the nonlinear dynamic response, two horizontal and one vertical components of a strong motion recorded on the ground surface near the Tsugaru Bridge during the 1983 Nihonkai-Chubu, Japan, earthquake are selected for the test input signals based on results from a series of nonlinear dynamic analyses. The amplitude of the ground motion is scaled up by 400% since the peak ground acceleration of the largest component is 2.8 m/sec2, which is much smaller than the capacity of the specimen. During the excitation, slight spalling of cover concrete occurs after 4 times repetition of larger displacements than an ultimate displacement that is computed based on a current seismic design code of Japan. When the displacement increases up to 3.4 times of the ultimate displacement, the several reinforcing bars are fractured. At the end of the test, 22 of 40 longitudinal reinforcing bars are fractured, and the core concrete is totally crushed at the bottom of the column. A series of dynamic analyses with a fiber element is also conducted. The analysis with almost no viscous damping predicts the response of the specimen with sufficient accuracy before the rebar buckling occurs. The analyses also demonstrate that two horizontal ground motions results in 15% larger response than one horizontal ground motion due to the bidirectional bending effects for the ground motion used in this study.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge columns
KW  - Bridge design
KW  - Columns
KW  - Dynamic response (Structures)
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Fracture mechanics
KW  - Japan
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Seismicity
KW  - Simulation
UR  - https://trid.trb.org/view/836542
ER  - 

TY  - CONF
AN  - 01079394
AU  - Kosa, Kenji
AU  - Hamamoto, Tomohisa
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Mechanism of Girder Collision Damage in the Niigata-Chuetsu Earthquake
PY  - 2006/04/03
SP  - 10p
AB  - In the Niigata-Chuetsu Earthquake in 2004, many structures including bridges sustained significant damage. This paper specifically deals with the damage to the abutment and piers of a bridge that resulted from girder collision. First, using the data collected in our field survey, actual damage to the bridge was evaluated in detail. Next, the mechanism that caused such damage was inferred. Then, damage simulation was performed using a numerical analysis model peculiar to girder collision. From the analysis, it was found that the horizontal displacement confinement effect of the abutment can reduce the maximum response of the superstructure to 1/3 of the case without such an effect and can also reduce damage at the reinforcement cutoff point of the fixed pier.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge abutments
KW  - Bridge piers
KW  - Bridges
KW  - Crashes
KW  - Data collection
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Girder bridges
KW  - Niigata Earthquake
KW  - Seismicity
UR  - https://trid.trb.org/view/836550
ER  - 

TY  - CONF
AN  - 01079393
AU  - Yin, Samuel Yen-Liang
AU  - Chang, Kuo-Chun
AU  - Wang, Jui-Chen
AU  - Wang, Ping-Hsiung
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Experimental Studies of Hybrid Spiral Confinements in Rectangular Columns
PY  - 2006/04/03
SP  - 10p
AB  - This paper describes how ten confinement types were evaluated in a series of axial compressive tests on rectangular RC columns. The test results of Phase 1 demonstrated that hybrid spiral confinements were excellent in axial stress-strain responses. To further evaluate the effectiveness of these unconventional spiral cages, axial compressive tests and lateral cyclic loading tests on model columns were carried out in Phase 2. The selected hybrid spirals investigated are referred to as “4 Spirals,” “5 Spirals,” and “Spiral with Cross Ties” in this paper. Axial compressive responses of these hybrid spiral concrete specimens demonstrated better strength and ductility than conventional designs. Similar results were also verified through cyclic loading tests. In particular, the “5 Spirals” hybrid behaved most outstanding among the tested hybrid spiral confinements and is easy to fabricate for precast construction.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Axial stress
KW  - Columns
KW  - Compressive strength
KW  - Confinement
KW  - Deformation curve
KW  - Lateral loads
KW  - Reinforced concrete
KW  - Repeated loads
KW  - Spirals
UR  - https://trid.trb.org/view/836540
ER  - 

TY  - CONF
AN  - 01079392
AU  - Padgett, Jamie Ellen
AU  - DesRoches, Reginald
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Fragility Curves for Performance-Based Retrofit of Bridges
PY  - 2006/04/03
SP  - 10p
AB  - Bridges tend to be one of the most vulnerable components of the transportation network and they are often retrofitted in an effort to improve the potential seismic performance of the bridge and resilience of the overall transportation network. Retrofit measures are generally targeted at enhancing the performance of a particular bridge component or improving a particular deficiency. While common retrofit measures, such as the use of restrainer cables, steel jackets, elastomeric bearings, or seat extenders, tend to improve the component response that they are targeting, they may potentially increase the vulnerability of others. Retrofitted bridge fragility curves allow for the assessment of the overall impact of retrofit on bridge system performance and reduction of seismic vulnerability. An analytical approach is presented for developing retrofitted bridge fragility curves considering the impact of retrofit on multiple component responses and performance measures. A comparison of bridge fragility for the as-built and retrofitted conditions offers insight into the relative vulnerability of the bridge system before and after retrofit and the relative effectiveness of different retrofit measures. The use of these fragility curves as a tool for identifying the most effective retrofit measure for a given bridge type and performance objective is illustrated. Such conclusions offer insight for preliminary bridge retrofit selection within the context of performance based design. For a given bridge type, the identification of viable strategies may vary significantly depending upon the acceptable level of damage and performance criteria adopted.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge design
KW  - Bridges
KW  - Circular steel jackets
KW  - Earthquake resistant design
KW  - Fragility
KW  - Fragility curves
KW  - Performance measurement
KW  - Restrainers (Bridges)
KW  - Retrofitting
KW  - Risk assessment
KW  - Seismicity
UR  - https://trid.trb.org/view/836554
ER  - 

TY  - CONF
AN  - 01079390
AU  - Mahin, Stephen A
AU  - Anderson, Eric
AU  - Espinoza, Andres
AU  - Jeong, Hyungil
AU  - Sakai, Junichi
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Sustainable Design Considerations in the Construction of Bridges to Resist the Effects of Strong Earthquakes
PY  - 2006/04/03
SP  - 10p
AB  - Until recently, the primary goal in the seismic-resistant design of bridges was to prevent collapse and loss of life. Modern ductile details, in combination with capacity design concepts and computer simulation tools, generally produce bridges capable of withstanding numerous cycles of inelastic deformation with minimal probability of collapse. However, designated plastic hinge regions in such bridges may suffer serious damage during an earthquake, which may reduce the bridge’s ability to carry traffic loads and withstand the effects of future earthquakes. Ductile design approaches may also result in significant permanent displacements of the roadway, reducing traffic flow following an earthquake. While prevention of collapse and protection of life are essential design criteria, the disruption of a major urban transportation system and other lifeline elements following a natural disaster can have substantial direct economic impacts, significantly hamper response efforts, and thwart the ability of a region to recover. As such, conventional life safety criteria by themselves may not be sufficient. Thus, earthquake engineers are challenged to develop new or improved bridge systems that are economical, can be constructed quickly with minimal disruption to the public and to the environment, and can withstand strong earthquake ground shaking (and other hazards) safely but also with little disruption or cost associated with post-earthquake inspections and repairs. Such approaches are consistent with, and supportive of emerging trends related to sustainable design. In this paper, following a brief discussion of general issues that need to be tackled, highlights are provided on research underway at University of California at Berkeley related to three technologies that contribute to sustainable design. These relate to development of new or improved guidelines for the design of (1) seismically isolated bridges, (2) bridge piers that rock on spread footings or pile foundations, and (3) fixed based bridge columns that self-center as a result of the presence of unbonded longitudinal post-tensioning. Each approach is shown to be effective in reducing design forces compared to designing the bridge to remain essentially elastic, and each substantially reduces post-earthquake damages and residual displacement. Recommendations are offered for future research and deployment needs.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge columns
KW  - Bridge piers
KW  - Bridges
KW  - Columns
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Inelastic deformation
KW  - Pile foundations
KW  - Seismicity
KW  - Sustainable engineering
KW  - Traffic flow
UR  - https://trid.trb.org/view/836552
ER  - 

TY  - CONF
AN  - 01079384
AU  - Stojadinovic, B
AU  - Rand, M
AU  - Mackie, K R
AU  - Majstorovic, V
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Degradation of Bridge Column Axial Load Capacity with Increasing Lateral Displacement Ductility
PY  - 2006/04/03
SP  - 9p
AB  - Current knowledge of the post-earthquake load carrying capacity of reinforced concrete columns is limited. During earthquake excitation, ductile reinforced concrete columns lose strength and stiffness as they accumulate damage. The primary question remaining after an earthquake scenario is what level of residual load carrying capacity exists for columns, both laterally and axially. This residual strength is particularly important for highway bridges where post-earthquake decision-making hinges on functionality of the primary non-redundant load carrying elements, namely the columns. This paper addresses the experimental and analytical program that is currently underway in order to test the residual axial load carrying capacity of California Department of Transportation (Caltrans) bridge columns. Scaled models of typical bridge columns used in California today the tested in two phases. The first phase involves lateral cyclic loading using a prescribed displacement history to a pre-set level of lateral displacement ductility. The second phase involves crushing the specimen axially to determine the residual axial force versus axial deformation relationship. Specimens are tested to varying maximum displacement ductility levels in order to facilitate development of axial loss versus ductility demand curves for design, and to calibrate finite element fiber cross-section beam column elements used in OpenSees software package. Two groups of specimens are described: small-scale square column specimens, and ¼-scale circular column specimens. Test results for the first group show there is a reasonably simple relation between the sustained lateral displacement ductility and the residual axial load carrying capacity. The second group will be tested at the NEES Equipment Site in Berkley in order to validate the findings from the small-scale tests and calibrate the finite element models. Such calibrated models will be used to assess the ability of an entire bridge to sustain gravity and traffic load after an earthquake and, thus, to provide rational decision-making criteria for engineers and inspectors to evaluate the load carrying capacity of a bridge after an earthquake and it’s functionality in a highway network system.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Axial loads
KW  - Bridge columns
KW  - Columns
KW  - Decision making
KW  - Degradation failures
KW  - Dislocation (Geology)
KW  - Ductility
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Load carrying capacity
KW  - Reinforced concrete
KW  - Repeated loads
UR  - https://trid.trb.org/view/836545
ER  - 

TY  - CONF
AN  - 01079381
AU  - Tong, Mai
AU  - Lee, George C
AU  - Xu, Yan
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Seismic Responses of Highway Bridges Subjected to Near-Fault Acceleration Pulses Excitation
PY  - 2006/04/03
SP  - 12p
AB  - This paper describes how near-fault ground motion with prominent acceleration pulses has recently been studied by some researchers. Such ground motions often exhibit special pulse-like characteristics. Peak ground motions (PGA, PGV and PGD) all occur in a few correlated motion cycles; and the acceleration response spectrum of the record is almost the same as that of the few extracted pulses. In comparison to the ground velocity pulses, the impact of ground acceleration pulses is mainly targeted to structures of short fundamental period (less than 1.5 seconds). In this paper, the authors evaluate the responses of a typical highway bridge under the excitation of ground acceleration pulses. The box girder continuous span highway bridge has both fundamental longitudinal and transverse modes of less than 15 seconds. The evaluation provides some comparative results of the bridge deck and pier response levels relative to those predicated by standard design spectrum.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Acceleration (Mechanics)
KW  - Bridge decks
KW  - Bridge piers
KW  - Earthquake resistant design
KW  - Excitation
KW  - Fault monitoring
KW  - Faults
KW  - Highway bridges
KW  - Peak ground acceleration
KW  - Seismicity
UR  - https://trid.trb.org/view/836563
ER  - 

TY  - CONF
AN  - 01079371
AU  - Nagata, Seiji
AU  - Kawashima, Kazuhiko
AU  - Watanabe, Gakuho
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Seismic Performance of C-Bent Columns
PY  - 2006/04/03
SP  - 10p
AB  - In urban areas peculiar bridges that are supported by C-bent columns have been constructed due to space limitation. Since bending and torsion are combined as well as axial force, C-bent columns exhibit complex seismic behavior. Furthermore extensive residual drift develops in the eccentric compression side because of the eccentric dead load of the deck during an earthquake. An analytical idealization of the seismic torsion of C-bent columns that shows complex combined action is proposed in this study. In order to show the effectiveness of the proposed model, a correlation analysis is conducted on experimental results.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge decks
KW  - Bridges
KW  - Columns
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Eccentric loading
KW  - Seismic prospecting
KW  - Seismicity
KW  - Torsion
UR  - https://trid.trb.org/view/836539
ER  - 

TY  - CONF
AN  - 01079362
AU  - Sritharan, Sri
AU  - Suleiman, Muhannad T
AU  - White, David J
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - A Summary of Exploratory Research on SFSI and Seismic Bridge Response in Seasonally Frozen Conditions
PY  - 2006/04/03
SP  - 10p
AB  - Recognizing the lack of knowledge on the effects of seasonal freezing on soil-foundation structure-interaction (SFSI), exploratory research was initiated at Iowa State University. Utilizing a combination of experimental and analytical studies, this research examined the lateral load response of bridge columns supported by drilled shaft foundations in glacial till soil. A summary of results from this research is presented in this paper. The experimental research included lateral load testing of two identical column-shaft systems at 73 degrees F and 14 degrees F. In the latter case, the frost depth in the soil layer was at 30 in. (76 cm) below the ground surface. Compared to the test at 73 degrees F, the unit tested at 14 degrees F experienced 170% increase in effective elastic stiffness, 44% increase in average lateral force resistance and a 33 in. (84 cm) upward shift of the maximum moment. An analytical model representing the soil-foundation-structure system was subsequently developed, in which the effects of frozen and unfrozen soil was modeled using nonlinear p-y springs. Lateral load analysis of the bridge column-foundation system was conducted at the following ambient temperatures: 73 degrees F, 30 degrees F, 19 degrees F, 14 degrees F and -4 degrees F. The corresponding depths of frozen soil established for this investigation were, respectively, 0 in. (0 cm), 3 in. (7.6 cm), 18 in. (46 cm), 30 in. (76 cm), and 47 in. (120 cm). The analytical study revealed that as the temperature reduces to the range from 30 degrees F to -4 degrees F and increases the soil strength and stiffness significantly, the effective elastic stiffness of the system increased by 40 to 188%, the lateral displacement capacity reduced by 17 to 63%, the maximum moment location shifted upward by 21 to 32 in. (54 to 82 cm), the column shear demand increased by 25 to 30%, the shear demand in the foundation shaft increased by 25 to 80%, and the length of the plastic region in the foundation shaft reduced by 19-68%. These results clearly show that the effects of frozen soil on SFSI and seismic response of bridges are significant even at temperatures just below freezing with a small frost depth and should not be ignored in seismic-resistant design.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge columns
KW  - Bridge substructures
KW  - Bridges
KW  - Columns
KW  - Drilled shafts
KW  - Frost
KW  - Frozen soils
KW  - Lateral loads
KW  - Seasonally frozen ground
KW  - Soil strength
UR  - https://trid.trb.org/view/836547
ER  - 

TY  - CONF
AN  - 01079355
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Proceedings of the Fourth International Workshop on Seismic Design and Retrofit of Transportation Facilities
PY  - 2006/04/03
SP  - v.p.
AB  - The workshop consisted of presentations and discussions with a major theme being the use of large-scale experimental facilities with a special session devoted to recently constructed facilities in Japan (NIED-E defense shake table in Miki), Taiwan (NCREE Strong Floor and Tri-Axial Seismic Simulator in Taipei) and the United States (NSF-NEES facilities located throughout the country).  The formal part of the workshop was followed by a two-day study tour to three of the NEES facilities in the San Francisco area, at the Universities of California at Berkeley and Davis, and the University of Nevada at Reno. The workshop concluded with the joint formulation of resolutions and goals for future international collaboration in the area of seismic design and retrofit of transportation facilities.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge abutments
KW  - Bridge columns
KW  - Bridge decks
KW  - Bridge piers
KW  - Bridge superstructures
KW  - Cantilever bridges
KW  - Cast in place concrete
KW  - Chi-Chi Earthquake (Taiwan)
KW  - Chi-Lu Bridge (Taiwan)
KW  - Columns
KW  - Concrete bridges
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Earthquakes
KW  - Fault monitoring
KW  - Faults
KW  - Geotechnical engineering
KW  - Girders
KW  - Indonesia
KW  - Japan
KW  - Kobe Earthquake, January 17, 1995
KW  - Load carrying capacity
KW  - New Madrid Seismic Zone
KW  - Niigata Earthquake
KW  - Precast concrete
KW  - Reinforced concrete
KW  - Retrofitting
KW  - Seismicity
KW  - Shaking table tests
KW  - Shear strength
KW  - Specifications
KW  - Structural health monitoring
KW  - Torsion
KW  - Tsunamis
KW  - United States
KW  - Water transportation crashes
UR  - https://trid.trb.org/view/836514
ER  - 

TY  - CONF
AN  - 01079353
AU  - Chen, C C
AU  - Chang, Kuo Chun
AU  - Lee, Z K
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Assessment of Stress Conditions of the Retrofitted Chi-Lu Cable-Stayed Bridge
PY  - 2006/04/03
SP  - 6p
AB  - Chi-Lu main bridge, a single-pylon symmetrical cable-stayed bridge with two equal spans of 120m each, was suddenly and seriously devastated by a strong earthquake of a magnitude of 7.3 on the Richter scale, that occurred about 3 kilometers north of the bridge in Chi-Chi during September 1999. The bridge was almost complete. For safety concerns, urgent repair to the damaged structural components of the bridge, except its cable system, was undertaken without having made a detailed analysis of the structure following the earthquake. As the stress conditions of the bridge structure became unknown after the urgent repair, it became an important issue to evaluate the stress conditions of the bridge in various stages because the bridge was ready to be opened for traffic during the retrofit stage as well as the eventual long-term service stage. In order to verify the allowable live-load capacity of the bridge, heavy trucks were loaded on the bridge deck for testing. Right before the official opening, the natural frequency of the retrofitted structure was also determined by using the ambient vibration and the forced vibration methods. For an evaluation of the overall structural safety of the retrofitted Chi-Lu Cable-stayed Bridge, it was necessary to assess the stress conditions of the structural system after it was repaired. To statically determine the stress conditions of the bridge, inherent statistical indeterminacy was purged from the original structural system by replacing all stay cables and the two side piers with a set of external forces. The bridge began its construction in 1996 and was severely damaged in 1999 and officially opened for traffic in 2004. The purpose of this paper is to present the methods used to evaluate or assess the stress conditions of the bridge during its various stages.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridge design
KW  - Cable stayed bridges
KW  - Chi-Lu Bridge (Taiwan)
KW  - Deformation curve
KW  - Earthquake resistant design
KW  - Earthquake resistant structures
KW  - Live loads
KW  - Retrofitting
KW  - Seismicity
KW  - Service life
KW  - Strain measurement
UR  - https://trid.trb.org/view/836556
ER  - 

TY  - CONF
AN  - 01079347
AU  - Wang, K J
AU  - Wang, S J
AU  - Cheng, W C
AU  - Tsai, K C
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - The Architecture and Examples of a Platform for Networked Structural Experiments
PY  - 2006/04/03
SP  - 10p
AB  - This paper introduces the recent development of a platform that enables collaborative structural experimentation between laboratories sited at different geographic locations. The platform is constructed by utilizing the Transmission Control Protocol/Internet Protocol (TCP/IP) technologies to transmit actuator command and structural responses over the Internet. Two kinds of computer programs, the command generation module (the program that calculates structural commands) and the facility control modules (the programs that control the laboratory facilities), are connected across the Internet by TCP connections to a server program so that the calculated commands can be executed in different structural laboratories, and the measured structural responses can be received by the command generation program as well as any individual anywhere on the Internet. An application protocol that defines the behaviors of those applications running on this platform is also presented. Series of domestic and transnational collaborative pseudo dynamic (PSD) tests between Taiwan and the United States were conducted to verify the effectiveness and efficiency of the platform. Test results proved that all command and signals were correctly transmitted on the Internet. The characteristic of environment independence were also proved by a practice of connecting programs running on different operating systems (Windows XP and UNIX). A finite element analysis program (PISA3D, Platform for Inelastic Structural Analysis for 3D Systems) was chosen and successfully modified with minimal change of the source code to support the platform, which indicated the outstanding ability to be compatible with legacy programs. The efficiency of data transmission were also observed in different experiment environments and the results was quite satisfactory since it only needs 0.17 second for a data packet to make a round trip between Taiwan and the United States.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Computer programs
KW  - Cooperation
KW  - Earthquake resistant structures
KW  - Experiments
KW  - Finite element method
KW  - Internet
KW  - Laboratory tests
KW  - Pseudodynamic algorithms
KW  - Structural analysis
KW  - Structural design
KW  - Structural engineering
UR  - https://trid.trb.org/view/836521
ER  - 

TY  - CONF
AN  - 01079346
AU  - Chen, Genda
AU  - El-Engebawy, Mostafa
AU  - Yen, Phillip W
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Mid-American Highway Bridge Responses to Near-field Ground Motions from New Madrid Seismic Zone
PY  - 2006/04/03
SP  - 10p
AB  - The 1999 Taiwan earthquake caused severe damages of many highway bridges under near-field ground motions. In the Central and Eastern United States, most bridges are similar in structure type to those seen in Taiwan, although their soil deposits and rock compositions are quite different. Therefore, to understand how the highway bridges in the New Madrid Seismic Zone (NMSZ) respond to near-field ground motion is of great interest in the engineering community. In this paper, the responses of a multi-span simply supported bridge and a multi-span continuous bridge to near-field ground motions synthesized for the NMSZ have been investigated using future earthquake scenarios of moment magnitude, MW, of 6.5, 7.0, and 7.5. The scope of this work includes the modeling of two representative bridge structures, the understanding of their basic dynamic characteristics, and the significance of near-field and vertical ground motions in the response of bridges near an active fault. Site-specific investigations are recommended for the evaluation of highway bridges within 10 km of an active fault in the NMSZ. The rock motion(s) selected or synthesized should include all nearfield characteristics that are expected to influence the bridge response. In the NMSZ, forward rupture directivity effect is an essential feature, while fling step is unlikely seen in ground motions during future earthquake events due to the flexibility of deep soil deposits. For highway bridges located beyond 10 km from active faults in the NMSZ, a simple methodology based on the average directivity condition at the site can represent the near-field effects on design response spectra with an acceptable engineering accuracy
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bridges
KW  - Chi-Chi Earthquake (Taiwan)
KW  - Continuous girder bridges
KW  - Earthquake resistant design
KW  - Fault monitoring
KW  - Faults
KW  - Highway bridges
KW  - New Madrid Seismic Zone
KW  - Seismicity
KW  - Soil deposits
KW  - Taiwan
UR  - https://trid.trb.org/view/836561
ER  - 

TY  - CONF
AN  - 01079336
AU  - Liu, Kuang-Yen
AU  - Chang, Kuo-Chun
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Parametric Study of Bridge Performance Retrofitted by Unseating Prevention Devices
PY  - 2006/04/03
SP  - 10p
AB  - Over the past decade, seismic induced damages on bridges ere widely distributed at Northridge in 1994, Kobe in 1995 and Chi-Chi in 1999. Since these earthquakes, restrainers have been installed to solve unseating problems and stoppers to prohibit excessive displacement. Alternatively, using jacketing on columns has also been proven to be useful. However, the enhanced shear strength may result in extra retrofit works on the footing. For bridges that were damaged in Chi-Chi earthquake, investigations revealed that some of the columns experienced minor to-moderate damage can be found in the transversal direction. The reason for this unexpected performance is the construction practice of rubber bearing, an unbolted design which may slide under large lateral forces. In this paper, parametric studies on simple supported bridge retrofitted by restrainer or shear key along longitudinal and transversal axis are carried out. Major work focuses on finding suitable combinations between the design force and gap spacing for the restrainer and concrete shear key as the unseating prevention structure, with respect to the allowable column damage in terms of displacement ductility under near-fault type earthquake events. In the longitudinal direction, a total of nine combinations considering yielding strength and gap spacing for restrainer are analyzed; while parameters for concrete shear key is divided into three shear force levels and three gap spacings. In the transversal direction, similar approach is adapted except for the smaller gap spacing. For each above mentioned earthquake, seven input ground motions are selected and their PGAs are adjusted to 0.36g and 0.45g as the design and MCE design earthquake level, respectively. Based on the nonlinear time history analysis results, it is found the proper design for restrainer may take the reaction force as the yielding strength and the gap spacing equals to 50 percent of the unseating length. Meanwhile, column ductility is irrelevant to the gap spacing. Besides, 1/4Vp and 0.2m is an appropriate choice for shear key in the transversal direction. Further study is needed to give optimal design parameters in the performance based bridge design.
U1  - Fourth International Workshop on Seismic Design and Retrofit of Transportation FacilitiesMultidisciplinary Center for Earthquake Engineering ResearchFederal Highway AdministrationSan Francisco,CA,United States StartDate:20060313 EndDate:20060314 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, Federal Highway Administration
KW  - Bearing capacity
KW  - Bridge columns
KW  - Bridges
KW  - Chi-Chi Earthquake (Taiwan)
KW  - Columns
KW  - Earthquake resistant design
KW  - Footings
KW  - Jacketing (Strengthening)
KW  - Restrained bearings
KW  - Seismicity
KW  - Shear strength
UR  - https://trid.trb.org/view/836562
ER  - 

TY  - ABST
AN  - 01458347
TI  - Speed Limit Sign Spacing Study
AB  - The goal of the research is to gather information that can be used to develop guidelines that assist engineers in placing speed limit signs at intervals that are consistent with motorists' perceptual and cognitive capabilities and limitations.
KW  - Cognition
KW  - Guidelines
KW  - Perception
KW  - Research projects
KW  - Speed limits
KW  - Speed signs
KW  - Traffic engineers
UR  - https://trid.trb.org/view/1226558
ER  - 

TY  - RPRT
AN  - 01511866
AU  - United States Federal Highway Administration
TI  - US 31 improvement project, Plymouth to South Bend (US 30 to US 20, south junction), Marshall and St. Joseph counties : environmental impact statement
PY  - 2006/04//Volumes held: Draft, Final(2v)
KW  - Environmental impact statements
KW  - Indiana
UR  - https://trid.trb.org/view/1296190
ER  - 

TY  - RPRT
AN  - 01457644
AU  - Rao, A Ramachandra
AU  - Kao, Shih-Chieh
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Statistical Analysis of Indiana Rainfall Data
PY  - 2006/04//Final Report
SP  - 168p
AB  - The basic objectives of research presented in this report are characterizing and modeling short time increment (hourly) rainfall data from Indiana. Characteristics of hourly rainfall data from Indiana were investigated. Data from 74 stations were used in the study. The homogeneity of Indiana hourly rainfall data was tested as a part of the study. Indiana hourly rainfall data is found to be statistically homogeneous. Several probability distributions were evaluated. Surprisingly, both the type I extreme value as well as the generalized extreme value distributions were found to be acceptable to characterize Indiana hourly rainfall data. The generalized extreme value distribution was used in this study. The intensity-duration-frequency relationships for Indiana were investigated next. Relationships are developed so that rainfall depth for any location in Indiana can be accurately estimated for specified durations and frequencies. There are several methods and procedures which have been developed to estimate rainfall depths. Results from these methods were compared to the results from in-situ data analysis. The results of this analysis are used to recommend the methods to use for rainfall estimation in Indiana. Huff curves were developed for all the stations and analyzed. Although stations in the state were divided into three groups as north, central and south, the Huff curves from the three regions were very close to each other. Consequently, a single set of Huff curves is recommended for use for the state of Indiana.
KW  - Distributions (Statistics)
KW  - Indiana
KW  - Intensity-duration-frequency curves
KW  - Probability density functions
KW  - Rainfall
KW  - Statistical analysis
KW  - Time duration
UR  - http://dx.doi.org/10.5703/1288284313446
UR  - https://trid.trb.org/view/1218808
ER  - 

TY  - RPRT
AN  - 01352191
AU  - Kelly, Michael J
AU  - Stanley, Laura M
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Effects of Defensive Vehicle Handling Training on Novice Driver Safety: Phase 2. Advanced Driving Training
PY  - 2006/04//Final Report
SP  - 27 p
AB  - New teenaged drivers have the highest accident rates of any group of drivers. Research is needed to determine how to safely equip novice drivers with the important elements of experience before they encounter a need for it in an actual driving situation. The purpose of this research program was to conduct such a study. This report summarizes Phase 2 of the three-phase project. Phase 1 included (A) identification of potential participants, (B) development of recruiting materials, (C) recruitment and scheduling of participants, (D) preparation of training plans and instructional materials, and (E) coordination with the Montana Office of Public Instruction for use of their facilities and instructors for the training workshops. During Phase 2, approximately half of the participants received an intervention that involved a one-day classroom and behind-the-wheel workshop. The training took place 6 - 12 months after they complete high school driver education. During Phase 3, teens will be tracked for 4 years following the project to determine the driving history comparisons of the control group to those who received the intervention. Reported accidents, violations, and driving experience will be compared once per year during this monitoring period.
KW  - Defensive drivers
KW  - Driver training
KW  - Montana
KW  - Novices
KW  - Teenage drivers
KW  - Traffic safety
KW  - Training programs
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/defensive/phaseii/final_report.pdf
UR  - http://ntl.bts.gov/lib/45000/45800/45862/final_report84.pdf
UR  - https://trid.trb.org/view/1116937
ER  - 

TY  - RPRT
AN  - 01337301
AU  - Ishak, Sherif
AU  - Alecsandru, Ciprian
AU  - Zhang, Yan
AU  - Seedah, Dan
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Modeling Hurricane Evacuation Traffic: A Mobile Real-Time Traffic Counter for Monitoring Hurricane Evacuation Traffic Conditions
PY  - 2006/04//Final Report
SP  - 78p
AB  - In this research report, an investigation was conducted to identify a suitable traffic monitoring device for collecting traffic data during actual emergency evacuation conditions that may result from hurricanes in Louisiana. The study reviewed thoroughly the technical features and capabilities of a set of state-of-the-art traffic monitoring devices produced by different manufacturers. The selection criteria included cost, degree of mobility, ease of installation and calibration, resilience to adverse weather conditions, and real-time communication options. The comparative evaluation showed that the Remote Traffic Microwave Sensor (RTMS) meets all selection criteria when combined with a trailer for mobility and a cellular modem for real-time wireless communication. The mobile RTMS system was acquired and assembled at the Louisiana Transportation Research Center (LTRC) facility to collect traffic measurements in future hurricane-related studies.
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Hurricanes
KW  - Real time information
KW  - Traffic counting
KW  - Traffic data
KW  - Traffic surveillance
KW  - Wireless communication systems
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_402.pdf
UR  - https://trid.trb.org/view/1097633
ER  - 

TY  - RPRT
AN  - 01155841
AU  - Sargand, Shad M
AU  - Masada, Teruhisa
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Further Use of Spread Footing Foundations for Highway Bridges
PY  - 2006/04//Final Report
SP  - 338p
AB  - Spread footing foundations have been used to support various types of civil engineering structures over the years. However, one type of structure to which they have not seen much widespread application is highway bridges. This is because bridge engineers generally take a rather conservative approach and specify deep foundations, such as H-piles and drilled pier shafts, to support the bridge superstructure weight and live loads. In the current research project, the ORITE team continued to investigate several technical aspects related to spread footing foundations. Four additional spread footings constructed at two interstate highway construction sites were instrumented with modern sensors and monitored through construction stages and beyond. The spread footing design methods presented in the AASHTO LRFD Bridge Design Specifications (2004) were validated on the basis of the field performance data accumulated during the ORITE research project(s). Twelve SPT-based settlement prediction methods (for footings resting on cohesionless or slightly cohesive soils) were evaluated in light of the field performance data. General performance analysis of spread footing foundations at bridge construction sites was made to draw some guidelines concerning the use of spread footings for supporting highway bridge structures. Finally, detailed cost comparisons were made between spread footing and pile foundation options. Overall, the results of the research project indicated that: 1) spread footing can be a viable option as the highway bridge foundation; and 2) the design methods presented in the AASHTO LRFD Bridge Design Specifications (2004) appear to be satisfactory.
KW  - Bridge design
KW  - Costs
KW  - Highway bridges
KW  - Instrumentation
KW  - Monitoring
KW  - Performance
KW  - Spread footings
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A70251942
UR  - https://trid.trb.org/view/916449
ER  - 

TY  - RPRT
AN  - 01109930
AU  - Power, Desmond
AU  - Youden, James
AU  - English, Jerry
AU  - Russell, Karen
AU  - Croshaw, Scott
AU  - Hanson, Roger
AU  - C-CORE
AU  - Federal Highway Administration
TI  - InSAR Applications for Highway Transportation Projects
PY  - 2006/04//Final Report
SP  - 101p
AB  - Satellite Synthetic aperture radar (SAR) technology, in combination with interferometry (InSAR), has the ability to measure topography or ground movement to sub-centimeter accuracy. Many factors affect the ability to apply InSAR for the detection of slope movement. If these factors are considered, InSAR can often be successfully used to monitor slope movement. The Federal Lands Highway Program (FLH) of the Federal Highway Administration (FHWA) has initiated the project described within this report to evaluate the utility of InSAR technology to monitor slide movements that impact road networks. The project objective was to establish and demonstrate reliable, cost effective procedures to measure ground movement using InSAR in support of federal highways projects. This report describes the effectiveness of InSAR in monitoring ground movement, and recommends guidelines for the coordinated use of InSAR with other FLH data collections, including photogrammetry, field surveys, boreholes and slope inclinometers. InSAR has the unique ability to measure both present and prior (based on the data archives accumulated over the last 12 years) ground movement and consequently, the present study involved collection and analysis of InSAR data from both the past and present at three sites. The first site, the Prosser slide in Benton County WA, provided a site with excellent InSAR coherence and gradual creeping movement that demonstrated the limits of InSAR movement measurement. The combination of a set of InSAR movement maps over a two-year period produced movement on the order of several centimeters that qualitatively correlated well with site observations and slope inclinometer measurements. The second slope, the Cimarron slide in Owl Creek CO, exhibited moderate coherence and highly visible InSAR movement signatures were produced over periods of only several months. The third site, in Mesa Verde National Park near Cortez, CO, is a region of significant topographic relief, which made the use of satellite-based InSAR a challenge.
KW  - Case studies
KW  - Interferometric synthetic aperture radar
KW  - Landslides
KW  - Monitoring
KW  - Seismicity
KW  - Slope stability
KW  - Subsidence (Geology)
KW  - Topography
UR  - http://www.cflhd.gov/programs/techDevelopment/geotech/insar/documents/01_insar_entire_document.pdf
UR  - https://trid.trb.org/view/869654
ER  - 

TY  - SER
AN  - 01108745
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Bignell, John L
AU  - LaFave, James M
AU  - Hawkins, Neil M
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment of the Seismic Vulnerability of Wall Pier Supported Highway Bridges on Priority Emergency Routes in Southern Illinois
PY  - 2006/04//Final Report
IS  - 07-004
SP  - 290p
AB  - To assess the seismic vulnerability of southern Illinois highway bridges, an earlier project had evaluated the fragility of the most prevalent kind (multi-column pier supported). This project investigated the vulnerability of Illinois Department of Transportation (IDOT) wall pier supported bridge structures (approx. 28% of the total population) using pushover analyses and via producing structural and site liquefaction fragility curves. First, typical structural characteristics were determined from an inventory sample of 22 southern Illinois priority emergency route wall pier supported bridges. These structural and other details were then used to construct two sets of three-dimensional nonlinear numerical models, one set for purposes of performing almost 200 pushover analyses, and the second one for conducting nearly 100 dynamic time history analyses (required for fragility curve construction). Details regarding the analytical sub-models (used for representing the various bridge components in the overall models) are given, as is information concerning the structural limit states considered in the analyses (all selected based on a review of the available literature). The theoretical underpinnings of the implemented fragility procedure are also highlighted. Results and conclusions based on the pushover and fragility analyses (including a companion liquefaction fragility analysis) are presented, including details about how wall pier bridge structural variations affect the critical failure modes, as well as which bridge categories are the most vulnerable. Finally, implications of all the findings (including some of those from the previous study about multi-column pier supported highway bridges) on the overall southern Illinois priority route network are discussed.
KW  - Bridge members
KW  - Bridge piers
KW  - Columns
KW  - Earthquake resistant design
KW  - Failure
KW  - Highway bridges
KW  - Illinois
KW  - Liquefaction
KW  - Seismicity
KW  - Underpinning
UR  - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-07-004.pdf
UR  - https://trid.trb.org/view/867555
ER  - 

TY  - RPRT
AN  - 01108676
AU  - University of North Dakota, Grand Forks
AU  - Federal Highway Administration
TI  - Final Report of the Operation and Demonstration Test of Short-Range Weather Forecasting Decision Support within an Advanced Transportation Weather Information System (#Safe)
PY  - 2006/04
SP  - 70p
AB  - Initially proposed in early 1995 by the University of North Dakota Regional Weather Information Center, the Advanced Transportation Weather Information System (ATWIS) was designed to provide en-route weather forecasts and road condition information to the traveling public. While a number of activities were underway by other groups to operationally test and evaluate metro or urban traveler information systems in the 75 major transportation markets, ATWIS embarked to determine whether it was possible to provide a national standard for statewide or multi-state systems that addressed the long distance and commuter travelers’ needs across a wide variety of industries. ATWIS was the first system to develop, test, and produce an operational rural system for travel across vast open spaces, where road conditions and weather information are essential to economic and personal safety. ATWIS capitalized on the existing wireless telecommunication infrastructure while designing a system that can easily expand and adapt to the rapidly changing telecommunications industry. In accomplishing its goals, ATWIS has utilized Intelligent Transportation Systems Integration to merge technologies from meteorology, computer science, wireless telecommunication, road weather monitoring and forecasting, and transportation together into a single decision support system that can respond, adapt, and disseminate information on short notice, within a recurring cycle. ATWIS has the ability to quickly adjust to changes in information standards, formats, and protocols as this industry matures. The Advanced Transportation Weather Information System (ATWIS) was a pioneering endeavor that opened the technological doorway for the present day advances in traveler safety and mobility. The present national 511 system that continues to expand across the nation owes its very beginning in rural areas to ATWIS and the #SAFE technologies that resulted. The ATWIS research was the first major sustained road weather research to occur on a university campus, and the benefits of the data assimilation and mesoscale weather prediction methodologies that it introduced into road weather forecasting systems has revolutionized the present practice of surface transportation weather services.
KW  - High risk locations
KW  - Highway operations
KW  - Highway safety
KW  - Real time information
KW  - Road weather information systems
KW  - Weather conditions
KW  - Weather forecasting
KW  - Weather radar
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14255.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14255_files/14255.pdf
UR  - https://trid.trb.org/view/868533
ER  - 

TY  - RPRT
AN  - 01108429
AU  - Fu, Haoqiang
AU  - Wilmot, Chester G
AU  - Louisiana State University, Baton Rouge
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Modeling Hurricane Evacuation Traffic: Development of a Time-Dependent Hurricane Evacuation Demand Model
PY  - 2006/04//Final Report
SP  - 141p
AB  - Little attention has been given to estimating dynamic travel demand in transportation planning in the past. However, when factors influencing travel are changing significantly over time – such as with an approaching hurricane - dynamic demand and the resulting variation in traffic flow on the network become important. In this study, dynamic travel demand models for hurricane evacuation were developed with two methodologies: survival analysis and sequential choice model. Using survival analysis, the time before evacuation from a pending hurricane is modeled with those that do not evacuate considered as censored observations. A Cox proportional hazards regression model with time-dependent variables and a Piecewise Exponential model were estimated. In the sequential choice model, the decision to evacuate in the face of an oncoming hurricane is considered as a series of binary choices over time. A sequential logit model and a sequential complementary log-log model were developed. Each model is capable of predicting the probability of a household evacuating at each time period before hurricane landfall as a function of the household’s socio-economic characteristics, the characteristics of the hurricane (such as distance to the storm), and policy decisions (such as the issuing of evacuation orders). Three datasets were used in this study. They were data from southwest Louisiana collected following Hurricane Andrew, data from South Carolina collected following Hurricane Floyd, and stated preference survey data collected from the New Orleans area. Based on the analysis, the sequential logit model was found to be the best alternative for modeling dynamic travel demand for hurricane evacuation. The sequential logit model produces predictions which are superior to those of the current evacuation participation rate models with response curves. Transfer of the sequential logit model estimated on the Floyd data to the Andrew data demonstrated that the sequential logit model is capable of estimating dynamic travel demand in a different environment than the one in which it was estimated with reasonable accuracy. However, more study is required on the transferability of models of this type, as well as the development of procedures that would allow the updating of transferred model parameters to better reflect local evacuation behavior.
KW  - Behavior
KW  - Choice models
KW  - Databases
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Hurricane Andrew, 1992
KW  - Hurricane Floyd, 1999
KW  - Hurricanes
KW  - Logits
KW  - New Orleans (Louisiana)
KW  - Survey methods
KW  - Time dependence
KW  - Traffic flow
KW  - Travel demand
UR  - http://www.ltrc.lsu.edu/pdf/2008/fr_408.pdf
UR  - https://trid.trb.org/view/868313
ER  - 

TY  - RPRT
AN  - 01104355
AU  - Vivar, Eliana del Pilar
AU  - Haddock, John E
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - HMA Pavement Performance and Durability
PY  - 2006/04//Final Report
SP  - 192p
AB  - It has long been argued that at densities higher than approximately 92 percent (air void contents lower than 8 percent), a hotmix asphalt mixture is impermeable to water. However, as densities become lower (air void contents higher) than this, small decreases in the density can yield exponential increases in permeability. The objectives of this study were to better understand the increases in hot-mix asphalt pavement performance and durability that can be gained by increasing the initial pavement density and to better quantify the inter-relationship among pavement density, permeability, and moisture-induced damage. The long-term performance and durability of four hot-mix asphalt mixtures at four different air void contents were evaluated with the dynamic modulus and beam fatigue apparatus. The mixtures differed in both aggregate size and gradation. In order to evaluate durability effects, performance tests were performed on unconditioned, moisture conditioned and ovenaged samples. The results indicate that density (air void content) is a significant factor in the performance and durability of hotmix asphalt mixtures. Its effects vary with aggregate size and gradation, but increases in mixture density (reductions in air voids content) produce improvements in the dynamic modulus (reduction of rutting potential) and fatigue life of a mixture. Further, the fatigue life appears to be less sensitive to density (air voids content) than to moisture damage.
KW  - Air voids
KW  - Asphalt based materials
KW  - Asphalt mixtures
KW  - Hot mix asphalt
KW  - Indiana
KW  - Mix design
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Paving materials
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1739&context=jtrp
UR  - https://trid.trb.org/view/864127
ER  - 

TY  - RPRT
AN  - 01100735
AU  - Ardani, Ahmad Allen
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of Proven PCCP Practices in Colorado
PY  - 2006/04//Final Report
SP  - 36p
AB  - This paper is an overview of the proven concrete pavement practices that the Colorado Department of Transportation (CDOT) has implemented over the last several years. These include implementation of the following practices: (1) Implementation of Longitudinal Tining: Nine test sections were constructed on I-70 near Denver, Colorado with varying textural characteristics. Texture depth, skid numbers at different speeds, and their noise properties were measured. Based on the finding of this research study CDOT adopted the longitudinal tining (uniformly spaced ¾ in.) as a preferred method of texturing concrete pavements in 1997. Longitudinally tined portland cement concrete pavement (PCCP) exhibits low noise levels and provides adequate friction. (2) Implementation of the Wider Slab, SPS-2 Experiment Spin-Off Product: This experiment dealt with various structural factors in concrete, one of which was the wider slab (14-ft slab). The results of this study revealed that 2 ft of widening was adequate. Structurally speaking, their contributions were found to be equivalent to 1 in. of slab thickness. (3) Implementation of Single-Cut Joints, SPS-4 Experiment Spin-Off Product: The results of this study revealed that the single cut (1/8 in. joints) were as effective as CDOT’s standard double cut (3/8 in. joints). The only difference was that the narrower joints were less labor-intensive and required much less sealant material. Based on a cost-benefit analysis, a saving of 57 cents per linear foot of joint was realized, which equates to approximately 1.7 million dollars per 100 miles of 2-lane concrete pavement. (4) Addressing Premature PCCP Longitudinal Cracking: This experiment presents an evaluation of several PCCP with premature longitudinal cracking. All of the locations discussed are in Region 1 of the CDOT. This study resulted in 2 new specifications: 1- Requiring the engineer to measure saw-cut depth at intervals of 1 per 1/10 of a mile (528 ft); and 2- Requiring paving contractors to equip their paving machines with vibrator monitoring devices.
KW  - Benefit cost analysis
KW  - Best practices
KW  - Colorado
KW  - Concrete pavements
KW  - Implementation
KW  - Longitudinal cracking
KW  - Pavement grooving
KW  - Pavement joints
KW  - Pavement widening
KW  - Slabs
KW  - Specifications
KW  - Texture
KW  - Width
UR  - http://www.dot.state.co.us/publications/PDFFiles/pccpimplementation.pdf
UR  - https://trid.trb.org/view/860326
ER  - 

TY  - RPRT
AN  - 01099550
AU  - Ulker, M B C
AU  - Rahman, M Shamimur
AU  - Mirmiran, Amir
AU  - Zheng, R
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Traffic Control Design for Portable Concrete Barriers
PY  - 2006/04//Final Report
SP  - 142p
AB  - The highway construction is among the most hazardous construction activities, with 39 deaths per 100,000 U.S. workers, as compared to only 6 deaths per 100,000 U.S. workers in all other industries (U.S. Bureau of Labor Statistics). Of this number, the highest fatality rate, which is approximately 23%, is due to workers being struck by vehicles intruding the work zones. In order to reduce this hazard portable concrete barriers are used to control the traffic and protect the work zones. In accordance with the standards developed by National Cooperative Highway Research Program (NCHRP), the North Carolina Department of Transportation (NCDOT) has been in the process of developing its own traffic control design manual since the applicability of the existing method of evaluating the displacements of the barriers (NCDOT plans to use Ftype and the Oregon Tall F-type), is questionable. This investigation was undertaken to develop design aids for portable concrete barriers (PCB) to be included in the new NCDOT traffic control design manual. In this study the problem of vehicular impact on barriers are thoroughly investigated. The two available crash tests are modeled and impact response simulated through a finite element based program, ANSYS-LSDYNA. On the basis of the insight gained through these detailed numerical analyses and calibration of essential model parameters, a simpler program MSC Working Model is used to perform a comprehensive study of the barriers’ response under vehicular impact. This leads to the development of a set of design curves for assessing the barrier displacement and related design variables. The finite element based modeling and simulation has been performed at North Carolina State University (NCSU), and the analyses using MSC Working Model and the development of design curves were carried out at Florida International University (FIU).
KW  - Barrier walls
KW  - Concrete barriers
KW  - Fatalities
KW  - Finite element method
KW  - North Carolina
KW  - Portable equipment
KW  - Road construction
KW  - Traffic control
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-10FinalReport.pdf
UR  - https://trid.trb.org/view/859114
ER  - 

TY  - RPRT
AN  - 01074567
AU  - Federal Highway Administration
TI  - Capital Beltway study, Fairfax County, from I-95/I-495 Interchange to American Legion Bridge : environmental impact statement
PY  - 2006/04//Volumes held: Draft(2v)(v.2 fol), Final
KW  - Environmental impact statements
KW  - Virginia
UR  - https://trid.trb.org/view/833961
ER  - 

TY  - RPRT
AN  - 01038278
AU  - Porter, Max L
AU  - Cable, James K
AU  - Fanous, Fouad S
AU  - Harrington, John F
AU  - Pierson, Nathan J
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory Study of Structural Behavior of Alternative Dowel Bars
PY  - 2006/04//Final Report
SP  - 99p
AB  - Load transfer across transverse joints has always been a factor contributing to the useful life of concrete pavements. For many years, round steel dowels have been the conventional load transfer mechanism. Many problems have been associated with the round steel dowels. The most detrimental effect of the steel dowel is corrosion. Repeated loading over time also damages joints. When a dowel is repeatedly loaded over a long period of time, the high bearing stresses found at the top and bottom edge of a bar erode the surrounding concrete. This oblonging creates multiple problems in the joint. Over the past decade, Iowa State University has performed extensive research on new dowel shapes and materials to mitigate the effects of oblonging and corrosion. This report evaluates the bearing stress performance of six different dowel bar types subjected to two different shear load laboratory test methods. The first load test is the American Association of State Highway and Transportation Officials (AASHTO) T253 method. The second procedure is an experimental cantilevered dowel test. The major objective was to investigate and improve the current AASHTO T253 test method for determining the modulus of dowel support, k sub 0. The modified AASHTO test procedure was examined alongside an experimental cantilever dowel test. The modified AASHTO specimens were also subjected to a small-scale fatigue test in order to simulate long-term dowel behavior with respect to concrete joint damage. Loss on ignition tests were also performed on the glass fiber reinforced polymer (GFRP) dowel specimens to determine the resin content percentage. The study concluded that all of the tested dowel bar shapes and materials were adequate with respect to performance under shear loading. The modified AASHTO method yielded more desirable results than the ones obtained from the cantilever test. The investigators determined that the experimental cantilever test was not a satisfactory test method to replace or verify the AASHTO T253 method.
KW  - Cantilevers
KW  - Concrete pavements
KW  - Corrosion
KW  - Dowels (Fasteners)
KW  - Fatigue tests
KW  - Laboratory tests
KW  - Load transfer
KW  - Oblonging
KW  - Tie bars
KW  - Transverse joints
UR  - http://www.operationsresearch.dot.state.ia.us/reports/reports_pdf/hr_and_tr/reports/tr510.pdf
UR  - https://trid.trb.org/view/794608
ER  - 

TY  - RPRT
AN  - 01036747
AU  - Ioannides, Anastasios M
AU  - Mills, Jeff C
AU  - Miller, Richard A
AU  - Deshini, Amarendranath
AU  - Walsh, Kristina M
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Larger Sized Coarse Aggregates in Portland Cement Concrete Pavements and Structures
PY  - 2006/04//Final Report
SP  - 147p
AB  - This project assesses the effects of aggregate type and size on the mechanical properties of concrete, viz., on the compressive and flexural strengths, and on the modulus of elasticity.  Explored are three aggregate gradations (No. 57, No. 467, and No. 357) consisting of two aggregate types (natural and crushed).  Concrete  made according to the specification for the Ohio Department of Transportation (ODOT) standard Class C mix provides the baseline for mechanical properties.  The properties of the six concrete mixes produced are compared, in order to determine if aggregate gradation and type have a significant effect, using the following tests at 3, 7, 28, 56 and 90 days: (a) Compression; (b) Modulus of rupture; and (c) Modulus of elasticity.  A series of environmental tests are documented in a companion report submitted under this contract.  Air content, slump and unit weight tests were conducted for each mix.  For the most part, different coarse aggregate properties did not impact significantly the mechanical properties of concrete examined.  When significant differences were observed, these were confounded by variability issues related to the testing protocols themselves, and by mineralogical distinctions among the various aggregate blends.  It is, therefore, concluded that coarse aggregate gradation had little effect on the mechanical properties of concrete.  These results indicate that larger sized coarse aggregates can be used for pavements and highway structures without significantly compromising the mechanical properties of the concrete, and afford concrete producers more flexibility in creating cost-effective and cement-efficient mixes.  In view of the natural variability of concrete test results, it is recommended that the number of specimens tested be increased to five or six, in order to improve the confidence level.  Conversely, the number of testing dates can be considerably curtailed without compromising the quality of the data obtained.
KW  - Aggregate gradation
KW  - Coarse aggregates
KW  - Compression tests
KW  - Compressive strength
KW  - Concrete
KW  - Concrete pavements
KW  - Concrete structures
KW  - Cost effectiveness
KW  - Flexural strength
KW  - Mechanical properties
KW  - Mix design
KW  - Modulus of elasticity
KW  - Modulus of rupture
KW  - Portland cement concrete
UR  - http://www.dot.state.oh.us/research/2006/Materials/14803%20Vol%201-FR.pdf
UR  - https://trid.trb.org/view/793164
ER  - 

TY  - RPRT
AN  - 01035629
AU  - Johnson, Craig
AU  - Pitts, Ryan
AU  - Porreca, Lori
AU  - Frey, David
AU  - Utah State University, Logan
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - UDOT Wetland Functional Assessment Method
PY  - 2006/04//Final Report
SP  - 175p
AB  - The Utah Department of Transportation (UDOT) Wetland Functional Assessment Method is a science-based, rapid, economical and repeatable wetland evaluation method applicable to Utah. It is based extensively on the Montana Department of Transportation (MDT) "Montana Wetland Assessment Method" (1999) and is designed to specifically address highways and other lineal projects. The method is intended to evaluate wetland functions and values, not to delineate wetland boundaries. The Wetland Functional Assessment Method incorporates Utah wetland types, wildlife, other Utah-specific issues, water quality, connectivity and stream type classifications. The objectives of developing this method were: 1) to meet the needs of local regulatory agencies for quantifying jurisdictional wetland functions and values inherent in the majority of proposed wetland disturbance-related projects in the state, particularly highway projects, 2) to minimize subjectivity and variability between wetland evaluators, 3) to provide a means of assigning wetlands overall ratings to facilitate the avoidance of wetlands with the highest functional value, and 4) to use some of the principles of the hydro geomorphic (HGM) assessment method in the evaluation process as an interim method if and until HGM is implemented in Utah, and as an alternative once HGM is implemented.
KW  - Evaluation and assessment
KW  - Highways
KW  - Hydrogeomorphic assessment (Wetlands)
KW  - Montana Department of Transportation
KW  - Regulatory agencies
KW  - Utah
KW  - Water quality
KW  - Wetlands
KW  - Wildlife
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=12601
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=53197
UR  - https://trid.trb.org/view/790637
ER  - 

TY  - RPRT
AN  - 01034023
AU  - Stoll, Barton L
AU  - O'Reilly, James E
AU  - Bell, Lansford C
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Methodologies for Determining Construction Contract Time and Evaluating Contract Time Extensions
PY  - 2006/04//Final Report
SP  - 168p
AB  - This study summarizes research conducted for the South Carolina Department of Transportation (SCDOT) on procedures for determining construction contract time and evaluating contract time extensions. The objectives of this research were to identify best practice approaches to project time duration estimates, to evaluate the current methods being used, to recommend changes to improve SCDOT’s current process without significantly increasing cost of construction, and to recommend changes to improve the process for calculating contract time extensions. It has been documented by the Transportation Research Board that there has been a shift in the type of highway construction being performed and that current projects tend to have a greater impact on the traveling public. Keeping construction times short on heavily traveled roads is important to minimize economic impact and delays to public users. Currently many states are working to improve the procedures they use for determining contract times. Several methods are being used which range from manual estimation techniques using spreadsheets, to specially developed computer systems which use critical path scheduling techniques. This study discusses methods being used by state Departments of Transportation for determining contract time and evaluating contract time extensions. It also examines using commercially available scheduling software in conjunction with production rate data for calculating contract completion dates. Previously completed projects are used as case studies to compare the current estimating method to the scheduling software estimation and actual project completion date.  Several of these projects were also used to evaluate scheduling software's ability to evaluate contract time extension.  The finding of this research indicate that commercially available scheduling software can be used to consistently estimate contract time durations and evaluate requests for contract time extensions.  Computer generated contract time estimations are comparable to the method currently being used and can be used on multiple project types with favorable results.  Computer scheduling software can also be used to estimate contract time extensions and evaluate the impact of granting extension on the project as a whole.
KW  - Best practices
KW  - Case studies
KW  - Contract administration
KW  - Contract time
KW  - Contract time extensions
KW  - Costs
KW  - Critical path method
KW  - Economic impacts
KW  - Road construction
KW  - Schedules and scheduling
KW  - Scheduling software
KW  - South Carolina
KW  - Spreadsheets
UR  - https://trid.trb.org/view/790343
ER  - 

TY  - RPRT
AN  - 01033999
AU  - Scully, Tim
AU  - Graves, R Clark
AU  - Allen, David
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Identification of Pavement Distress in Kentucky
PY  - 2006/04//Final Report
SP  - 62p
AB  - In Kentucky, the roads are comprised primarily of two types of pavement. The first is Portland Cement Concrete (PCC), a rigid pavement, and the other is Asphaltic Concrete (AC), a flexible pavement. There is a noticeable difference in their appearance, ride, cost and performance. Since Kentucky utilizes both pavements, as many states do, it is necessary to have a system in place to consistently identify pavement distress and categorize their overall performance.
KW  - Asphalt concrete
KW  - Cracking
KW  - Faulting
KW  - Flexible pavements
KW  - Kentucky
KW  - Pavement distress
KW  - Pavement management systems
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Rigid pavements
KW  - Rutting
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_05_29_SPR_267_02_1F.pdf
UR  - https://trid.trb.org/view/790144
ER  - 

TY  - RPRT
AN  - 01033986
AU  - Dlesk, Ryan J
AU  - Bell, Lansford C
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Outsourcing Versus In-House Highway Maintenance: Cost Comparison and Decision Factors
PY  - 2006/04//Final Report
SP  - 102p
AB  - A research project was conducted by Clemson University for the South Carolina Department of Transportation (SCDOT) to examine the relative merits of outsourcing highway maintenance activities as opposed to performing those activities with in-house forces. The project examined the costs associated with maintenance work performed within the state for 20 maintenance-related activities in FY 03-04. The in-house unit costs for activities including drain pipe installation, mowing, sign installation, and full depth patching were found to be about the same as their outsourcing unit cost. Some activities including drainage structure replacement, guardrail installation, and raised pavement marker installation, were difficult to compare due to project contract differences. Then too, some activities were performed exclusively either by contract or in-house in FY 03-04. The project also included workshops conducted in all seven SCDOT district offices to examine subjective factors that impact local decisions as to whether or not it is appropriate to outsource various maintenance activities. District personnel cited equipment availability, local contractor expertise, SCDOT inspection and contract administration capabilities, seasonal work fluctuations, and the need for immediate SCDOT response to specified problems among their decision factors. Workshop participants also suggested that improvements be made to standard outsourcing contracts to give them more leverage with respect to specification conformance.
KW  - Alternatives analysis
KW  - Contract administration
KW  - Contracting out
KW  - Costs
KW  - Highway maintenance
KW  - South Carolina
KW  - Strategic planning
UR  - http://www.ces.clemson.edu/t3s/scdot/pdf/projects/SPR%20653.pdf
UR  - https://trid.trb.org/view/790331
ER  - 

TY  - RPRT
AN  - 01033137
AU  - Aultman-Hall, Lisa
AU  - Zinke, Scott
AU  - Connecticut Academy of Science and Engineering
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Winter Highway Maintenance – Case Studies for Connecticut’s Consideration
PY  - 2006/04//Final Report
SP  - 54p
AB  - The Connecticut Department of Transportation (ConnDOT), Bureau of Engineering and Highway Operations is responsible for winter highway maintenance operations. Many transportation agencies in the United States and Canada have been involved in improving winter highway maintenance operations through use of various materials, application methods, and improved weather information and systems. The goal of this study was to provide a literature-based best practices/case studies review of alternative approaches for winter highway operations in use today or planned within the US or other countries that may be applicable for use in Connecticut.
KW  - Anti-icing
KW  - Best practices
KW  - Case studies
KW  - Connecticut
KW  - Deicing
KW  - Highway maintenance
KW  - Literature reviews
KW  - Prewetting
KW  - Road weather information systems
KW  - Snow and ice control
KW  - Winter maintenance
UR  - http://docs.trb.org/01033137.pdf
UR  - https://trid.trb.org/view/789532
ER  - 

TY  - RPRT
AN  - 01032971
AU  - Neale, Vicki L
AU  - Perez, Miguel A
AU  - Doerzph, Zachary R
AU  - Lee, Suzanne E
AU  - Stone, Scott
AU  - Dingus, Thomas A
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Virginia Transportation Research Council
AU  - Federal Highway Administration
TI  - Intersection Decision Support: Evaluation of a Violation Warning System to Mitigate Straight Crossing Path Collisions
PY  - 2006/04//Final Contract Report
SP  - 411p
AB  - This project entailed the design, development, testing, and evaluation of intersection decision support (IDS) systems to address straight crossing path (SCP) intersection crashes. This type of intersection crash is responsible for more than 100,000 crashes and thousands of fatalities each year. In developing these IDS systems for both signalized and stop-controlled intersections, a top-down systems approach was used that determined the necessary system functions and evaluated the capability of different technologies to perform those functions. Human factors tests were also conducted that evaluated the effectiveness of warning algorithms and infrastructure-based driver-infrastructure interfaces in eliciting a stopping response from drivers about to be involved in an SCP intersection crash. Results indicated that further technological development is needed for the sensing and intersection state IDS functions. Furthermore, infrastructure-based warning interfaces tested were greatly outperformed by previously-tested in-vehicle warnings. Thus, future research on IDS systems should focus on their infrastructure-cooperative configuration, where the system supports an in-vehicle warning.
KW  - Communications
KW  - Crashes
KW  - Decision support systems
KW  - Human factors
KW  - Intersections
KW  - Signalized intersections
KW  - Stop controlled intersections
KW  - Stopping
KW  - Straight crossing path
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr10.pdf
UR  - http://ntl.bts.gov/lib/37000/37300/37315/06-cr10.pdf
UR  - https://trid.trb.org/view/788321
ER  - 

TY  - RPRT
AN  - 01032943
AU  - Holick, Andrew J
AU  - Chrysler, Susan T
AU  - Park, Eun Sug
AU  - Carlson, Paul J
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Clearview Font for Negative Contrast Traffic Signs
PY  - 2006/04//Technical Report:
SP  - 130p
AB  - Texas Department of Transportation (TxDOT) sponsored research has shown that the Clearview font provides longer legibility distances than the Highway Gothic font Series E (Modified) when used on freeway guide signs with positive contrast of white letters on a dark background. Additional studies have shown that Clearview outperforms other versions of Highway Gothic fonts on other, smaller types of guide signs. These results have helped support the adoption of the Clearview font into the Federal Highway Administration’s (FHWA) "Standard Highway Signs" book. The Clearview font has been developed with two sets of fonts—one for positive contrast signs and another for negative contrast signs. Prior to this research project, there were no studies documenting the performance of the Clearview font for negative contrast signs such as those found in the regulatory and warning sign series. This research project evaluated the negative contrast Clearview font in black letters on fluorescent yellow, fluorescent orange, and white backgrounds. The researchers performed a laptop-based presentation survey and a closed-course field study. The laptop survey used static, in-context sign images to compare sign fonts. The field study was a dynamic recognition and legibility test using full-sized retroreflective signs during the day and at night. The field study compared the standard font to three treatments of the Clearview font. The results of this research project show that the Clearview font provides the same performance as the current FHWA font series for negative contrast traffic signs with the exception of the nighttime recognition. In this instance, the straight replacement of Clearview did not achieve similar recognition distances as the FHWA font series until the stroke width was increased to the next weight. The recognition distance provided by traffic signs can be considered one of the most critical measures of effectiveness when assessing sign performance. Therefore, because there were no statistically significant increases in recognition or legibility distances for any of the Clearview fonts tested, and because the results of the nighttime recognition analysis showed a decrease in recognition distance when the FHWA font was replaced with the Clearview font, the researchers recommend that TxDOT continue using the FHWA font series for negative contrast signs.
KW  - Clearview font
KW  - Contrast
KW  - Evaluation
KW  - Field studies
KW  - Guide signs
KW  - Legibility
KW  - Recognition distance
KW  - Retroreflective materials
KW  - Traffic signs
KW  - Warning signs
UR  - http://tti.tamu.edu/documents/0-4984-1.pdf
UR  - https://trid.trb.org/view/788219
ER  - 

TY  - RPRT
AN  - 01031645
AU  - Pearson, W H
AU  - Southard, S L
AU  - May, C W
AU  - Skalski, J R
AU  - Townsend, R L
AU  - Horner-Devine, A R
AU  - Thurman, D R
AU  - Hotchkiss, R H
AU  - Morrison, R R
AU  - Richmond, M C
AU  - Deng, D
AU  - Pacific Northwest National Laboratory
AU  - Federal Highway Administration
TI  - Research on the Upstream Passage of Juvenile Salmon through Culverts: Retrofit Baffles
PY  - 2006/04//Final Report
SP  - 60p
AB  - This report provides data from biological tests conducted November 2005 through January 2006 by Battelle for the Washington State Department of Transportation (WSDOT) at the Culvert Test Bed Facility located at the Washington Department of Fish and Wildlife (WDFW) Skookumchuck Hatchery near Tenino, Washington. Fish tests evaluated passage success in a 40-ft corrugated culvert without baffles or with three weir baffles at one culvert slope (1.14%) and over five flows (1.5, 3, 6, 8, and 12 cfs). The 3- and 8-cfs flows were tested under an additional backwatering condition. The relationships between natural logarithm of passage success of juvenile coho salmon (94 mm to 104 mm) and culvert discharge were statistically significant and curvilinear for all three configurations. For the configuration without baffles, passage success was about 40% at 1.5 cfs, increased to about 70% at 3 cfs, and then decreased to less than 10% at 12 cfs. The curves for configurations without baffles and with baffles and elevated backwatering condition did not differ significantly. Both these curves were significantly greater than the curve for the configuration with baffles and standard backwatering condition. Backwatering influences passage success through baffled culverts and needs to be considered as an experimental variable in future studies. Behavioral observations indicate the fish used low-velocity pathways and that these pathways differed between the baffled and unbaffled conditions and perhaps differed with flow for the baffled condition.
KW  - Backwatering
KW  - Baffles
KW  - Biological activity
KW  - Coho salmon
KW  - Culverts
KW  - Fish passage
KW  - Fishes
KW  - Research reports
KW  - Salmon
KW  - Tenino (Washington)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/644.1.pdf
UR  - http://ntl.bts.gov/lib/26000/26900/26939/Retrofit_FishPassage_06Final.pdf
UR  - https://trid.trb.org/view/787477
ER  - 

TY  - RPRT
AN  - 01031288
AU  - Brown, Michael D
AU  - Sankovich, Cameron L
AU  - Bayrak, Oguzhan
AU  - Jirsa, James O
AU  - Breen, John E
AU  - Wood, Sharon L
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design for Shear in Reinforced Concrete Using Strut-and-Tie Models
PY  - 2006/04//Technical Report
SP  - 354p
AB  - The design of reinforced concrete members for shear was studied. Both strut-and-tie models (STM) and sectional methods were examined. Initially, the response of isolated struts was observed. Various layout of reinforcement were used within the isolated struts. Three series of deep beam tests were also conducted. The first series was used to examine the effects of load distribution (uniform or concentrated) and distribution of shear reinforcement (horizontal and vertical) on shear strength of deep beams. The effects of beam width and shear span-to-depth ratio on shear strength were studied using the second series of beam tests. In the final series, the effects of load distribution on specimens without shear reinforcement were observed. A database of approximately 1,200 experimental results was compiled. The database, along with the experimental program, was used to evaluate the levels of conservatism of North American STM code provisions as well as sectional design provisions. A new design procedure was developed to improve the safety of STM design procedures. Along with the new procedures, an expression was created to determine the necessary amount of reinforcement within a bottle-shaped strut. Finally, recommendations to improve the conservatism of sectional design provisions were developed.
KW  - Beams
KW  - Load transfer
KW  - Reinforced concrete
KW  - Shear reinforcement
KW  - Shear strength
KW  - Structural design
KW  - Structural members
KW  - Strut and tie method
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4371_2.pdf
UR  - https://trid.trb.org/view/787671
ER  - 

TY  - RPRT
AN  - 01031284
AU  - Yildirim, Yetkin
AU  - Culfik, Mehmet Sait
AU  - Lee, Jeffrey
AU  - Stokoe, Kenneth H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Pavement Performance Evaluation by Using Field Data
PY  - 2006/04//Technical Report
SP  - 144p
AB  - This project was conducted to determine the correlation of field performance to Hamburg Wheel Tracking Device (HWTD) testing results. The HWTD measures the combined effects of rutting and moisture damage by rolling a steel wheel across the surface of an asphalt concrete specimen that is immersed in hot water. The test results from this laboratory equipment have been promising in regard to evaluating the moisture susceptibility of hot mix asphalt mixtures. This five-year research project will be an important step in validating the test and ensuring that the test results could be used reliably to predict performance. Three designs (Superpave, CMHB-C, and Type C) and three aggregate sources (siliceous gravel, sandstone, and quartzite) were used for this study. The test sections, including nine different mixture designs, were constructed on IH 20 in Harrison County to observe the performance of the overlays under real traffic conditions. Field performance will be observed through visual pavement condition surveys and nondestructive tests for four years. This research report summarizes the nondestructive test results and visual pavement condition surveys in the fourth year of this study.
KW  - Aggregates
KW  - Asphalt concrete
KW  - Condition surveys
KW  - Correlation analysis
KW  - Evaluation
KW  - Field tests
KW  - Gravel
KW  - Hamburg Wheel Tracking Device
KW  - Highway traffic
KW  - Hot mix asphalt
KW  - Mix design
KW  - Moisture damage
KW  - Nondestructive tests
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Quartzite
KW  - Rutting
KW  - Sandstones
KW  - Silica
KW  - Superpave
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4185_4.pdf
UR  - https://trid.trb.org/view/787775
ER  - 

TY  - RPRT
AN  - 01030773
AU  - Federal Highway Administration
TI  - Border Information Flow Architecture
PY  - 2006/04
SP  - 2p
AB  - This brochure describes the Border Information Flow Architecture (BIFA).  The Transportation Border Working Group, a bi-national group that works to enhance coordination and planning between the United States and Canada, identified collaboration on the implementation of border technology as one of its key priorities.  To advance this priority, the U.S. Department of Transportation, Federal Highway Administration, and Transport Canada, in partnership with state and provincial transportation organizations and other federal agencies, initiated the development of BIFA.  BIFA supports the planning, development, and implementation of intelligent transportation systems (ITS) and other technology-based solutions at the U.S.-Canada border.  This brochure outlines the scope of BIFA architecture and proposes next steps for agencies using or planning to use BIFA.
KW  - Border Information Flow Architecture
KW  - Brochures
KW  - Canada
KW  - Intelligent transportation systems
KW  - International borders
KW  - Transborder data flow
KW  - United States
KW  - United States-Canada Border
UR  - http://ops.fhwa.dot.gov/freight/freight_analysis/gateways_borders/freight_info/borderinfo/bifa.pdf
UR  - https://trid.trb.org/view/787713
ER  - 

TY  - RPRT
AN  - 01030733
AU  - French, Jim
AU  - French, Millie
AU  - French Engineering, LLC
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Traffic Data Collection Methodologies
PY  - 2006/04//Final Report
SP  - 114p
AB  - The focus of this research was to field-test portable and permanently-installed non-intrusive traffic data collection equipment.  Four sites were selected in the Uniontown, Pennsylvania area.  The primary objective of the site selection was to provide a cross-section of roadside environments of equipment setup.  A secondary objective was to select sites near in-pavement traffic counting stations operated by the Pennsylvania Department of Transportation (PennDOT).  PennDOT operates in-pavement counting stations that are both short-term (STIP) and permanent (ATR).  The testing was conducted over a two day period.  The equipment was set up at each site by the vendor representatives.  Vendors were given approximately two hours to set up, and data collection at each site was four hours in duration.  In short, data collection determined that acoustic sensors might be most appropriate in areas where an overhead sensor is needed but the right-of-way is limited and overhead utilities are not an issue.  Microwave sensors might be most appropriate in areas where the right-of-way is not an issue and it is desired to move the sensor as far as possible from the traveling lanes.  The TIRTL (an infrared sensor) might be most appropriate in instances where truck classification is important and roadway geometry allows the device to be set up to manufacturer specifications.
KW  - Acoustic detectors
KW  - Data collection
KW  - Field tests
KW  - Infrared detectors
KW  - Methodology
KW  - Microwave detectors
KW  - Non-intrusive detectors
KW  - Portable equipment
KW  - Sensors
KW  - Traffic counting stations
KW  - Traffic data
KW  - Uniontown (Pennsylvania)
UR  - https://trid.trb.org/view/786827
ER  - 

TY  - RPRT
AN  - 01030701
AU  - Griffin, Gene C
AU  - Hough, Jill
AU  - Harrington-Hughes, Kathryn
AU  - Upper Great Plains Transportation Institute
AU  - Mountain-Plains Consortium
AU  - Federal Highway Administration
TI  - A Process for County Road Planning
PY  - 2006/04
SP  - 71p
AB  - A county road planning process was developed that would facilitate the best use of scarce resources and that could be easily adapted to a county's unique situation.  The planning process was used to create a county road plan for Cass County, North Dakota, and the process was modified during the project to reflect what was learned as the county's road plan was being developed.  The planning process recommended in this report consists of five basic steps with 15 associated activities.  The process is intended to be used not only by county transportation administrators, but also by consultants and state Local Technical Assistance Program (LTAP) personnel. Consultants and LTAP personnel can provide counties with valuable assistance in using the recommended planning process and in developing county road plans.
KW  - Cass County (North Dakota)
KW  - County roads
KW  - Highway planning
KW  - Local Technical Assistance Program
KW  - Personnel
KW  - Planning methods
KW  - Transportation administrators
UR  - http://www.mountain-plains.org/pubs/html/mpc-06-183/
UR  - http://www.mountain-plains.org/pubs/pdf/MPC06-183.pdf
UR  - https://trid.trb.org/view/786724
ER  - 

TY  - RPRT
AN  - 01029715
AU  - Fitzpatrick, David
AU  - Dreyfus, Daniel
AU  - Onder, Michael
AU  - Sedor, Joanne
AU  - Booz Allen Hamilton
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - The Electronic Freight Management Initiative
PY  - 2006/04
SP  - 24p
AB  - This report discusses the Electronic Freight Management (EFM) initiative, a U.S. Department of Transportation (DOT) sponsored research effort that partners with industry to improve the operating efficiencies, safety, and security of goods movement.  The EFM initiative uses Web technologies to improve data and message transmissions and facilitate business transactions among supply chain partners.  A service-oriented architecture leverages the Web technologies and supports them by setting data standards.  The potential benefits of using Web technologies include:  1) improving shipment visibility throughout the supply chain, 2) reducing the amount of repetitive data entry required, 3) augmenting the diagnostic tracking abilities that come from greater supply chain visibility, 4) simplifying interfaces with government agencies, and 5) providing additional data on shipment status that can make supply chains more secure.  A service-oriented architecture leverages Web technologies.  The paper provides the context for developing the EFM initiative and describes its approach, components, and products.  It also discusses the benefits of using EFM concepts and the importance of adopting data standards to improve communication among supply chain partners.  The paper identifies opportunities for implementation in both the private and public sectors and discusses approaches to achieve broad adoption.
KW  - Benefits
KW  - Data standards
KW  - Electronic data interchange
KW  - Electronic freight management
KW  - Freight traffic
KW  - Governments
KW  - Implementation
KW  - Operating efficiency
KW  - Private enterprise
KW  - Security
KW  - Service-oriented architecture
KW  - Supply chain management
KW  - Transportation safety
KW  - Web-based systems
UR  - http://www.ops.fhwa.dot.gov/freight/intermodal/efmi/electronic.pdf
UR  - http://www.ops.fhwa.dot.gov/freight/intermodal/efmi/index.htm
UR  - https://trid.trb.org/view/786655
ER  - 

TY  - RPRT
AN  - 01029710
AU  - Pitts, Ryan J
AU  - Utah State University, Logan
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Field Analysis of the UDOT Wetland Functional Assessment Method
PY  - 2006/04//Final Report
SP  - 164p
AB  - The Utah Department of Transportation (UDOT) Wetland Functional Assessment Method (WFAM) (UDOT Report UT-06.12) has recently been developed to evaluate wetland functions and values along highways and other lineal projects in Utah.  This method was developed for UDOT by Utah State University based on a similar method in use by the Montana Department of Transportation.  Throughout the development process, concerns have arisen as to whether or not the assessment method will be understood by field evaluators with limited experience and training with regards to wetlands.  Additional concerns include whether or not the UDOT WFAM enables evaluators to produce relatively accurate and consistent outcomes that are representative of the wetland sites and to insure compliance with regulatory agency criteria.  This report summarizes a field analysis performed to achieve three goals:  First, to field test and evaluate the UDOT WFAM and specifically address the concerns of consistency, usability, and relative accuracy; Second, to compare, in a general way, the UDOT method with three other functional assessment methods being used in the field; Third, to identify, with the help of field evaluators, errors and inadequacies within the method and then make any necessary changes to the method and accompanying document.
KW  - Accuracy
KW  - Errors
KW  - Evaluation and assessment
KW  - Field tests
KW  - Methodology
KW  - Utah
KW  - Wetlands
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=12602
UR  - http://www.udot.utah.gov/download.php/tid=1566/UT-06.13.pdf
UR  - https://trid.trb.org/view/786625
ER  - 

TY  - RPRT
AN  - 01029068
AU  - Eisele, William L
AU  - Wilner, Hannah T
AU  - Bolin, Michael J
AU  - Stockton, William R
AU  - Burris, Mark W
AU  - Goodin, Ginger D
AU  - Collier, Tina
AU  - Winn, Justin
AU  - Xu, Lei
AU  - Hoelscher, Michelle
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluating criteria for Adapting HOV Lanes to HOT Lanes: Development and Application of HOT START Software Tool
PY  - 2006/04//Technical Report
SP  - 108p
AB  - This report describes research sponsored by the Texas Department of Transportation (TxDOT) to develop a decision-support tool to aid in evaluating key issues related to converting a high-occupancy vehicle (HOV) lane to a high-occupancy/toll (HOT) lane.  The tool includes three broad categories of factors to consider, including facility considerations, performance considerations, and institutional considerations.  Facility considerations, such as design, operations, and enforcement, which have been shown to be critical factors, can present insurmountable obstacles to the implementation of HOT lanes.  Performance considerations and goals allow the user to estimate the likely levels of usage and person-movement, factors that always bear significantly on HOT lane development decisions.  Institutional considerations are also addressed, as factors of interagency cooperation and legal limitations are historically important for HOV lane and HOT lane decisions.  Finally, the research incorporates simple trade-off tools to allow TxDOT and local entities to assemble all relevant factors into an analysis to aid decision makers in evaluating the available options.  The analysis tool was developed in Visual Basic.Net®.  the program is called the High-Occupancy/Toll STrategic Analysis Rating Tool (HOT START), and it is designed to be easily tailored to local needs.  The report also provides an application of the tool to a hypothetical freeway.  Many state departments of transportation are facing the difficult task of performing assessments of potential HOV lane to HOT lane conversions, and this report describes a practical tool that can assist with such analysis.
KW  - Cooperation
KW  - Decision support systems
KW  - Design
KW  - Evaluation and assessment
KW  - Freeway operations
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Institutional issues
KW  - Legal factors
KW  - Performance
KW  - Software
KW  - Traffic law enforcement
UR  - http://tti.tamu.edu/documents/0-4898-1.pdf
UR  - https://trid.trb.org/view/784515
ER  - 

TY  - RPRT
AN  - 01029053
AU  - Lynde, McGregor
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Inlaid Durable Pavement Markings in an Oregon Snow Zone
PY  - 2006/04//Final Report
SP  - 63p
AB  - The Oregon Department of Transportation (ODOT) evaluated the use of inlaid durable pavement markings within a snow zone. Three different durable pavement marking products were installed and evaluated: Dura-Stripe®, a methyl methacrylate; Permaline®, an alkyd based thermoplastic; and, 3M™ Stamark™ Series 380I Tape, a preformed tape. Each product was applied, at various thicknesses, into a 4 in. (102 mm) wide slot ground to various depths. The slot depths were: 250, 180 and 125 mil (6.35, 4.57 and 3.18 mm). The material thickness was varied to achieve a recess from the surface of the pavement of 30 and 60 mil (0.76 and 1.52 mm) below the surface and 10 mil (0.25 mm) above the surface of the pavement. Some sections of the test deck were installed using ODOT’s existing specification of a 250 mil (6.35 mm) deep slot completely filled with material and top coated with reflective beads. After each winter maintenance season the test sections were evaluated based on durability and retroreflectivity. This report summarizes the performance of the test sections after two years in-service. Recommendations about the future use of inlaid durable pavement markings in snow zones are made, including slot and material depth, and material type. A proposed standard for inlaid durable pavement markings is also presented.
KW  - 3M Stamark Series 380I Tape
KW  - Dura-Stripe
KW  - Durability
KW  - Methyl methacrylate
KW  - Performance
KW  - Permaline
KW  - Retroreflective materials
KW  - Retroreflectivity
KW  - Road marking materials
KW  - Road marking tapes
KW  - Road markings
KW  - Snow zones
KW  - Standards
KW  - Surface course (Pavements)
KW  - Test sections
KW  - Thermoplastic materials
KW  - Thickness
KW  - Winter maintenance
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DurablesReport.pdf
UR  - https://trid.trb.org/view/783416
ER  - 

TY  - RPRT
AN  - 01029047
AU  - Martinez, Felix C
AU  - Poecker, Richard A
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Deicer Applications on Open Graded Pavements
PY  - 2006/04//Final Report
SP  - 42p
AB  - The Oregon Department of Transportation (ODOT) winter maintenance practices include plowing, sanding, and applying winter anti-icing/deicing liquids. These activities are performed on dense-graded as well as open-graded pavements. During the winters of 2002 and 2003, several accidents occurred on ODOT highways constructed with open-graded pavement, after winter maintenance chemicals had been applied. The people involved in these accidents believed that the application of deicers on the surface of the road may have reduced the friction of the surface, creating a hazardous traction condition. The scope of this research was to study the effects of liquid magnesium chloride on open-graded pavements. Four sections on two different highways in Oregon were selected to be skid tested under three conditions: 1) No deicer application; 2) after a deicer application rate of 15 gallons/lane mile; and 3) after a deicer application rate of 30 gallons/lane mile. The results of the skid tests were plotted and compared for any notable changes in friction. It was found that the application of deicer on either type of pavement at either application rate appeared to have little if any effect on the Friction Number (FN). The FNs obtained in the skid tests were also compared with those recommended in a Federal Highway Administration (FHWA) study, and they turned out to be well above the FHWA recommended FN values. Due to the difficulty in controlling for variables, additional study is recommended, perhaps in a lab or in a location where the researchers can maintain more control over the variables.
KW  - Anti-icing
KW  - Deicing chemicals
KW  - Friction
KW  - Friction number
KW  - Magnesium chloride
KW  - Open graded aggregates
KW  - Pavements
KW  - Skid resistance tests
KW  - Snowplows
KW  - Traction
KW  - Traffic crashes
KW  - Winter maintenance
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/DeicerAppOpenPavements.pdf
UR  - https://trid.trb.org/view/783385
ER  - 

TY  - RPRT
AN  - 01029045
AU  - Bell, Gordon T
AU  - Nixon, Wilfrid A
AU  - Stowe, Robert D
AU  - Bell Enterprises, LLC
AU  - Asset Insight Technologies, LLC
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - A Synthesis to Improve the Design and Construction of Colorado's Bridge Anti-Icing Systems
PY  - 2006/04//Final Report
SP  - 108p
AB  - Fixed Automated Spray Technology (FAST) is currently in use by the Colorado Department of Transportation’s (CDOT’s) maintenance organization but the technology is rapidly changing with new design, hardware, software and installation techniques. The existing specification is not current. This study was designed to develop a state-of-the-art specification for statewide use. Available information on CDOT’s existing FAST sites was reviewed, along with information from other state, city and county, and European agencies, to design a document that can be updated as the technology develops. Research from a survey document sent to 50+ agencies using FAST system technology, global internet search results, personal interviews, and documented reports were used to develop a specification based on patterns of successes and failures in the development of FAST systems. Based on the lessons learned from the work described above and the recommendations of this report, the new specification for FAST systems should be established.
KW  - Anti-icing
KW  - Bridge design
KW  - Bridges
KW  - Computers
KW  - Construction
KW  - Fixed automated spray technology
KW  - Internet
KW  - Interviewing
KW  - Lessons learned
KW  - Maintenance
KW  - Recommendations
KW  - Software
KW  - Specifications
KW  - State of the art
KW  - Surveys
KW  - Websites (Information retrieval)
KW  - Winter maintenance
UR  - http://www.dot.state.co.us/Publications/PDFFiles/fast.pdf
UR  - https://trid.trb.org/view/783382
ER  - 

TY  - RPRT
AN  - 01027357
AU  - Johnston, Ian
AU  - Federal Highway Administration
TI  - Halving Roadway Fatalities: A Case Study from Victoria, Australia, 1989-2004
PY  - 2006/04
SP  - 22p
AB  - In April 2004, the Federal Highway Administration (FHWA), American Association of State Highway and Transportation Officials (AASHTO), National Cooperative Highway Research Program (NCHRP), and Austroads undertook a scanning study of how agencies in Australia, Canada, Japan, and New Zealand use performance measures in transportation planning and decision making [Transportation Performance Measures in Australia, Canada, Japan, and New Zealand (FHWA-PL-05-001)].  The U.S. panel was particularly impressed with how Australia's transportation and safety agencies used performance measures to implement driver behavioral strategies geared toward reducing crashes.  According to the panel's observations, the Australian model demonstrated the most advanced process of understanding the problems, benchmarking against others, setting targets, identifying strategies, monitoring effects, and integrating results into future planning efforts.  Since 1980, Australia has gone from nearly 4.5 to 1.5 deaths per 10,000 registered motor vehicles.  This compares to a change of 3.5 to 2.3 deaths per 10,000 registered motor vehicles in the United States over the same time period.  In terms of traffic deaths as a function of population, Australia went from 22.5 deaths per 100,000 population in 1980 to fewer than 9 deaths per 100,000 population in 2003.  From nearly identical rates in 1980, the Australian rate has fallen to a point where it is now a little more than half the U.S. rate.  This report, which was undertaken through Austroads by Professor Ian Johnston, director of the Monash University Accident Research Centre, reviews Australia's accomplishments in highway safety.  It not only discusses the performance measures established, but also goes beyond the public data.  It draws from interviews with politicians, senior agency staff, and others with firsthand knowledge of how the traffic safety strategies were put together and, above all, how they were implemented, often amid public controversy but with majority community support.
KW  - Australia
KW  - Case studies
KW  - Fatalities
KW  - Highway safety
KW  - Implementation
KW  - Performance measurement
KW  - Strategic planning
KW  - Traffic crashes
KW  - Traffic safety
KW  - Victoria (Australia)
UR  - http://international.fhwa.dot.gov/halving_fatalities/halving_fatalities.pdf
UR  - https://trid.trb.org/view/784395
ER  - 

TY  - RPRT
AN  - 01027356
AU  - Federal Highway Administration
TI  - Highway Traffic Noise in the United States: Problem and Response
PY  - 2006/04
SP  - 16p
AB  - This report has been developed to provide information about the problem of highway traffic noise and the United States' response to that problem.  This report summarizes 1) the general nature of the problem, 2) the response of the Federal Highway Administration to the problem, and 3) highway noise barriers constructed or planned.  Before discussing these items, however, a general discussion of the Federal-aid highway program is given.
KW  - Federal aid highways
KW  - Noise barriers
KW  - Noise control
KW  - Traffic noise
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.fhwa.dot.gov/environment/probresp.htm
UR  - https://trid.trb.org/view/784330
ER  - 

TY  - RPRT
AN  - 01027345
AU  - Sheldon, Daly
AU  - Lindzey, Fred
AU  - Rudd, Bill
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Movement and Distribution Patterns of Pronghorn Antelope in Relation to Roads in Southwestern Wyoming
PY  - 2006/04//Final Report
SP  - 99p
AB  - Pronghorn antelope (Antilocapra americana) evolved in response to variable food sources and weather conditions on the open, western high plains.  Survival of the species is dependent on their ability to move in response to fluctuations in food supplies and weather conditions.  Using global positioning system (GPS) collars and geographic information systems (GIS), the movement and distribution of adult female pronghorn (n=72) within a population in southwestern Wyoming was studied.  While unfenced roads did not appear to be a barrier to pronghorn movement in this study area, the combination of heavy traffic volume (Buechner 1950) and fences along roads can be barriers to movement and fragment habitat.  Fences in southwestern Wyoming influence distribution and movement patterns of pronghorn.  Fence density was found to be lower in seasonal home ranges than in the study area.  Fence density influenced location of seasonal range with pronghorn choosing those areas within the study area with lowest densities.  Fence density was greater within the periphery of home ranges than the remainder of the home range, suggesting home range conformation could be influenced by fences within the outer portion of home ranges.  Most (64%, n=28) monitored pronghorn were migratory and their migration routes tended to encounter fewer fences than had they traveled randomly in the study area.  The presence of fences and, in turn, the type of highway right-of-way fence determined whether roads were included in seasonal ranges and where pronghorn crossed road within season and during migrations.  Seasonal crossings of primary roads within the study area consistently occurred along unfenced sections.  These results support limiting fences on pronghorn range and maintaining unfenced sections of highways as movement corridors to reduce the potential for habitat fragmentation through loss of connectivity and allow access to crucial winter range within the study area.
KW  - Animal migrations
KW  - Fences
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Habitat (Ecology)
KW  - Highway corridors
KW  - Pronghorn antelope
KW  - Right of way (Land)
KW  - Traffic volume
KW  - Wyoming
UR  - https://trid.trb.org/view/783257
ER  - 

TY  - RPRT
AN  - 01026694
AU  - Schiffer, Andreas
AU  - Bar|Scan, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Automated Asset Inventory System
PY  - 2006/04//Final Report
SP  - 39p
AB  - This report was prepared for the Arizona Department of Transportation (ADOT), to explore options for implementation of a barcode inventory system to track fixed assets on an organization-wide basis.  ADOT currently has no department-wide automated fixed asset inventory process nor does it use barcode or other types of technology to track fixed assets.  ADOT currently relies on manual inventory methods to maintain their fixed asset information in their fixed asset accounting software.  Information on label and ID technologies, bar code hardware and scanning technologies, software applications, and a Pilot Implementation are discussed.  Since the Pilot Implementation showed that an automated asset inventory system can reduce the amount of time needed to perform a physical inventory as well as increase the accuracy of the results, it is recommended that ADOT further study the automated technology in conjunction with one of the three implementation strategies presented in this report.  It is the author's opinion that Strategy Three, the implementation of moderate barcode technology and web or network based data collection, would best suit ADOT's infrastructure.  It offers the benefits of both Browser Access as well as barcode technology without committing to a dedicated centralized inventory staff.  To recap, Browser Access can be advantageous under a number of situations previously discussed in this report.
KW  - Arizona Department of Transportation
KW  - Asset management
KW  - Automation
KW  - Bar codes
KW  - Computers
KW  - Data collection
KW  - Implementation
KW  - Infrastructure
KW  - Inventory
KW  - Pilot projects
KW  - Software
KW  - Strategic planning
KW  - Technology
KW  - Web-based systems
UR  - http://azmemory.azlibrary.gov/cdm/singleitem/collection/statepubs/id/6874/rec/1
UR  - https://trid.trb.org/view/783229
ER  - 

TY  - RPRT
AN  - 01026690
AU  - Zaghloul, Sameh
AU  - Helali, Khaled
AU  - Bekheet, Wael
AU  - Stantec Consulting, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Implementation of Arizona Department of Transportation (ADOT) Pavement Management System (PMS)
PY  - 2006/04//Final Report
SP  - 219p
AB  - Arizona Department of Transportation (ADOT) has been one of the pioneering states in the development and implementation of Pavement Management System (PMS).  Since the early 1980's, ADOT has been using pavement management tools to manage, maintain and preserve Arizona's highway network.  ADOT's PMS tools were originally based on a probabilistic approach for modeling the pavement performance, which were adequate for the original ADOT requirements. Recently, ADOT has decided to expand the use of the PMS tools to also support the pavement maintenance operations.  This required a change in the existing ADOT's PMS tools, which prompted a need to move to a different pavement management software.  Subsequently, ADOT selected Stantec's Highway Pavement Management Application (HPMA) software to replace its pavement management system, and retained Stantec's services for structuring, data loading, model development, and implementing the HPMA.  HPMA is a single software application that provides full database management and analysis capabilities required by the two types of users (PMS and Maintenance).  The HPMA provides capability for users to work at both the detailed highway level and the aggregated section level.  Also it provides a wide variety of analysis capabilities, including corrective maintenance, preventive maintenance, and rehabilitation analysis. This report documents the approach used to achieve the goals of this project including the customization of the HPMA to address ADOT requirements, the development of the analysis models, which are based on ADOT historic performance data, and the implementation of these analysis models in conducting a statewide analysis.
KW  - Arizona Department of Transportation
KW  - Database management systems
KW  - Decision trees
KW  - Highway Pavement Management Application
KW  - Maintenance management
KW  - Mathematical prediction
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Preventive maintenance
KW  - Probabilistic design
KW  - Rehabilitation (Maintenance)
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ494.pdf
UR  - https://trid.trb.org/view/783244
ER  - 

TY  - RPRT
AN  - 01025865
AU  - Storey, Beverly B
AU  - Desai, Aditya B Raut
AU  - Li, Ming-Han
AU  - Landphair, Harlow C
AU  - Kramer, Timothy
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Water Quality Characteristics and Performance of Compost Filter Berms
PY  - 2006/04//Technical Report
SP  - 119p
AB  - The Texas Department of Transportation, in conjunction with the Texas Commission on Environmental Quality and the Environmental Protection Agency, commissioned a study to examine the water quality impacts of compost leachate constituents and structural integrity of unseeded compost filter berms, seeded compost filter berms, and compost/mulch filter socks. Wood mulch filter berms, straw bales, and silt fence were tested comparatively. Three compost types were tested: dairy manure, biosolids, and yard waste. The berms and filter sock material used a mixture of 50% compost and 50% wood chips. Studies were conducted with low velocity flows. Each of the alternatives was tested for two rounds consisting of three repetitions each round on both sand and clay soils. Results showed that the yard waste compost outperformed the dairy manure compost and biosolid compost in water quality characteristics and structural durability in performance. The berms that were seeded and left in place long term surpassed the unseeded berms in their ability to sustain overtopping and retain their structure.
KW  - Berms
KW  - Biosolids
KW  - Compost
KW  - Durability
KW  - Fertilizers
KW  - Leachate
KW  - Mulches
KW  - Runoff
KW  - Sediment control
KW  - Silt fence
KW  - Straw
KW  - Water quality
KW  - Wood chips
KW  - Yard waste
UR  - https://trid.trb.org/view/782894
ER  - 

TY  - RPRT
AN  - 01025854
AU  - Chrysler, Susan T
AU  - Schrock, Steven D
AU  - Gates, Timothy J
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Durability of Preformed Thermoplastic Pavement Markings for Horizontal Signing Applications
PY  - 2006/04//Technical Report
SP  - 152p
AB  - The results of two-year durability tests of preformed thermoplastic pavement marking materials are reported. A survey of material manufacturers is also presented. Pavement marking materials in the form of transverse lines, arrowheads, and sections of the letter S were installed at test decks on three Texas roadways. Small square sections of colored pavement marking materials were also tested for some of the manufacturers. Manufacturers’ representatives performed the installations. Three types of pavement surface were tested: concrete, asphalt, and seal coat. Retroreflectivity and color measurements of the materials were made at the time of installation, after one year, and after two years. Thickness of the material was measured prior to installation and at the same time intervals using video microscopy of samples chiseled from the roadway.
KW  - Asphalt pavements
KW  - Color
KW  - Concrete pavements
KW  - Durability tests
KW  - Horizontal signing
KW  - Industries
KW  - Microscopy
KW  - Retroreflectivity
KW  - Road marking materials
KW  - Road markings
KW  - Seal coats
KW  - Surface course (Pavements)
KW  - Surveys
KW  - Thermoplastic materials
KW  - Thickness
UR  - https://trid.trb.org/view/782874
ER  - 

TY  - RPRT
AN  - 01025845
AU  - Fernando, Emmanuel G
AU  - Ramos, Sonia
AU  - Oh, Jeongho
AU  - Ragsdale, John
AU  - Xie, Zhaoxia
AU  - Atkins, Robert
AU  - Taylor, Henry
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Characterizing the Effects of Routine Overweight Truck Traffic on SH4/48
PY  - 2006/04//Technical Report
SP  - 386p
AB  - The 75th and 76th Texas Legislatures passed bills allowing trucks with gross vehicle weights (GVWs) of up to 125,000 lb to routinely use a route in south Texas along the Mexican border. This route proceeds from the border checkpoint at the terminus of US77 to the Port of Brownsville via US77, SH4, and SH48. The portion of the route along US77 is on a new concrete pavement and includes an elevated structure over half of its length. Most of the permitted truck route runs along SH4 and SH48 in Brownsville. Concerned about the effects of routine overweight truck traffic on its roadways, the Texas Department of Transportation sponsored a research project with the Texas Transportation Institute to characterize the effects of routine overweight truck traffic along SH4/48 and develop pavement design guidelines for roadways subjected to routine overweight trucks. This report documents research efforts and findings to characterize the effects of routine overweight truck loads on SH4/48 in Brownsville. The project offered the first opportunity to study the effects of routine overweight truck traffic on pavement performance. The characterization of these effects showed that accelerated pavement deterioration is expected due to the higher rate of accumulation of 18-kip equivalent single axle loads (ESALs), and the fact that routine overweight truck use was not considered in the original pavement design for SH4/48. The higher loading rate is a consequence of the additional overweight trucks that the route now serves, and the higher allowable axle loads on these trucks that produce more pavement damage per application relative to legal or non-permitted trucks. While the findings summarized herein were probably expected based on engineering principles and experience, this project provided evidences based on test data, which point to the conclusion that accelerated pavement deterioration is likely as a consequence of routine overweight truck use on SH4/48.
KW  - Brownsville (Texas)
KW  - Bulk modulus
KW  - Concrete pavements
KW  - Deterioration
KW  - Dynamic modulus of elasticity
KW  - Equivalent single axle loads
KW  - Gross vehicle weight
KW  - Loading rate
KW  - Nondestructive tests
KW  - Overweight loads
KW  - Pavement design
KW  - Pavement performance
KW  - Truck routes
KW  - Truck traffic
KW  - Trucks
UR  - https://trid.trb.org/view/782872
ER  - 

TY  - RPRT
AN  - 01025527
AU  - Brown, Janice W
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Eco-Logical: An Ecosystem Approach to Developing Infrastructure Projects
PY  - 2006/04//Final Report
SP  - 96p
AB  - Sometimes the development of infrastructure can negatively impact habitat and ecosystems.  Ways to better avoid, minimize, and mitigate these impacts, as well as the impacts of past infrastructure projects, have been developed.  Nevertheless, these avoidance, minimization, and mitigation efforts may not always provide the greatest environmental benefit, or may do very little to promote ecosystem sustainability.  This concern, along with a 1995 Memorandum of Understanding to foster an ecosystem approach and the Enlibra Principles, brought together an interagency team to collaborate on writing this report.  The report is a guide to making infrastructure more sensitive to wildlife and ecosystems through greater interagency cooperative conservation.  It describes ways for streamlining the processes that advance approvals for infrastructure projects - in compliance with applicable laws - while maintaining safety, environmental health, and effective public involvement.  As a way to accomplish this, the guide outlines an approach for the comprehensive management of land, water, and biotic and abiotic resources that equitably promotes conservation and sustainable use.  Key components of the approach include integrated planning, the exploration of a variety of mitigation options, and performance measurement.
KW  - Conservation
KW  - Construction projects
KW  - Cooperation
KW  - Ecology
KW  - Ecosystems
KW  - Environmental protection
KW  - Environmental streamlining
KW  - Guidelines
KW  - Habitat (Ecology)
KW  - Infrastructure
KW  - Integrated planning
KW  - Land use planning
KW  - Natural resources
KW  - Performance measurement
KW  - Sustainable development
KW  - Water control
KW  - Wildlife
UR  - http://environment.fhwa.dot.gov/ecological/eco_toc.asp
UR  - http://www.environment.fhwa.dot.gov/ecological/ecological.pdf
UR  - http://ntl.bts.gov/lib/25000/25000/25081/ecological.pdf
UR  - https://trid.trb.org/view/782734
ER  - 

TY  - RPRT
AN  - 01025512
AU  - Fontaine, Michael D
AU  - Read, Stephen W
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Development and Evaluation of Virginia's Highway Safety Corridor Program
PY  - 2006/04//Final Report
SP  - 60p
AB  - On July 1, 2003, legislation went into effect that established a highway safety corridor (HSC) program for Virginia. The intent of the HSC program is to address safety concerns through a combination of law enforcement, education, and engineering countermeasures. Fines for violations in the HSCs are doubled, subject to a $200 minimum for criminal infractions and a $500 maximum for traffic offenses. The Code of Virginia required the Commonwealth Transportation Commissioner, in conjunction with the Commissioner of the Department of Motor Vehicles and the Superintendent of the Virginia State Police, to develop criteria for designating and evaluating HSCs. The legislation required that this process include a review of “crash data, accident reports, type and volume of vehicular traffic, and engineering and traffic studies.” This report documents the results of a study to develop a method to designate HSCs on Virginia’s interstate and primary systems. The impacts of the HSC program on interstate crashes and speeds are also presented. The framework for the interstate program described was adopted and applied by the Virginia Department of Transportation, resulting in the installation of three HSCs around the state. The results of an evaluation of the data for 2004 indicate that the program did not produce a benefit in terms of safety or speed reduction, although the results were based on only 1 year of data. Preliminary crash data for 2005 indicate that a positive safety benefit may have occurred at the I-81 and I-95 Richmond HSCs. A rigorous analysis of the 2005 data could not be performed since comparison site data were not yet available, but the preliminary data seem promising.  The HSC program currently does not have any dedicated resources with which countermeasures may be implemented; this may limit the potential effectiveness of the program. Additional effects might be observed if dedicated resources were available to allow a more systematic approach to enforcement, education, and engineering within the designated HSCs. Further analysis of the HSCs using at least two more years of data should be performed to gain a more accurate picture of whether the HSCs have had a positive safety benefit.
KW  - Countermeasures
KW  - Crash data
KW  - Crash reports
KW  - Crashes
KW  - Crimes
KW  - Evaluation
KW  - Fines (Penalties)
KW  - Highway corridors
KW  - Highway safety
KW  - Highway traffic control
KW  - Interstate highways
KW  - Law enforcement
KW  - Legislation
KW  - Safety education
KW  - Speed reduction
KW  - Traffic studies
KW  - Traffic violations
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r30.pdf
UR  - https://trid.trb.org/view/782370
ER  - 

TY  - RPRT
AN  - 01025506
AU  - Abbas, Montasir
AU  - Charara, Hassan A
AU  - Chaudhary, Nadeem
AU  - Jung, Youn Su
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Distributed Architecture and Algorithm for Robust Real-Time Progression Evaluation and Improvement
PY  - 2006/04//Technical Report
SP  - 62p
AB  - Closed-loop systems are widely implemented in Texas arterials to provide efficient operation of arterial intersections while still providing signal progression. Nevertheless, poor progression can be observed along most arterials due to outdated offsets, short-term variations in traffic patterns (early-return-to-green), or changes in arterial’s speed and changes in traffic volumes. The limited abilities of closed-loop systems to adapt to traffic variations have stimulated interest into incorporating the technologies of adaptive control software (ACS) into closed-loop systems in order to address such issues. These integrated-type systems require lower cost and minimal staff training, in comparison to fully adaptive systems, since traffic engineers and technicians managing the traffic signal operating systems are already familiar with the closed-loop logic. The objective of this research is to develop, implement, and test an algorithm that will address the limitations of previous efforts in the area of real-time offset-tuning. This final report describes a flexible experimental framework for theoretical development and experimentation of adaptive control algorithms, in the context of closed-loop systems operation. The developed system includes: 1) robust classification algorithm of progression quality and remedies, and 2) vendor-independent distributed implementation architecture for the proposed algorithm.
KW  - Adaptive control
KW  - Algorithms
KW  - Arterial highways
KW  - Arterial interchanges
KW  - Costs
KW  - Distributed architecture
KW  - Evaluation
KW  - Feedback control
KW  - Highway traffic control
KW  - Improvements
KW  - Offsets (Traffic signal timing)
KW  - Progressive traffic signal control
KW  - Real time control
KW  - Traffic engineers
KW  - Traffic patterns
KW  - Traffic signal control systems
KW  - Traffic signal timing
KW  - Traffic speed
KW  - Traffic volume
KW  - Training
UR  - https://trid.trb.org/view/782601
ER  - 

TY  - RPRT
AN  - 01025503
AU  - Fenno, David W
AU  - Benz, Robert J
AU  - Vickich, Michael J
AU  - Ranft, Stephen E
AU  - Ungemah, David H
AU  - Goodin, Ginger D
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improved Quantification of High-Occupancy Vehicle (HOV) Lane Delay Savings: Year Two Results
PY  - 2006/04//Technical Report
SP  - 86p
AB  - This report documents the results of the second year of Project 0-4740, Improved Quantification of High-Occupancy Vehicle (HOV) Lane Delay Savings. Year two contained three tasks: (1) Task 4: document methodologies used for improved quantification of HOV lane travel time savings including incident conditions, which meets the requirements for Product 0-4740-P1; (2) Task 5: prepare guidelines for opening HOV lanes to all traffic during mainlane incidents, which meets the requirements for Product 0-4740-P2; and (3) Task 6: investigate an automated strategy to continue revising estimated HOV lane delay savings, which meets the requirements for Product 0-4740-P3.
KW  - Guidelines
KW  - High occupancy vehicle lanes
KW  - Improvements
KW  - Methodology
KW  - Project requirements
KW  - Quantification
KW  - Time savings
KW  - Traffic incidents
KW  - Travel time
UR  - https://trid.trb.org/view/782544
ER  - 

TY  - RPRT
AN  - 01025502
AU  - Sebesta, Stephen
AU  - Wang, Feihong
AU  - Scullion, Tom
AU  - Liu, Wenting
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - New Infrared and Radar Systems for Detecting Segregation in Hot-Mix Asphalt Construction
PY  - 2006/04//Technical Report
SP  - 78p
AB  - The first phase of Texas Department of Transportation (TxDOT) research project 0-4577, “Further Development of NDT Devices to Identify Segregation in HMAC,” focused on evaluating non-nuclear density gauges for measuring hot-mix asphalt (HMA) density on paving projects and is documented in Report 0-4577-1. This report documents the second phase of that project. In this phase, researchers refined infrared methods for detecting segregation on paving projects, verified previously recommended limits on surface dielectric variations for different TxDOT paving mixtures, and developed new ground-penetrating radar (GPR) tools to more rapidly investigate the uniformity of a new overlay. To refine infrared methodology, the research team created an infrared sensor bar that gets pushed behind the paver. Data collection and processing software allow personnel to inspect and identify suspected segregated areas in real time. To verify the previously recommended limits on surface dielectric variations, the research team used GPR to inspect completed overlays for segregation on six TxDOT paving projects. Results matched well with the previously recommended guidelines. On projects using coarse-graded mixes, locations with surface dielectrics that are not within ± 0.8 of the mean dielectric value should be investigated for segregation. On projects using dense-graded mixes, locations with surface dielectrics that are not within ± 0.4 of the mean dielectric value should be investigated for segregation. A new software package, RadSeg, allows personnel to more rapidly analyze GPR data for segregation. A newly developed three-channel GPR system allows personnel to collect data over both wheel paths and the centerline in one pass for rapid assessment of the uniformity of a project.
KW  - Bituminous mixtures
KW  - Coarse graded mixes
KW  - Data collection
KW  - Dense graded mixes
KW  - Density
KW  - Dielectric properties
KW  - Ground penetrating radar
KW  - Guidelines
KW  - Hot mix asphalt
KW  - Infrared detectors
KW  - Overlays (Pavements)
KW  - Pavers
KW  - Paving projects
KW  - Quality control
KW  - RadSeg (Software package)
KW  - Road construction
KW  - Segregation (Aggregates)
KW  - Software packages
UR  - http://tti.tamu.edu/documents/0-4577-2.pdf
UR  - https://trid.trb.org/view/782599
ER  - 

TY  - RPRT
AN  - 01025497
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Using Rolling Deflectometer and Ground Penetrating Radar Technologies for Full Coverage Testing of Jointed Concrete Pavements
PY  - 2006/04//Technical Report
SP  - 40p
AB  - Selecting the optimal rehabilitation strategy for old Jointed Concrete Pavements (JCP) continues to be a daunting challenge for Texas Department of Transportation (TxDOT) engineers. The variability of joint load transfer efficiency and slab support along projects are major issues contributing to both strategy selection and performance. The presence of water trapped beneath slabs can also be a major limiting factor in strategy selection. In this project two new technologies were investigated which show tremendous potential for providing 100% coverage of the JCP sections. The Rolling Dynamic Deflectometer (RDD) was evaluated on a number of rehabilitation studies and in some control tests. The second technology is Ground Penetrating Radar (GPR) which shows great promise to identify areas of trapped moisture beneath slabs. The strengths and weaknesses of these devices are described in this report. The overall conclusion is that these technologies are ideal for testing jointed concrete pavements. More development work is recommended, and future versions of the RDD should incorporate both GPR and video logging capabilities.
KW  - Concrete pavements
KW  - Deflectometers
KW  - Entrapped moisture
KW  - Ground penetrating radar
KW  - Load transfer
KW  - Nondestructive tests
KW  - Rehabilitation (Maintenance)
KW  - Rolling dynamic deflectometers
KW  - Slabs
KW  - Test sections
UR  - http://tti.tamu.edu/documents/0-4517-2.pdf
UR  - https://trid.trb.org/view/782542
ER  - 

TY  - RPRT
AN  - 01025496
AU  - Scullion, Tom
AU  - Sebesta, Stephen
AU  - Rich, Daniel
AU  - Liu, Wenting
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Field Evaluation of New Technologies for Measuring Pavement Quality
PY  - 2006/04//Technical Report
SP  - 68p
AB  - Traditional quality control testing of new pavement layers typically consists of localized random testing of layer density. In this process less than 1 percent of the pavement area is tested. In Project 0-4774, the focus in the second year of the project was to develop and evaluate two technologies, which provide close to 100 percent coverage of the section under construction. The first technology is instrumented rollers where an accelerometer is placed on the drum of a standard steel wheel vibratory roller. A prototype system was developed which can be mounted on any traditional vibratory roller. The complete system consists of an accelerometer, a distance-measuring device and specialized software for data acquisition, processing, and display. Field tests were conducted with this prototype unit, and it was demonstrated that the roller displacements are directly related to the quality of support of the foundation layer. Weak spots in the foundation layer can be detected with this system. The roller displacements were not correlated to the density measurements in the upper layers. The roller movements were correlated to traditional stiffness measuring systems such as the Dynamic Cone Penetrometer and Portable Falling Weight Deflectometer (FWD). The second technology is infrared testing to identify low temperature spots in newly placed layers of asphalt. A prototype infrared bar was evaluated in this project. The bar can be attached to the foot plate at the back of the paver. Specialized software displays in real time the temperature profile of the new asphalt layer. More field testing is recommended for both devices. For the infrared system a draft specification was developed for consideration of inclusion in the Texas Department of Transportation's (TxDOT’s) Quality Control/Quality Assurance (QC/QA) program.
KW  - Accelerometers
KW  - Cone penetrometers
KW  - Data collection
KW  - Density
KW  - Distance measuring equipment
KW  - Falling weight deflectometers
KW  - Field tests
KW  - Flexible pavements
KW  - Infrared analysis
KW  - Pavement layers
KW  - Pavers
KW  - Prototypes
KW  - Quality assurance
KW  - Quality control
KW  - Software
KW  - Stiffness
KW  - Technological innovations
KW  - Temperature
KW  - Vibratory equipment
UR  - https://trid.trb.org/view/782595
ER  - 

TY  - RPRT
AN  - 01027349
AU  - Naik, Tarun R
AU  - Chun, Yoon-moon
AU  - Kraus, Rudolph N
AU  - University of Wisconsin, Milwaukee
AU  - Wisconsin Department of Transportation
AU  - Federal Highway Administration
TI  - Reducing Shrinkage Cracking of Structural Concrete Through the Use of Admixtures
PY  - 2006/03/31/Final Report
SP  - 105p
AB  - Shrinkage-reducing admixtures (SRAs) from three manufacturers (SRA-1, Eucon SRA from Euclid; SRA-2, Eclipse Plus from Grace; and SRA-3, Tetraguard AS20 from Degussa) were evaluated in Wisconsin Department of Transportation (WisDOT) Grade A no-ash, Grade A-FA Class C fly ash, and selected high-cementitious concrete mixtures.  The three SRAs showed similar performance in reducing the drying shrinkage and autogenous shrinkage of concrete. SRAs eliminated much of the initial drying shrinkage of concrete.  They reduced the 4-day drying shrinkage for Grade A and A-FA concrete mixtures by up to 67 to 83%.  The 28-day drying shrinkage was reduced by up to 48 to 66%.  To minimize the drying shrinkage of concrete, use of the following amounts of SRA is recommended: (1) 25 fl oz/100 lb of cement (1.6 L/100 kg of cement), or 1.1 gal/cu yd (5.5 L/cu m), for Grade A concrete; and (2) 40 fl oz/100 lb of cementitious materials (2.6 L/100 kg of cementitious materials), or 1.75 gal/cu yd (8.7 L/cu m), for Grade A-FA concrete.  In most cases, SRA-1 and SRA-3 worked like water-reducing admixtures and often increased the strength and the resistance to chloride-ion penetration.  SRA-2 sometimes decreased the strength and did not considerably affect the chloride-ion penetrability.  All three SRAs did not influence the changes in air content and slump of fresh concrete mixtures during the first hour.  Use of crushed dolomitic limestone led to the lowest early-period drying shrinkage, followed by semi-crushed river gravel, and crushed quartzite stone.  Later on however, the drying shrinkage became similar, river gravel often leading to the highest late-period drying shrinkage.  Use of 30% more cement and fly ash resulted in either similar or higher autogenous shrinkage, and either similar or lower drying shrinkage.
KW  - Admixtures
KW  - Air content
KW  - Cementitious materials
KW  - Chloride ion penetration
KW  - Concrete
KW  - Cracking
KW  - Crushed limestone
KW  - Fly ash
KW  - Gravel
KW  - Quartzite
KW  - River gravel
KW  - Shrinkage
KW  - Shrinkage reducing admixtures
KW  - Strength of materials
UR  - http://minds.wisconsin.edu/bitstream/handle/1793/53266/04-13_ShrinkageCracking_FR.pdf
UR  - http://wisdotresearch.wi.gov/wp-content/uploads/04-13shrinkagecracking-f1.pdf
UR  - https://trid.trb.org/view/783255
ER  - 

TY  - RPRT
AN  - 01029070
AU  - Raman, Mala
AU  - Zimmerman, Carol
AU  - Kell, Todd
AU  - Bausher, Chris
AU  - Battelle
AU  - Federal Highway Administration
AU  - Department of Transportation
TI  - Communicating with the Public Using ATIS During Disasters - Concept of Operations
PY  - 2006/03/28
SP  - 34p
AB  - This document is part of a study on "Communicating with the Public Using ATIS during Disasters" being conducted by Battelle for the Federal Highway Administration Office of Operations and the U.S. Department of Transportation ITS Joint Program Office.  The purpose of the study is to examine what information needs to be communicated to evacuees and other travelers under disaster conditions and how the advanced traveler information system (ATIS) assets of a state's department of transportation or other transportation agency can be effectively used to deliver such information.  This document details a concept of operations for dissemination of information to the traveling public during disaster events.  The concept of operations report is intended to illustrate how agencies need to interface with each other and what data and information need to be shared to effectively manage and deliver traveler information during disasters.
KW  - Advanced traveler information systems
KW  - Cooperation
KW  - Data sharing
KW  - Disasters and emergency operations
KW  - Emergency communication systems
KW  - Information dissemination
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14262.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14262_files/14262.pdf
UR  - https://trid.trb.org/view/784488
ER  - 

TY  - ABST
AN  - 01463021
TI  - Design of FRP Systems for Strengthening Concrete Girders in Shear
AB  - Fiber reinforced polymer (FRP) systems have been used for more than 15 years and are becoming a widely accepted method of strengthening concrete structures. FRP systems for strengthening reinforced or prestressed concrete girders consist of externally bonded laminates or near-surface mounted bars. These systems may contain either carbon or glass fibers. Extensive research has shown that FRP systems improve both short-term and long-term flexural behavior of concrete girders. American Concrete Institute (ACI) Committee 440 has developed guidelines for design and construction of externally bonded FRP systems for strengthening concrete structures. In contrast to flexural behavior, there are less experimental and analytical data on the use of FRP systems for shear strengthening girders. The results of several experimental investigations have shown that FRP systems can be effective for increasing the shear strength of concrete girders, but there have been limited analytical studies of the shear behavior of concrete girders strengthened in this manner. Design of FRP strengthening systems has been based on system- or project-specific research. An American Association of State Highway and Transportation Officials (AASHTO) design method for FRP shear strengthening of concrete girders is needed.  The objective of this project is to develop design methods, specifications, and examples for design of FRP systems for strengthening concrete girders in shear. The proposed specifications should be in load and resistance factor design (LRFD) format and should be suitable for recommendation to the AASHTO Highway Subcommittee on Bridges and Structures for adoption.
KW  - Bridges
KW  - Carbon fibers
KW  - Concrete
KW  - Concrete bridges
KW  - Girders
KW  - National Cooperative Highway Research Program
KW  - Polymers
KW  - Reinforced plastics
KW  - Shear strength
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=364
UR  - https://trid.trb.org/view/1231246
ER  - 

TY  - ABST
AN  - 01462962
TI  - Research for AASHTO Standing Committee on Highways. Task 218. Performance-Based Maintenance Contracting
AB  - This study will develop an AASHTO Guide on PBMC.
KW  - American Association of State Highway and Transportation Officials
KW  - Contracting
KW  - Guides to information
KW  - Maintenance
KW  - Maintenance practices
KW  - National Cooperative Highway Research Program
KW  - Performance based specifications
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1233
UR  - https://trid.trb.org/view/1231187
ER  - 

TY  - RPRT
AN  - 01076699
AU  - Berman, Jeffrey W
AU  - Bruneau, Michel
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Further Development of Tubular Eccentrically Braced Frame Links for the Seismic Retrofit of Braced Steel Truss Bridge Piers
PY  - 2006/03/27/Technical Report
SP  - 289p
AB  - This report is a continuation of research on eccentrically braced frames with self-stabilizing tubular links for use as both a retrofit alternative and seismic load resisting system for new bridges (see Technical Report MCEER-05-0004). A finite element parametric study was performed to investigate the effects of key design parameters for rectangular link cross-sections on link rotation capacity, energy dissipation, and overstrength. Results from this parametric study were used to develop proposed design recommendations and provide insight into the behavior of tubular links. An experimental program was developed to test fourteen links with cross-sections that were at the revised limits for web and flange compactness and four different link lengths. The results provided in the report indicate that the design recommendations are successful in achieving links that can sustain their target rotation prior to strength degradation from local buckling. An abstract, figures, and references are included.
KW  - Bridge design
KW  - Bridge piers
KW  - Bridges
KW  - Buckling
KW  - Dissipation
KW  - Ductility
KW  - Earthquake resistant design
KW  - Finite element method
KW  - Seismicity
KW  - Steel bridges
KW  - Truss bridges
UR  - https://trid.trb.org/view/820607
ER  - 

TY  - ABST
AN  - 01462947
TI  - Strategic Highway Research Program II (SHRP II)
AB  - No summary provided.
KW  - Highway engineering
KW  - Highways
KW  - Planning
KW  - Research
KW  - Research projects
KW  - Strategic planning
KW  - Transportation planning
UR  - https://trid.trb.org/view/1231172
ER  - 

TY  - ABST
AN  - 01557245
TI  - Research for the AASHTO Standing Committee on Planning. Task 54. Census Data For Transportation Planning
AB  - No summary provided.
KW  - Census
KW  - Conferences
KW  - Data banks
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Resource utilization
KW  - Transportation planning
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=1268
UR  - https://trid.trb.org/view/1346905
ER  - 

TY  - ABST
AN  - 01460611
TI  - Research for AASHTO Standing Committee on Highways. Task 215. Statewide Incident Reporting Systems
AB  - This study will lay the groundwork for a business and technology plan to meet the requirements of Statewide Incident Reporting Systems likely to be included in reauthorization. A panel has been formed and is finalizing the scope of work.
KW  - Incident detection
KW  - Incident management
KW  - National Cooperative Highway Research Program
KW  - Reports
KW  - Research projects
KW  - State highways
KW  - State of the art reports
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1230
UR  - https://trid.trb.org/view/1228828
ER  - 

TY  - RPRT
AN  - 01023408
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Audit of Oversight of Load Ratings and Postings on Structurally Deficient Bridges on the National Highway System
PY  - 2006/03/21
SP  - 33p
AB  - This report presents the results of the Office of Inspector General's audit of the Federal Highway Administration’s (FHWA) oversight of structurally deficient bridges on the National Highway System, specifically inspections, load ratings, and maximum weight postings. A structurally deficient bridge is one that has major deterioration, cracks, or other flaws that reduce its ability to support vehicles. Proper and regularly scheduled reviews of the calculations of all bridges’ maximum safe load ratings are important because as a bridge ages, corrosion and decay can decrease its capacity to support vehicles. Some bridges are weakened to the point that signs must be posted to bar vehicles heavier than the calculated maximum load. A structurally deficient bridge can suffer partial failures that further decrease its capacity and can pose a risk to public safety. In the worst-case scenario, corrosion and decay of bridge structures can weaken a bridge to the point of collapse. Most Federal bridge safety standards were created in 1968 in response to just such a catastrophe—an Ohio River bridge collapse, caused by corrosion, that killed 46 people in 1967. Despite the creation of new standards, four more major bridge failures in Connecticut, New York, Tennessee, and California from 1983 to 1995 killed a total of 28 people. All five of these major bridge failures were caused at least in part by structural deficiencies. These failures have made clear that regular inspections that check for corrosion, decay, and a reduction in weight capacity are important tools for ensuring that bridges are safe. The objectives of this audit were to evaluate whether state transportation departments inspected structurally deficient bridges on the National Highway System in accordance with National Bridge Inspection Standards (Inspection Standards) and properly calculated load limits and posted maximum weight limits, and whether FHWA exercised effective oversight of the states’ actions in inspecting bridges, calculating load limits and posting maximum weight limits.
KW  - Aging (Materials)
KW  - Bearing capacity
KW  - Bridge safety
KW  - Bridges
KW  - California
KW  - Connecticut
KW  - Corrosion
KW  - Failure
KW  - Fatalities
KW  - Highway bridges
KW  - Inspection
KW  - Load limits
KW  - National Bridge Inspection Standards
KW  - National Highway System
KW  - New York (State)
KW  - Oversight
KW  - Ratings
KW  - Safety audits
KW  - Signs
KW  - Size and weight regulations
KW  - Standards
KW  - State departments of transportation
KW  - Structural deterioration and defects
KW  - Tennessee
KW  - Traffic loads
KW  - U.S. Federal Highway Administration
KW  - United States
UR  - http://www.oig.dot.gov/sites/dot/files/pdfdocs/mh2006043.pdf
UR  - https://trid.trb.org/view/778881
ER  - 

TY  - ABST
AN  - 01549312
TI  - Guide for Transportation Landscape and Environmental Design
AB  - The Transportation Research Board (TRB) Committee on Landscape and Environmental Design and the American Association of State Highway and Transportation Officials (AASHTO) Technical Committee on Environmental Design have recognized that the current AASHTO "Guide for Transportation Landscape and Environmental Design" is outdated as a comprehensive design guidance resource. There is a need for an improved single publication that provides comprehensive and integrated guidance for transportation landscape and environmental design. The evolution of a context-sensitive approach to project development, and other emerging fields of study, afford the opportunity to better analyze, understand, integrate, balance, and improve transportation and the environment at both the system level and the project level. The research and development of a new, comprehensive web-based AASHTO Guide will be beneficial to public agencies and all practitioners and managers faced with the challenge of improving transportation mobility, safety, and the affected natural and human environment. The objective of this research is to develop a comprehensive guide to integrating landscape and environmental design principles into the overall transportation project-development process. The scope of the Guide will include considerations related to planning, financing, design, construction, maintenance, and operations. The Guide will be developed in a format suitable for adoption or adaptation by AASHTO.
KW  - Environmental design
KW  - Environmental policy
KW  - Guidelines
KW  - Landscape design
KW  - Mobility
KW  - National Cooperative Highway Research Program
KW  - Safety
KW  - State of the art
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=413
UR  - https://trid.trb.org/view/1339628
ER  - 

TY  - ABST
AN  - 01463023
TI  - Cost-Effective Connection Details for Highway Sign, Luminaire, and Traffic Signal Structures
AB  - The AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals, 4th Edition (Specifications) incorporates a new design chapter for fatigue (Chapter 11). Table 11-2 of the Specifications shows typical connection details and their fatigue stress category. Structures designed to these more stringent fatigue requirements may not be cost effective. Some of these connection details for high-level (pole type) lighting and for cantilever (sign and traffic signal) structures in the national inventory have experienced fatigue cracking, but others, which do not meet the fatigue provisions, are functioning satisfactorily. Although much research and testing has been accomplished to date, there are still only limited fatigue-resistance data for many details. Validating or modifying the fatigue stress categories is urgent both for states that are requiring designs in accordance with the Specifications and for states that are not adopting the fatigue provisions of the Specifications, because the implementation cost is high and connection details have not been validated. Research is needed to develop fatigue testing protocols and to use those protocols to identify appropriate fatigue stress categories of in-service connection details (both as built and retrofitted) and cost-effective alternatives. Effects of hot-dipped galvanizing need to be understood. The fatigue characteristics of connection details for both round and multi-sided cross sections also should be evaluated. The objectives of this project are (1) to develop protocols to reliably and consistently assess the fatigue performance of connection details for high-level (pole type) lighting and for cantilever (sign and traffic signal) structures (hereafter referred to as subject structures) and (2) to use the protocols to establish the fatigue stress category of existing, retrofitted, and new cost-effective connection details. Recommended revisions to the AASHTO Standard Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals, 4th Edition (Specifications) needed to implement the findings of this project also will be developed.
KW  - American Association of State Highway and Transportation Officials
KW  - Cantilevers
KW  - Fatigue (Mechanics)
KW  - Luminaires
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Sign supports
KW  - Structures
KW  - Traffic signals
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=290
UR  - https://trid.trb.org/view/1231248
ER  - 

TY  - ABST
AN  - 01460615
TI  - Research for AASHTO Standing Committee on Highways. Task 224. Update of the AASHTO Guide for Contracting, Selecting, and Managing Consultants in Preconstruction Engineering
AB  - This study analyzed the results of two previous surveys and developed updated text for inclusion in the next edition of the <em>AASHTO Guide to Selecting, Contracting, and Managing Consultants.</em><span>&amp;nbsp;Further analysis of a subsequent ballot by American Association of State Transportation Officials (AASHTO) staff on the updated sections was done.&amp;nbsp;All contracted work has been completed and the results furnished to AASHTO</span>.
KW  - American Association of State Highway and Transportation Officials
KW  - Contracting
KW  - Guides to information
KW  - Management
KW  - Manuals
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Selection and appointment
KW  - Surveys
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1239
UR  - https://trid.trb.org/view/1228832
ER  - 

TY  - RPRT
AN  - 01076719
AU  - Dusicka, Peter
AU  - Itani, Ahmad M
AU  - Buckle, Ian G
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - University of Nevada, Reno
AU  - Federal Highway Administration
TI  - Built-up Shear Links as Energy Dissipators for Seismic Protection of Bridges
PY  - 2006/03/15/Technical Report
SP  - 233p
AB  - The objective of this research was to investigate the inelastic behavior of built-up shear links through the use of large-scale experiments and detailed numerical analyses. The purpose of the large-scale experiments was to determine the deformation capacity, maximum resistance and ultimate failure mode of built-up shear links by applying incrementally increasing cyclic plastic deformations. Based on the results of the experimental and numerical research, built-up shear links were shown to be effective hysteretic energy dissipators. The importance of estimating the link overstrength is illustrated and design recommendations are defined. Illustrations, tables, and references are included.
KW  - Bridge design
KW  - Bridges
KW  - Deformation curve
KW  - Earthquake resistant design
KW  - Inelastic behavior
KW  - Numerical analysis
KW  - Seismicity
KW  - Shear strength
KW  - Structural analysis
KW  - Structural performance
UR  - https://trid.trb.org/view/820606
ER  - 

TY  - RPRT
AN  - 01099567
AU  - Stucky, Jon M
AU  - Fleming, Miranda
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Recommended Mitigation Plan for Solidago Verna in Craven Co., North Carolina; Havelock Bypass, R-1015
PY  - 2006/03/06/Final Report
SP  - 44p
AB  - North Carolina Department of Transportation (NCDOT) project R-1015 is the construction of the U.S. Highway 70 bypass around the town of Havelock, North Carolina. A large portion of the new right-of-way passes through Croatan National Forest (CNF) lands and will directly impact two of the largest known populations of Solidago verna M. A. Curtis (Spring-flowering goldenrod), a threatened species in N.C. and a federal species of concern (N.C. Natural Heritage Program 2004). A transplant project will be conducted to mitigate impacts to this population. A preliminary experimental transplant study was conducted from 2003 to 2005 on various soil types in the vicinity of the threatened population and with different vegetation treatments to inform mitigation transplant site selection and management (Fleming, Stucky, and Brownie, in review). Both soil wetness and plant interactions affected transplant survival and the effect of neighboring vegetation differed significantly between soils. Increase in transplant mass is not critical to establishing a viable population, however, as small individuals can reproduce. It is recommended that transplants be established in the longleaf pine flatwood along the west side of Wolf Pit Branch Rd.at 34° 53' N, 76° 56' W. The soil at this site is a dry phase of Leaf which was among the more favorable soils for survivorship of S. verna transplants during the experimental study. Also, the recommended site supports red-cockaded woodpecker longleaf pine nest trees so it will be prescribed burned to control shrub growth. Reduced shrub growth improved survivorship of S. verna transplants during the experimental study.
KW  - Bypasses
KW  - Groundwater
KW  - Moisture content
KW  - North Carolina
KW  - Planting
KW  - Plants
KW  - Shrubs
KW  - Soil water
KW  - Soils by moisture content or potential
KW  - Transplanting
KW  - Vegetation control
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/hwy-0733finalreport.pdf
UR  - https://trid.trb.org/view/859119
ER  - 

TY  - ABST
AN  - 01463022
TI  - Protocols for Collecting and Using Traffic Data in Bridge Design
AB  - A new vehicular live-load model was developed for the AASHTO LRFD Bridge Design Specifications because the HS20 truck from AASHTO's Standard Specifications for Highway Bridges did not accurately represent service-level truck traffic. The HL93, a combination of the HS20 truck and lane loads, was developed using 1975 truck data from the Ontario Ministry of Transportation to project a 75-year live-load occurrence. Because truck traffic volume and weight have increased and truck configurations have become more complex, the Ontario data do not represent present traffic loadings. Other design live loads were based on past practice and did not consider actual or projected truck traffic.  Although the quality and quantity of traffic data has improved in recent years, it has not been used to update the bridge design loads. Methods of using enhanced traffic data for bridge design need to be developed. The objective of this project is to develop and demonstrate the application of protocols for collecting and processing traffic data to calibrate national bridge live-load models.
KW  - Bridge engineering
KW  - Bridges
KW  - Gross weight
KW  - Gross weight
KW  - Highway bridges
KW  - Live loads
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Truck traffic
KW  - Vehicle weight
KW  - Weigh in motion
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=365
UR  - https://trid.trb.org/view/1231247
ER  - 

TY  - ABST
AN  - 01460612
TI  - Research for AASHTO Standing Committee on Highways. Task 220. Update of the AASHTO Guide Specifications for Highway Construction
AB  - This study will supplement the funding for Task 207 and ensure that consistent and accurate language, technical information, and unit conversions are provided throughout the update of the Guide.
KW  - Construction
KW  - Guides to information
KW  - Highways
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Specifications
KW  - Technical reports
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1235
UR  - https://trid.trb.org/view/1228829
ER  - 

TY  - ABST
AN  - 01460454
TI  - Nuclear Gauge Calibration and Testing Guidelines for Hawaii
AB  - The Hawaii Department of Transportation requires that ASTM/AASHTO standards be followed for acceptance of in-place density and moisture of soil and soil-aggregate determined by nuclear gauge or sand cone methods. The nuclear gauge technique is widely used by consultants, government agencies and researchers since it allows for a quick and cost-effective way to determine total wet density and water content. However, adherence to ASTM/AASHTO requirements, particularly with regard to standardization, calibration and verification procedures, has been reported to be problematic in Hawaii by consultants and testing firms, especially those operating on the neighbor islands. This is probably due in part to the unique mineralogy of some of the local volcanic soils. Also, the presence of coarse-grained soils and use of the nuclear gauge near trench walls and other inhomogeneities causes difficulty in trying to meet ASTM/AASHTO precision requirements for density and moisture content. Furthermore, precision guidelines in the AASHTO/ASTM standards do not cover some of the most common types of native soils, such as highly weathered residual and colluvium soils (ML and MH).
KW  - Calibration
KW  - Cost effectiveness
KW  - Density
KW  - Guidelines
KW  - Mineralogy
KW  - Moisture content
KW  - Nuclear gages
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Research projects
KW  - Soil aggregates
KW  - Soil water
UR  - https://trid.trb.org/view/1228671
ER  - 

TY  - ABST
AN  - 01459711
TI  - Steel Bridge Testing Program
AB  - The Federal Highway Administration (FHWA)non destructive evaluation (NDE) Center is currently undertaking a detailed study of NDE technologies capable of detecting growing cracks in steel bridges. This study is designed to identify and evaluate nondestructive systems and/or techniques capable of detecting surface or subsurface growing cracks as small as 0.25 millimeter (0.01 inch) in length or depth. The intended uses of these nondestructive testing systems would be on steel bridge structures at locations of high stress, fatigue prone details or other critical locations where the presence of growing cracks could be detrimental to the long term performance of the structure. The program includes in-depth evaluation of selective nondestructive testing technologies that can be employed to detect growing cracks. Both commercial and emerging technologies will be evaluated under controlled laboratory settings, which include the use is small-scale and full-scale specimens (Phase I). Laboratory evaluation will be followed by field validation in Phase II. Information learned through the study will be assembled and made available to the bridge engineering community through a web-based database.
KW  - Cracking
KW  - Fatigue (Mechanics)
KW  - Long term performance
KW  - Nondestructive tests
KW  - Research projects
KW  - Steel bridges
UR  - https://trid.trb.org/view/1227926
ER  - 

TY  - RPRT
AN  - 01531741
AU  - Chehab, Ghassan R
AU  - Daniel, Jo Sias
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Evaluating RAP Mixtures using the Mechanistic Empirical Pavement Design Guide Level 3 Analysis
PY  - 2006/03//Final Report
SP  - 23p
AB  - The main objective of this study is to assess the sensitivity of assumed binder grade on performance prediction of recycled asphalt pavement (RAP) mixtures. This is achieved by utilizing the Mechanistic-Empirical Design Guide (MEPDG) software to predict the performance of a specific flexible pavement structure with a RAP modified hot mix asphalt (HMA) surface layer. Different design runs are conducted for which all the pavement properties and conditions are held constant except for the properties of the surface layer. Specifically, a near-full factorial experiment is performed where RAP content and effective binder PG grade are the main variables. Comparison of the predicted performance of the various runs reveals important findings on the extent and manner that those two properties affect pavement distresses and performance. The influence of the assumed PG binder grade, particularly the high temperature grade, for the RAP mixtures has a significant influence on the predicted amount of thermal cracking and rutting for the given structure. The predicted performance is especially sensitive to changes in assumed PG grade in the range where the true effective PG grade is expected to fall; the difference from one PG grade to another can be the difference between a well performing mixture and one that requires redesign. The results emphasize the importance of determining the effective binder grade of RAP mixtures. An added benefit of conducting the numerous MEPDG software runs is the identification of issues that need to be considered when incorporating RAP mixtures in pavement design using the software.
KW  - Binder grade
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Pavement performance
KW  - Reclaimed asphalt pavements
KW  - Rutting
KW  - Software
KW  - Surface course (Pavements)
KW  - Thermal degradation
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/p37final.pdf
UR  - https://trid.trb.org/view/1316334
ER  - 

TY  - RPRT
AN  - 01472532
AU  - Khattak, Aemal J
AU  - Mid-America Transportation Center
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Intersection Safety
PY  - 2006/03//Final Report
SP  - 49p
AB  - The objectives of this project included a study to determine the safety effects of intersection type (unsignalized, signalized, and interchange) on Nebraska expressway intersections, quantification of the safety effects of a Collision Countermeasure System (CCS), and update of the Nebraska Department of Roads (NDOR) expressway intersection guidelines. Analysis results indicated that exposure (measured as total entering traffic) is an important factor affecting expressway intersection safety – expected number of accidents on an intersection approach increase with increasing exposure. While the analysis did not reveal any differences in safety of unsignalized and signalized intersections, the presence of horizontal curves on intersection approaches was found to increase accidents while vertical curves placed through intersections were also found increase accidents on intersection approaches. Expressway approaches with offset left turn lanes were found safer when compared to conventional left turn lanes and expressway approaches with no exclusive left-turn lanes. The above information is recommended for addition to the existing NDOR expressway intersection guidelines to make Nebraska expressway intersections safer. This report also provides directions for future expressway safety investigative research efforts.
KW  - Crash analysis
KW  - Expressways
KW  - Highway safety
KW  - Intersections
KW  - Left turn lanes
KW  - Nebraska
KW  - Types of intersections
UR  - http://www.transportation.nebraska.gov/mat-n-tests/research/Traffic/Final%20Report%20P544.pdf
UR  - https://trid.trb.org/view/1239488
ER  - 

TY  - JOUR
AN  - 01388557
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Gibson, D R
AU  - Ling, B
AU  - Zeifman, M
AU  - Dong, S
AU  - Venkataraman, U
TI  - Multipedestrian tracking
PY  - 2006/03
VL  - 69
IS  - 5
SP  - 56-63
KW  - Crosswalks
KW  - Detection
KW  - Digital video
KW  - Highway safety
KW  - Monitoring
KW  - Monitoring
KW  - Pedestrian
KW  - Pedestrian crossing
KW  - Pedestrians
KW  - Road safety
KW  - Road safety (engineering and vehicles)
KW  - Traffic surveillance
KW  - Video
UR  - http://www.fhwa.dot.gov/publications/publicroads/06mar/08.cfm
UR  - https://trid.trb.org/view/1156323
ER  - 

TY  - JOUR
AN  - 01388556
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Banks, L
AU  - Sarmiento, M
TI  - Geospatial technologies improve transportation decisionmaking
PY  - 2006/03
VL  - 69
IS  - 5
SP  - 32-7
KW  - Environment
KW  - Environment
KW  - Geographic information system (GIS)
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Global positioning system (GPS)
KW  - Management
KW  - Road authority
KW  - Transport management
KW  - Transport management and Security
KW  - Transport planning
KW  - Transportation departments
KW  - Transportation planning
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/06mar/05.cfm
UR  - https://trid.trb.org/view/1156322
ER  - 

TY  - JOUR
AN  - 01388138
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Forkenbrock, D J
AU  - Hanley, P F
TI  - Mileage-based road user charges
PY  - 2006/03
VL  - 69
IS  - 5
SP  - 9-15
KW  - Alternate fuels
KW  - Alternative fuel
KW  - Economics
KW  - Financing
KW  - Fuel tax
KW  - Fuel taxes
KW  - Intelligent transport systems (ITS)
KW  - Intelligent transportation systems
KW  - Policy
KW  - Policy
KW  - Privacy
KW  - Privacy
KW  - Road funding
KW  - Road user charges
KW  - Toll roads
KW  - Transport economics
KW  - Usa
KW  - User charges
UR  - http://www.fhwa.dot.gov/publications/publicroads/06mar/02.cfm
UR  - https://trid.trb.org/view/1155904
ER  - 

TY  - RPRT
AN  - 01360397
AU  - Reda Taha, M M
AU  - Schnalzer, R
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Identifying Performance Patterns in New Mexico Bridges
PY  - 2006/03
SP  - 181p
AB  - Optimal choices for new bridge designs and existing bridge maintenance strategies necessitate understanding how bridge attributes and their interactions affect the performance of bridges in different environments. Analysis of a bridge inventory database will make it possible to recognize patterns of performance and how these patterns relate to different bridge attributes. One major challenge in performing this analysis is to determine a set of bridge performance features with minimum uncertainties and consistent records in the database. This paper describes the analytical investigations performed in searching for bridge performance features and their patterns as observed from the bridge inventory database of the State of New Mexico, USA. The use of hierarchical clustering made it possible to classify the data while also creating a rule-base scheme to come to findings. This analysis showed certain material types and structure types to be prevalent in either high performing groups or low performing groups.
KW  - Bridge design
KW  - Bridges
KW  - Clustering
KW  - Data analysis
KW  - Databases
KW  - Inventory
KW  - Materials
KW  - New Mexico
KW  - Performance assessment
KW  - Structural adequacy
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM04STR03IdentifyingPerfPatternsNMBridges2006.pdf
UR  - https://trid.trb.org/view/1125925
ER  - 

TY  - RPRT
AN  - 01122494
AU  - Federal Highway Administration
TI  - Interagency Guidance: Transportation Funding for Federal Agency Coordination Associated with Environmental Streamlining Activities
PY  - 2006/03//Revised Edition
SP  - 31p
AB  - On August 10, 2005, the President signed into law the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). With guaranteed funding for highways, highway safety, and public transportation totaling $244.1 billion, SAFETEA-LU represents the largest surface transportation investment in our nation’s history. The two landmark bills that brought surface transportation into the 21st century—the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Transportation Equity Act for the 21st Century (TEA-21)—shaped the highway program to meet the nation’s changing transportation needs. SAFETEA-LU builds on this firm foundation by containing a provision authorizing States to provide Title 23 funds to agencies performing certain environmental review activities and preserving any funding agreements in place pursuant to it. SAFETEA-LU promotes more efficient and effective Federal surface transportation programs by focusing on transportation issues of national significance, while giving State and local transportation decision makers more flexibility for solving transportation problems in their communities. The purpose of this guidance is to provide a common understanding among the U.S. Department of Transportation (USDOT), State Departments of Transportation (DOTs), local transit operators, and Federal resource agencies regarding options for using funding under Title 23 to support Federal resource agency coordination for streamlining the review of Federal-aid transportation projects. Funding mechanisms, eligible activities, and recommended elements of interagency agreements are identified in this guidance to provide the agencies with the tools needed to develop mutually beneficial agreements to meet their environmental stewardship and streamlining goals and those of SAFETEA-LU. This guidance lists several other funding mechanisms currently being used and includes in the appendices a template that should be helpful as interagency agreements are being developed. Examples of interagency agreements and summaries of associated best practices/lessons learned to expedite environmental reviews are also included.
KW  - Best practices
KW  - Environmental impact analysis
KW  - Environmental reviews
KW  - Environmental stewardship
KW  - Environmental streamlining
KW  - Federal government
KW  - Financing
KW  - Guidelines
KW  - Interagency relations
KW  - Lessons learned
KW  - Local government
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - State departments of transportation
KW  - Transit operating agencies
KW  - Transportation projects
KW  - United States Code. Title 23
UR  - http://environment.fhwa.dot.gov/strmlng/igdocs/interagency.pdf
UR  - https://trid.trb.org/view/884162
ER  - 

TY  - RPRT
AN  - 01120535
AU  - Federal Highway Administration
TI  - Long-Distance Travel
PY  - 2006/03
SP  - 2p
AB  - Overall, about 2.6 billion long-distance trips are taken by U.S. residents every year. These are trips of 50 miles or more away from home (100 miles in round-trip distance) for people of all ages, by all modes of travel, and for any purpose, Many people never travel that far from home--169 million people (61 percent of the population) do not make any long distance trips in an average year. In fact, just 5 percent of the population takes 25 percent of the long distance trips. This brief discusses trip purpose and mode of travel for long distance trips.  It also describes demographics of people who take long distance trips.
KW  - Demographics
KW  - Long-distance travel
KW  - Mode choice
KW  - Travel behavior
KW  - Travel surveys
KW  - Trip length
KW  - Trip purpose
UR  - http://nhts.ornl.gov/briefs/Long%20Distance%20Travel.pdf
UR  - https://trid.trb.org/view/879159
ER  - 

TY  - RPRT
AN  - 01104404
AU  - Sivasubramaniam, Sivaranjan
AU  - Haddock, John E
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Validation of Superpave Mixture Design and Analysis Procedures Using the
NCAT Test Track
PY  - 2006/03//Final Report
SP  - 226p
AB  - The Indiana Department of Transportation was among the first to adopt the Superpave mixture design method and relevant specifications. When the National Center for Asphalt Technology decided to build a pavement test track, the Indiana Department of Transportation saw an opportunity to validate the mixture design method. It participated in the test track pooled fund study by sponsoring two pavement sections that were part of a larger investigation involving ten pavement test sections. Further, efforts were made to establish rutting performance relationships between the Accelerated Pavement Tester, the Purdue Wheel Laboratory Tracker, and the in-service pavement as represented by the test track. The results show that the Superpave mixture design method and specifications do provide well-performing hot-mix asphalt mixtures with respect to permanent deformation. Also, direct comparisons between the Accelerated Pavement Tester and the test track, and the Purdue Wheel Laboratory Tracker and the test track do exist. Finite element modeling techniques were also used to model rutting development. The finite element modeling suggests that such an approach may be capable of relating the accelerated and in-service results even better than direct comparison.
KW  - Accelerated tests
KW  - Asphalt mixtures
KW  - Mix design
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavements
KW  - Rutting
KW  - Superpave
KW  - Test tracks
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1723&context=jtrp
UR  - https://trid.trb.org/view/863984
ER  - 

TY  - RPRT
AN  - 01104373
AU  - Pellinen, Terhi K
AU  - Xiao, Shangzhi
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Stiffness of Hot-Mix Asphalt
PY  - 2006/03//Final Report
SP  - 399p
AB  - This research was initiated from a need to evaluate marginal mixtures that do not meet the Superpave mix design criteria for the air voids content requirements for the construction of hot mix asphalt pavements. The developed criteria is comprised of the base criteria derived from test data of as-placed field cores normalized to 7.5% air voids content, which provides the minimum stiffness and strength requirements for a mixture as a function of the traffic level. The stiffness of pavement cores is measured using Simple Shear Tester to obtain shear stiffness |G*| of mix and strength is measured using indirect tensile strength testing. The asphalt mixture will meet the criteria if it meets both the stiffness and strength requirements. Additionally, the criteria include coefficients intended to adjust the base criteria for variable mix density. Given the need to assess the mix performance in the plant mixing stage, an adjustment factor is provided to account for the compaction procedure effects for the gyratory-compacted asphalt plant mixtures relative to pavement cores compacted by rollers. Another adjustment factor to account for the mixture aging effects is provided for the asphalt mixtures tested in the mix design stage. Forensic study of failed interstate pavement near Indianapolis, Indiana suggests that for a heavy traffic of more than 30 million design equivalent single axle load applications, the factor of safety that the developed criteria is providing against rutting is ranging from 2.2 to 2.8.
KW  - Asphalt mixtures
KW  - Gyratory compaction
KW  - Hot mix asphalt
KW  - Load tests
KW  - Mix design
KW  - Pavement design
KW  - Pavement distress
KW  - Paving materials
KW  - Shear tests
KW  - Stiffness tests
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1738&context=jtrp
UR  - https://trid.trb.org/view/864124
ER  - 

TY  - RPRT
AN  - 01104348
AU  - Rao, A Ramachandra
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Flood Frequency Relationships for Indiana
PY  - 2006/03//Final Report
SP  - 140p
AB  - The objective of the research presented in this report is the development of relationships to estimate flood magnitudes for Indiana streams. In order to achieve this goal several probability distributions were evaluated. The Pearson (3) (LP(3)) and the Generalized Extreme Value (GEV) distributions were found to be the best distributions for Indiana data. Because of the requirement that Log Pearson (3) (LP(3)) distribution must be used in federally-funded projects it was retained in the study. Relationships were developed for the flood frequencies to be estimated by the LP(3) distributions. The State of Indiana has been divided into regions, seven of which are homogeneous and one heterogeneous. The floods of specific return periods were related to watershed characteristics which are relatively easy to measure by the generalized least squares (GLS) method. The regional flood estimates based on L-moments have been developed and presented for all the eight regions. These are based on P(3), GEV and LP(3) distributions. The GLS based regional regression analysis was used to relate the flood magnitudes based on these distributions and watershed parameters. The L-moment based methods and the regional regression relationships are compared to each other by split sample tests. The following conclusions are presented based on this study. (1) Identifying homogeneous regions prior to development of flood frequency relationships substantially reduce the prediction errors. (2) The L moment based flood frequency relationships are more accurate than those developed by regional regression analysis (3) The Pearson (3) and GEV distributions give more accurate flood flow estimates than the LP(3) distribution.
KW  - Banks (Waterways)
KW  - Flood protection
KW  - Floods
KW  - Generalized extreme value models
KW  - Indiana
KW  - Least squares method
KW  - Probability
KW  - Streams
KW  - Watersheds
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1746&context=jtrp
UR  - https://trid.trb.org/view/864213
ER  - 

TY  - RPRT
AN  - 01089499
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Wildlife Road Fatalities Project
PY  - 2006/03//Final Report
SP  - 73p
AB  - The New Mexico 2025 Statewide Multimodal Transportation Plan, published by the New Mexico Department of Transportation (NMDOT), outlines long range objectives for the state. Two of the long-range objectives deal specifically with wildlife-vehicle encounters: reduce wildlife-vehicle collisions; and, improve coordination between NMDOT and the NM Department of Game and Fish to identify and develop solutions at critical wildlife crossings. To address the high wildlife-vehicle collision rate in New Mexico, a standardized data reporting method and analysis are needed in the state. The NMDOT Research Bureau recommended the document, WARS 1983-2002: Wildlife Accident Reporting and Mitigation in British Columbia Special Annual Report, as a successful project to use as a model for New Mexico. The eight stated goals are: 1) identify accident-prone locations and accident trends; 2) direct cost-effective mitigation efforts; 3) evaluate the effectiveness of mitigation techniques; 4) provide data for highway planning purposes; 5) model and forecast accidents; 6) analyze traffic and climatic relationships for species-specific accident trends; 7) develop species-specific accident risk profiles for highway corridors; and 8) establish policies and strategies for accident issues and mitigation initiatives. These goals were met with the extensive historical data collection practices in place in British Columbia and are the goals for New Mexico. This project initially focuses on goals one and four, with the others developing during the life of the project.
KW  - Animal vehicle collisions
KW  - British Columbia
KW  - Data reporting
KW  - High risk locations
KW  - Highway planning
KW  - Long range planning
KW  - New Mexico
KW  - Road kill
KW  - Trend (Statistics)
KW  - Wildlife
KW  - Wildlife Accident Reporting System
KW  - Wildlife crossings
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM04ENV-03%20Wildlife%20Fatalities%20Project%20Phase%20I%20-%20Final.pdf
UR  - https://trid.trb.org/view/849900
ER  - 

TY  - RPRT
AN  - 01088750
AU  - O'Connor, James T
AU  - Gibson, G Edward
AU  - Migliaccio, Giovanni C
AU  - Shrestha, Pramen P
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - 2005 Annual Interim Report on the Monitoring and Evaluation of
SH 130 Project Construction
PY  - 2006/03//Technical Report
SP  - 36p
AB  - This report includes a synthesis of the main findings from the investigations conducted during the first year of the research project.
KW  - Annual reports
KW  - Benchmarks
KW  - Construction projects
KW  - Evaluation
KW  - Monitoring
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4661_2.pdf
UR  - https://trid.trb.org/view/849221
ER  - 

TY  - RPRT
AN  - 01075213
AU  - Federal Highway Administration
TI  - U.S. 24, Napoleon to Toledo, Lucas and Henry counties : environmental impact statement
PY  - 2006/03//Volumes held: Draft, Final, Final AppendixA
KW  - Environmental impact statements
KW  - Ohio
UR  - https://trid.trb.org/view/834607
ER  - 

TY  - RPRT
AN  - 01075185
AU  - Federal Highway Administration
TI  - Spencer Creek Bridge, US Highway 101, Lincoln County : environmental impact statement
PY  - 2006/03//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Oregon
UR  - https://trid.trb.org/view/834579
ER  - 

TY  - RPRT
AN  - 01074954
AU  - Federal Highway Administration
TI  - Indian Street Bridge, Martin County : environmental impact statement
PY  - 2006/03//Volumes held: Draft, Final, Final Appendix1, Final Appendix2, Public hearing comments B1(2v)
KW  - Environmental impact statements
KW  - Florida
UR  - https://trid.trb.org/view/834348
ER  - 

TY  - RPRT
AN  - 01074946
AU  - Federal Highway Administration
TI  - Wisconsin State Highway 83, County NN to Wis 16, Waukesha County : environmental impact statement
PY  - 2006/03//Volumes held: Draft, Final,Maps B1,Maps B2
KW  - Environmental impact statements
KW  - Wisconsin
UR  - https://trid.trb.org/view/834340
ER  - 

TY  - RPRT
AN  - 01045871
AU  - Harkey, David L
AU  - Tsai, Sean
AU  - Thomas, Libby
AU  - Hunter, William W
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - Pedestrian and Bicycle Crash Analysis Tool (PBCAT): Version 2.0 Application Manual
PY  - 2006/03//User's Manual
SP  - 241p
AB  - In 2004, 4,641 pedestrians and 725 bicyclists were killed, accounting for 13% of all traffic fatalities in the United States. An additional 68,000 pedestrians and 41,000 bicyclists were reported to be injured as a result of collisions with motor vehicles. The Pedestrian and Bicycle Crash Analysis Tool (PBCAT) is a software product intended to assist State and local pedestrian and bicycle coordinators, planners, and engineers in addressing pedestrian and bicyclist crash problems. PBCAT accomplishes this goal through the development and analysis of a database containing details associated with crashes between motor vehicles and pedestrians or bicyclists. One of these details is the crash type, which describes the pre-crash actions of the parties involved. With the database developed, the software can then be used to produce reports and select countermeasures to address the problems identified. Features of PBCAT Version 2.0 include:  Form Design—users can customize the data entry form for inputting crash data and the form can be designed to match the local police crash report; Group Typing – an alternative version of crash typing is available for users who do not wish to have the level of crash type detail offered in the traditional version; Location Data—users have the option of recording specific location information (e.g., approach leg and travel direction) for pedestrian crashes occurring at intersections; Crash Reports—users have more table options and the capability to export results to Microsoft® Excel®; and Countermeasures—links are provided to access the engineering, education, and enforcement countermeasures in PEDSAFE and BIKESAFE, which are Websites developed for FHWA that include a number of expert system tools for selecting the most appropriate countermeasures.
KW  - Bicycle crashes
KW  - Computer program documentation
KW  - Countermeasures
KW  - Crash analysis
KW  - Crash types
KW  - Databases
KW  - Fatalities
KW  - Injuries
KW  - PBCAT (Computer program)
KW  - Pedestrian and Bicycle Crash Analysis Tool (PBCAT)
KW  - Pedestrian-vehicle crashes
KW  - United States
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/06090/index.cfm
UR  - https://trid.trb.org/view/805734
ER  - 

TY  - RPRT
AN  - 01044291
AU  - Driscoll, Charles
AU  - Bhatia, Shobha
AU  - Lake, Donald W
AU  - DeKoskie, Doug
AU  - Syracuse University
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Controls on Water Quality in the New Croton Reservoir/Turkey Mountain Watershed
PY  - 2006/03//Final Report
SP  - 189p
AB  - This research project studied a 2 square mile sub-watershed within the Croton Reservoir system of the New York City Drinking Water Supply System and characterized the quantity and quality of storm water runoff, developed a land-use Geographic Information System (GIS), identified sources of storm water runoff and developed a stream restoration plan for Sawmill Creek.
KW  - Drinking water
KW  - Erosion
KW  - Land use
KW  - New York (New York)
KW  - Runoff
KW  - Stream restoration
KW  - Water quality
KW  - Watersheds
UR  - https://trid.trb.org/view/804819
ER  - 

TY  - RPRT
AN  - 01044286
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Wildlife Fatalities Project (Phase I)
PY  - 2006/03//Final Report
SP  - 72p
AB  - The New Mexico 2025 Statewide Multimodal Transportation Plan, published by the New Mexico Department of Transportation, outlines long range objectives for the state.  Two of the long-range objectives deal specifically with wildlife-vehicle encounters: Reduce wildlife-vehicle collisions; and, improve coordination between New Mexico Department of Transportation (NMDOT) and the New Mexico (NM) Department of Game and Fish to identify and develop solutions at critical wildlife crossings.  To address the high wildlife-vehicle collision rate in New Mexico, a standardized data reporting method and analysis are needed in the state.  The NMDOT Research Bureau recommended the document, WARS 1983-2002: Wildlife Accident Reporting and Mitigation in British Columbia Special Annual Report, as a successful project to use as a model for New Mexico.  The eight stated goals are: (1) Identify accident-prone locations and accident trends; (2) direct cost-effective mitigation efforts; (3) evaluate the effectiveness of mitigation techniques; (4) provide data for highway planning purposes; (5) model and forecast  accidents; (6) analyze traffic and climatic relationships for species-specific accident trends; (7) develop species-specific accident risk profiles for highway corridors; and (8) establish policies and strategies for accident issues and mitigation initiatives.  These goals were met with the extensive historical data collection practices in place in British Colombia and are the goals for New Mexico.  This project initially focuses on goals one and four, with the others developing during the life of the project.
KW  - Cost effectiveness
KW  - Crashes
KW  - Fatalities
KW  - High risk locations
KW  - Highway corridors
KW  - Highway planning
KW  - New Mexico
KW  - Policy
KW  - Strategic planning
KW  - Traffic mitigation
KW  - Vehicles
KW  - Wildlife
KW  - Wildlife crossings
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM04ENV-03%20Wildlife%20Fatalities%20Project%20Phase%20I%20-%20Final.pdf
UR  - https://trid.trb.org/view/803651
ER  - 

TY  - RPRT
AN  - 01044271
AU  - Bandini, Paola
AU  - White, Kenneth R
AU  - New Mexico State University, Las Cruces
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Failure of Riprap Protection (Phase I)
PY  - 2006/03
SP  - 24p
AB  - Failure of riprap protection systems in culvert outlets and rundowns has been identified by the New Mexico Department of Transportation (NMDOT) Drainage Section staff as a frequent problem in some areas of New Mexico.  The poor performance of the riprap protection at given sites has required recurrent costly maintenance repairs.  In this study, a preliminary investigation of the most likely causes of the riprap failure in Southern New Mexico was performed, focusing on the design guidelines and performance of riprap for culvert outlets.  Selected locations were visited with the purpose of identifying the possible mechanisms of failure of the riprap at culvert outlets.  The field observations indicate that the majority of the sites visited have undergone significant erosion and scour.  The riprap was completely missing in a number of locations and the failure can be mainly attributed to a combination of local scour and general channel degradation.  This scour is partially due to high exit velocities and highly erodible soils.  The installation of block energy dissipators is proposed to dissipate the necessary energy to re-establish the channel conditions downstream of the structure in a relatively short distance.  Concrete or gabion blocks on a riprap basin are suggested as dissipators for small- and medium-size culverts.  Because the dimensioning of the energy dissipators recommended here is based on empirical equations from previous experimental studies, field trial tests and monitoring are strongly recommended as future work to corroborate the efficiency of the proposed solution.
KW  - Culvert outlets
KW  - Degradation (Hydrology)
KW  - Dissipation
KW  - Erosion
KW  - Failure
KW  - Maintenance
KW  - New Mexico
KW  - Observations
KW  - Riprap
KW  - Scour
UR  - https://trid.trb.org/view/803650
ER  - 

TY  - RPRT
AN  - 01042165
AU  - Swami, Vaibhav
AU  - Tandon, Vivek
AU  - Nazarian, Soheil
AU  - Zborowski, Aleksander
AU  - Kaloush, Kamil E
AU  - University of Texas, El Paso
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Testing of Crumb Rubber Modified Hot Mix Asphaltic Concrete
PY  - 2006/03//Technical Report
SP  - 87p
AB  - Crumb-rubber is typically used to improve the durability of hot-mix asphalt concrete. Although hot-mix asphalt concrete containing crumb-rubber has been successfully placed and has performed well over the years, the performance evaluation of these mixes has been an elusive task. Hamburg Wheel Tracking Device Test or static creep tests, typically specified by the Texas Department of Transportation, have not been able to consistently predict the performance of these mixes. Various performance tests were selected and evaluated using four mixes containing crumb-rubber to recommend a suitable performance test for these materials. The experiment design and evaluation tests results are presented in this report.
KW  - Asphalt concrete
KW  - Creep tests
KW  - Crumb rubber
KW  - Hamburg Wheel Tracking Device
KW  - Hot mix asphalt
KW  - Performance tests
UR  - https://trid.trb.org/view/803161
ER  - 

TY  - RPRT
AN  - 01037633
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
TI  - Measuring Performance Among State DOTs
SN  - 156051339X
PY  - 2006/03
SP  - 68p
AB  - The purpose of this report is to describe how state departments of transportation (DOTs) may increase their use of comparative performance measures and to provide a foundation for further collaborative development of comparative performance measures by the American Association of State Highway and Transportation Officials (AASHTO) and its member states.  The premise of comparative performance measurement among DOTs is that independent agencies in different states often share similar strategic goals with their peers, such as smoother pavement or improved mobility, but that in any grouping of peers, one or two agencies are likely to devise unique yet transferable business processes that enable better performance in these areas.  The benefits of using more comparative performance measures include more communication among DOTs, greater awareness about best practices and innovations, improved business processes, superior performance, and increased responsiveness to customers' needs.
KW  - Awareness
KW  - Benefits
KW  - Best practices
KW  - Business practices
KW  - Businesses
KW  - Communication
KW  - Comparative analysis
KW  - Customer satisfaction
KW  - Information transfer
KW  - Innovation
KW  - Knowledge
KW  - Performance
KW  - Performance measurement
KW  - Processes
KW  - State departments of transportation
KW  - States
KW  - Strategic planning
KW  - United States
UR  - https://trid.trb.org/view/794300
ER  - 

TY  - RPRT
AN  - 01036743
AU  - Birgisson, Bjorn
AU  - Roque, Reynaldo
AU  - Varadhan, Arvind
AU  - Thai, Tung
AU  - Jaiswal, Lokendra
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Thick Open Graded and Bonded Friction Courses for Florida
PY  - 2006/03//Final Report
SP  - 208p
AB  - Due to the frequency of high intensity short-duration rainfall events in Florida, vehicular hydroplaning is a serious concern, especially at the Interstate and other limited access facilities. Along with pavement cross-slope and rutting, the surface texture of an asphalt pavement plays a critical role in the prevention of hydroplaning on high-speed, multi-lane facilities. In order to minimize problems of this nature, Florida, in the mid 1970's, developed a friction course (FC-2) which was a 3/8-in. Nominal Maximum Aggregate Size (NMAS) open graded mixture (with polish resistant aggregate) placed approximately ½ in. thick. In the 1990's, the FC-2 was eventually replaced by a slightly coarser open graded friction course (FC-5), which is a ½ in. NMAS mixture, placed approximately ¾ in. thick. A number of European countries, as well as several states in the US (Georgia, Oregon, Texas) have developed a "porous friction course" which is an open graded friction course placed in thicknesses ranging from 1¼ to 2 in. thick. The combination of the high in-place air void content of this mixture, coupled with the thickness at which it is placed, gives this type of pavement surface a great deal of potential with regard to storage and drainage of water during a rainstorm. However, there are also a number of questions associated with these types of pavements, such as durability, rutting resistance, and long-term porosity. This report documents the development of a new mixture design procedure for open graded friction courses and thick porous friction courses in Florida. A new draft Florida method for open graded and porous friction courses is developed, and the groundwork is laid for a new draft specification for porous friction courses in Florida. Porous friction course mixtures prepared according to the new mix design are evaluated for fracture and rutting resistance in the laboratory, as well as on an actual field test project on I-295, in Duval County, Florida. This report also documents the evaluation of "bonded" open graded friction courses from US-27, Highlands County, Florida that are placed with a thick polymer modified tack coat. The performance of these bonded open graded friction courses are compared to open graded friction courses laid with a regular tack coat, as well as to Novachip mixture, which is basically a stone matrix asphalt mixture with a thick polymer-modified tack coat. The results showed that the introduction of thick polymer-modified tack coat resulted in an increased rutting and cracking resistance, with no adverse changes to pavement friction and noise characteristics.
KW  - Air voids
KW  - Asphalt pavements
KW  - Bonding
KW  - Cracking
KW  - Durability
KW  - Expressways
KW  - Field tests
KW  - Florida
KW  - Friction course
KW  - Georgia
KW  - Hydroplaning
KW  - Interstate highways
KW  - Laboratory tests
KW  - Mix design
KW  - Nominal maximum aggregate size
KW  - Open graded aggregates
KW  - Oregon
KW  - Porosity
KW  - Porous pavements
KW  - Rutting
KW  - Tack coats
KW  - Texas
KW  - Texture
KW  - Thickness
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BC354_81_rpt.pdf
UR  - https://trid.trb.org/view/793100
ER  - 

TY  - RPRT
AN  - 01033217
AU  - Pando, Miguel A
AU  - Ealy, Carl D
AU  - Filz, George M
AU  - Lesko, J J
AU  - Hoppe, E J
AU  - Virginia Transportation Research Council
AU  - Federal Highway Administration
TI  - A Laboratory and Field Study of Composite Piles for Bridge Substructures
PY  - 2006/03//Final Report
SP  - 384p
AB  - The most commonly used pile materials are steel, concrete, and wood. These materials can degrade, and the degradation rate can be relatively rapid in harsh marine environments. It has been estimated that the U.S. spends over $1 billion annually for repair and replacement of waterfront piling systems. This high cost has spurred interest in alternative composite pile materials such as fiber-reinforced polymers (FRPs), recycled plastics, and hybrid materials. Because only minimal performance data have been collected for composite piles, a research project was undertaken to investigate (1) soil-pile interface behavior of composite piles, (2) the long-term durability of concrete-filled FRP shell composite piles, and (3) the driveability and axial and lateral load response of concrete-filled FRP composite piles and steel-reinforced recycled plastic piles by means of field tests and analyses. In addition, a long-term monitoring program was implemented at a bridge over the Hampton River in Virginia. According to laboratory test results, values of residual interface friction angle between three pile surfaces and a subrounded to rounded sand were 27, 25, and 28 degrees for a FRP composite pile, the recycled plastic pile, and the prestressed concrete pile respectively, while the values of residual interface friction angle between these piles and a subangular to angular sand were 29, 29, and 28 degrees for the FRP composite pile, the recycled plastic pile, and the prestressed concrete pile, respectively. Regarding durability of FRP composite piles, it was found that moisture absorption caused degradation of strength and stiffness of the FRP shells, but that freeze-thaw cycles had little effect. Analyses indicate that FRP degradation due to moisture absorption should have minimal impact on axial capacity of the FRP composite piles because most of the axial capacity is provided by the concrete infill; however, FRP degradation has a larger effect on lateral capacity because the FRP shell provides the capacity on the tension side of the pile. The field tests demonstrated that there were not major differences in driveability of the FRP composite pile, the recycled pile, and the prestressed concrete pile. In static load tests, the FRP composite pile and prestressed concrete pile exhibited similar axial and lateral stiffness, and the plastic pile was significantly less stiff. Conventional static analyses of axial load capacity, axial load versus settlement, and lateral load versus deflection provided reasonable predictions for the composite piles, at least to the levels of accuracy that can be achieved for more common pile materials. The long-term monitoring program has been implemented for an FRP composite pile and a prestressed concrete pile so that their load-transfer performance can be compared over time. The long-term monitoring is being done by Virginia Department of Transportation (VDOT).
KW  - Axial loads
KW  - Bridge piers
KW  - Bridge substructures
KW  - Composite materials
KW  - Concrete
KW  - Costs
KW  - Deflection
KW  - Degradation (Hydrology)
KW  - Driven piles
KW  - Durability
KW  - Dynamic analysis
KW  - Fiber reinforced polymers
KW  - Field studies
KW  - Laboratory studies
KW  - Lateral loads
KW  - Load tests
KW  - Load transfer
KW  - Marine environment
KW  - Pile foundations
KW  - Prestressed concrete
KW  - Recycled plastic piles
KW  - Soil pile interaction
KW  - Steel
KW  - Stiffness
KW  - Wood
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04043/index.cfm
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/04043/index.cfm
UR  - https://trid.trb.org/view/789882
ER  - 

TY  - RPRT
AN  - 01033068
AU  - Liu, Richard
AU  - Chen, Yuanhang
AU  - Ekbote, Aditya
AU  - Sun, Wei
AU  - Chen, Xuemin
AU  - Li, Jing
AU  - Chopra, Pankaj
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Thermoplastic Pavement Marking Material Thickness Measurement System User Guide
PY  - 2006/03
SP  - 45p
AB  - The developed thermoplastic pavement marking material thickness detector is a vehicle-mounted device that measures the thickness of marking materials on the pavement surface by using point lasers and scanning laser technology.  The device consists of two parts:  a hardware system to measure the pavement marking by using the laser triangulation technique and the auto-synchronized scanning technique, and a software package to analyze and process the measured data.  Part 1 of the user guide gives a general description of the system, describes the components of the point laser system and hardware operation procedures, discusses the software operations and data interpretation, and concludes with comments on troubleshooting.  Part 2 of the user guide gives a general description of the system, describes the configuration of the scanning laser system and hardware operation procedures, discusses the software operations and data interpretation, and concludes with comments on troubleshooting.
KW  - Laser scanning
KW  - Lasers
KW  - Manuals
KW  - Measurement
KW  - Road markings
KW  - Software packages
KW  - Thermoplastic materials
KW  - Thickness
KW  - Triangulation
KW  - Troubleshooting
KW  - Vehicle body parts
UR  - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-5882-P2.pdf
UR  - https://trid.trb.org/view/789993
ER  - 

TY  - RPRT
AN  - 01033063
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Liu, Wenting
AU  - Harrison, Gerry
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Pave-IR Operator's Manual, Version 1.2: A Thermal Imaging System for Evaluating Hot-Mix Asphalt Paving Operations
PY  - 2006/03
SP  - 32p
AB  - Thermal imaging of hot-mix asphalt (HMA) overlays as they are placed began around 1996 with the use of infrared cameras.  Through years of research, many agencies determined that uniformity of mat placement temperature immediately behind the screed provides a method to evaluate the uniformity and overall quality of hot-mix paving operations.  With the Pave-IR (infrared) system, an infrared sensor bar replaces infrared cameras for thermal imaging.  The Pave-IR system provides for reduced investment cost, simpler operation, more thorough data collection, and improved data processing capabilities, when compared to infrared cameras.  This manual provides Pave-IR operators with instructions for installing the Pave-IR Version 1.2 hardware and using the Pave-IR software package to collect and view thermal imaging data with the Pave-IR system.  Pave-IR version 1.2 mounts to the footplate of the paver and therefore does not require operators to propel the device.
KW  - Bituminous overlays
KW  - Computer program documentation
KW  - Data collection
KW  - Hot mix asphalt
KW  - Infrared imagery
KW  - Installation
KW  - Manuals
KW  - Operators (Persons)
KW  - Road construction
KW  - Software packages
KW  - Thermal imaging
UR  - https://trid.trb.org/view/790005
ER  - 

TY  - RPRT
AN  - 01032998
AU  - Machek, Elizabeth
AU  - Poe, Carson
AU  - Bryan, Jeffrey
AU  - Volpe National Transportation Systems Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Highway Project Delivery Requirements
PY  - 2006/03//Research Report
SP  - 89p
AB  - The work of developing and delivering a highway project is governed by a wide array of state and federal requirements. The Volpe National Transportation Systems Center (Volpe Center) worked with the Washington State Department of Transportation (WSDOT) to help make these requirements more transparent to the highway project team. The project included data gathering and documentation of WSDOT’s project delivery stages, the Federal and state requirements relevant to each stage, and the roles and responsibilities of stakeholders throughout the delivery of WSDOT highway projects. The results were delivered as a series of web pages that illustrates the overall process and provides links to the Federal and state requirements in each stage.
KW  - Data collection
KW  - Federal requirements
KW  - Highway projects
KW  - Home pages (Websites)
KW  - Legislation
KW  - Project delivery
KW  - Project management
KW  - Project requirements
KW  - Regulations
KW  - State requirements
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/632.1.pdf
UR  - http://ntl.bts.gov/lib/49000/49800/49813/632.1.pdf
UR  - https://trid.trb.org/view/788500
ER  - 

TY  - RPRT
AN  - 01032963
AU  - Mallela, J
AU  - Von Quintus, H L
AU  - Smith, K L
AU  - Applied Research Associates, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Evaluation of Cold In-Place Recycling Projects in Arizona
PY  - 2006/03//Final Report
SP  - 133p
AB  - The Arizona Department of Transportation (ADOT) has been using cold in-place recycling (CIR) as a rehabilitation strategy for over two decades. Several highway pavements throughout the State have been rehabilitated using CIR, typically in conjunction with an asphalt overlay or a double application of seal coat. As with any other aspect of design and construction method, practices used to assess the feasibility of CIR on a given project, the CIR construction process, and the materials used to produce CIR materials have evolved over time. The primary objective of this investigation was to evaluate and document the performance of selected CIR projects in Arizona. To satisfy this objective, detailed design, construction, performance, and traffic data on 17 CIR projects were compiled and summarized. In-depth profiles of each project, including historical trends of key distresses (cracking, rutting, flushing), ride quality, and maintenance costs, were developed and are presented in this report. The 17 CIR projects were constructed on low to moderate volume roads between 1981 and 2001. The projects involved one of the following types of applications: (1) CIR for the top 2 to 3 in. of an existing Hot-mix asphalt (HMA) surface layer. (2) CIR for the top 2 to 3 in. of an existing HMA surface layer, followed by a 2- to 3-in. HMAC overlay. Overall performance of the CIR projects was found to be good, with most projects showing low to moderate levels of distress and roughness after many years. Both application types were deemed to be viable forms of pavement preservation for low- to moderate-volume roadways, with the CIR/overlay application noted as providing greater assurance of adequate performance and reduced likelihood of premature failure.
KW  - Arizona
KW  - Bituminous overlays
KW  - Cold in-place recycling
KW  - Costs
KW  - Cracking
KW  - Evaluation
KW  - Flushing
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Pavements
KW  - Preservation
KW  - Recycling
KW  - Rehabilitation (Maintenance)
KW  - Ride quality
KW  - Road construction
KW  - Roughness
KW  - Rutting
KW  - Seal coating
KW  - Traffic data
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ460.pdf
UR  - https://trid.trb.org/view/788337
ER  - 

TY  - RPRT
AN  - 01032953
AU  - Okola, Anna
AU  - Amini, Ardavan
AU  - Jafari, Mohsen
AU  - Maher, Ali
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Seed Project – Transportation Safety Resource
PY  - 2006/03//Final Report
SP  - 14p
AB  - According to a 2000 report by NHTSA, 42,000 people were killed and 3,200,000 people were injured on U.S. roadways, with a total economic cost exceeding $230 billion. New Jersey has the highest population density in the country, and the highest numbers of drivers per miles of road. Naturally, traffic safety is top on the State’s agenda for improving transportation and quality of life. Accurate reporting, processing and maintaining of crash data, has been a priority for New Jersey Department of Transportation (NJDOT) in its effort to develop effective solutions to traffic safety problems. In 2002, NJDOT engaged a nationally recognized team of safety experts to perform a Traffic Records Assessment of the New Jersey Traffic Data System. These evaluators made recommendations that included a revised crash data form which will improve data collected by police officers at the scene of an incident. The Transportation Safety Resource Center has partnered with the NJDOT Division of Traffic Engineering & Safety to develop crash data analysis applications for the NJDOT. Customized software (Plan4Safety) was developed to enable crash data analysis. Plan4Safety offers a powerful statistical analysis tool, which will be enhanced over the next few months to include predictive crash modeling and cost/benefit evaluation capabilities. The data to be analyzed are only as good as the data collected; as such, consistent and complete crash records are critical to a rigorous analysis. Plan4Safety, along with the new crash data form, will enable New Jersey to improve on crash data collection and subsequent analysis.
KW  - Benefit cost analysis
KW  - Crash data
KW  - Crash records
KW  - Data collection
KW  - Forms (Documents)
KW  - Mathematical models
KW  - New Jersey
KW  - Software
KW  - Statistical analysis
KW  - Traffic crashes
KW  - Traffic incidents
KW  - Traffic records
KW  - Traffic safety
UR  - http://cait.rutgers.edu/files/Safety-RU4474_0.pdf
UR  - https://trid.trb.org/view/788480
ER  - 

TY  - RPRT
AN  - 01031295
AU  - Huang, Y
AU  - Xu, Bugao
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Automatic Inspection of Pavement Cracking Distress
PY  - 2006/03//Technical Report
SP  - 25p
AB  - This paper presents the image-processing algorithm customized for high-speed, real-time inspection of pavement cracking. In the algorithm, a pavement image is divided into grid cells of 8 x 8 pixels, and each cell is classified as a non-crack or crack cell using the grayscale information of the border pixels. Whether a crack cell can be regarded as a basic element (or seed) depends on its contrast to the neighboring cells. A number of crack seeds can be called a crack cluster if they fall on a linear string. A crack cluster corresponds to a dark strip in the original image that may or may not be a section of a real crack. Additional conditions to verify a crack cluster include the requirements in the contrast, width, and length of the strip. If verified crack clusters are oriented in similar directions, they will be joined to become one crack. Because many operations are performed on crack seeds rather than on the original image, crack detection can be executed simultaneously when the frame grabber is forming a new image, which permits a real-time, online pavement survey. The trial test results show good repeatability and accuracy when multiple surveys were conducted in different driving conditions.
KW  - Algorithms
KW  - Automated inspection
KW  - Detection and identification
KW  - Image processing
KW  - Pavement cracking
KW  - Pavement distress
KW  - Real time data processing
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_4975_01_1.pdf
UR  - https://trid.trb.org/view/787675
ER  - 

TY  - RPRT
AN  - 01031291
AU  - Coselli, Christin J
AU  - Griffith, Elizabeth M
AU  - Ryan, Jeremy L
AU  - Bayrak, Oguzhan
AU  - Jirsa, James O
AU  - Breen, John E
AU  - Klingner, Richard E
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Bridge Slab Behavior at Expansion Joints
PY  - 2006/03//Technical Report
SP  - 101p
AB  - The primary objective of this research study was to evaluate the behavior and capacity of the IBTS and alternate 8 in. UTSE (Uniform Thickness Slab End) details at expansion joints, especially on skewed ends of bridge slabs. The two full-scale CIP (cast-in-place) specimens, 0 degrees and 45 degrees skews, were constructed to test the effect of skew on the IBTS and UTSE details. Test results showed that at design load levels, skew had no significant effect on the behavior of the two details. All test areas failed in shear, predominantly punching shear. The UTSE details failed at slightly lower load levels than the IBTS detail due to a 2 in. difference in section depth. However, both details had ultimate capacities at loads well above the design load levels. Another objective of the research study was to develop alternate details and investigate construction issues of those alternate details. Since the UTSE details performed satisfactorily at design and ultimate load levels, an alternate detail using the stay-in-place PC (precast) panels in the end regions was developed and tested. The PCPE (Precast Panel End) details would eliminate special formwork construction and reduce safety concerns associated with such formwork construction at heights. The full-scale PCPE specimen, 0 degrees skew, was built since panels cannot be easily incorporated in bridge decks with a skewed end. In addition to the behavior and capacity of PCPE details, the effects of armor joints (AJ) and sealed expansion joints (SEJ) on slab ends at design and ultimate loads were investigated. Test results showed that the PCPE details performed similar to the IBTS and UTSE details at design and failure load levels. The PC panel details failed at loads lower than the IBTS details, and the AJ and SEJ increased ultimate capacity by 20 to 25% when compared to PCPE without AJ or SEJ.
KW  - Bearing capacity
KW  - Bridge decks
KW  - Bridge design
KW  - Design load
KW  - Expansion joints
KW  - Formwork
KW  - Precast concrete
KW  - Structural behavior
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4418_1.pdf
UR  - https://trid.trb.org/view/787776
ER  - 

TY  - RPRT
AN  - 01030716
AU  - Eggers, John
AU  - Torres, Sadi
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Evaluation of Capping Systems for High-Strength Concrete Cylinders
PY  - 2006/03//Final Report
SP  - 96p
AB  - This study focused on the effects of capping systems on the compressive strength of high-strength concrete. The compressive strength levels ranged from 6,000 psi to 14,000 psi. The three systems investigated were ground ends, bonded caps, and unbonded pads. The capping compounds investigated were commercially available and advertised for testing high-strength concrete. The unbonded pads used were neoprene pads with a Shore A Durometer hardness of 70. A specialty grinding machine was used to obtain the required planeness and perpendicularity on the ground end cylinders. Statistical analyses were used to determine if any significant differences existed between the compressive strength results of the capping methods. No significant difference was found between the capping systems at the 6,000 psi, 10,000 psi, and 14,000 psi levels. However, significant differences were detected at the 8,000 psi and 12,000 psi levels. For the 8,000 psi group, ground ends produced significantly lower compressive strengths than three of the capping compounds. For the 12,000 psi group, ground ends produced significantly lower strengths than one of the capping compounds and the unbonded pads. No other clear statistical distinctions could be made from the analysis performed. In all the strength levels but the 6,000 psi level, the ground ends method produced lower compressive strengths than the rest of the methods under study.
KW  - Bonded caps
KW  - Capping
KW  - Compressive strength
KW  - Concrete cylinders
KW  - Ground ends
KW  - Hardness
KW  - High strength concrete
KW  - Neoprene
KW  - Statistical analysis
KW  - Unbonded pads
UR  - http://www.ltrc.lsu.edu/pdf/2006/fr_415.pdf
UR  - https://trid.trb.org/view/786937
ER  - 

TY  - RPRT
AN  - 01030714
AU  - Miller, Richard
AU  - Mirmiran, Amir
AU  - Ganesh, Prakash
AU  - Saproo, Monica
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Transverse Cracking of High Performance Concrete Bridge Decks After One Season or 6 to 8 Months
PY  - 2006/03
SP  - 108p
AB  - Cracking is a major problem with newly placed concrete decks. These decks tend to develop full depth, transverse cracks and partial depth longitudinal cracks within a few months of the concrete being placed. A literature review showed that several other states had experienced similar problems. A review of data from Ohio bridge decks showed weak correlations between deck cracking and slump, time of year when the deck was placed, shrinkage, chloride permeability and compressive strength, but there was no clear relationship between cracking and any of these properties. Data also suggested that using a coarse aggregate with an absorption > 1% may help mitigate deck cracking but will not always stop it. As part of this study, 3 bridge decks were instrumented. One was a standard class “S” concrete deck and the other two were high performance concrete. The class “S” deck showed only hairline cracking after 1 year, but transverse cracking occurred in the HPC decks. Instruments were placed in the decks to monitor strains. From the data, it appears that cracking is caused by several factors. High heat of hydration caused the plastic concrete to expand. When the concrete sets and cools, tensile stresses develop. Further tensile stresses develop through drying shrinkage. Restraining the deck against normal thermal movement contributes to additional tensile stress. Autogenous shrinkage, where high heats of hydration cause water evaporation during hydration, and plastic shrinkage may cause more tensile stress. Recommendations for mitigating cracking include using lower cement contents, adding pozzolans and retarders, using slightly higher water/cement ratios, using larger aggregates, taking steps to limit shrinkage and eliminating restraints.
KW  - Bridge decks
KW  - Bridges
KW  - Cement content
KW  - Chlorides
KW  - Coarse aggregates
KW  - Compressive strength
KW  - High performance concrete
KW  - Hydration
KW  - Literature reviews
KW  - Longitudinal cracking
KW  - Ohio
KW  - Permeability
KW  - Pozzolan
KW  - Retarders (Concrete)
KW  - Shrinkage
KW  - Slump test
KW  - Strain (Mechanics)
KW  - Tension tests
KW  - Transverse cracking
KW  - Water cement ratio
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A70191852
UR  - https://trid.trb.org/view/786794
ER  - 

TY  - RPRT
AN  - 01030710
AU  - Maring, Gary E
AU  - Margiotta, Richard
AU  - Hodge, Daniel
AU  - Beagan, Daniel
AU  - Cambridge Systematics, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Freight Mobility, Access, and Safety Strategies
PY  - 2006/03
SP  - 75p
AB  - The research objective of this project was to estimate the benefits of making various truck-oriented improvements on Ohio highway segments with the heaviest commercial vehicle traffic, including both short-term operational strategies and longer term capacity enhancements, to improve the efficiency of freight movement and contribute positively to the Ohio economy. Results of the research show that there would be significant regional and statewide economic benefit of implementing bottleneck improvements in the nationally significant Interstate freight corridors in both Columbus and Cincinnati. Longer term employment increases of more than 9,000 statewide were estimated for the major capital improvements at each of the two bottleneck corridors. Gross State Product was estimated to increase more than $900 million and real personal income more than $900 million as a result of major capital improvements in each corridor.
KW  - Bottlenecks
KW  - Capital improvements
KW  - Cincinnati (Ohio)
KW  - Columbus (Ohio)
KW  - Economic benefits
KW  - Employment
KW  - Freight traffic
KW  - Highway corridors
KW  - Highway safety
KW  - Mobility
KW  - Ohio
KW  - Operational strategies
KW  - Transportation efficiency
KW  - Truck traffic
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A70208545
UR  - https://trid.trb.org/view/786791
ER  - 

TY  - RPRT
AN  - 01029921
AU  - Rathje, Ellen M
AU  - Rauch, Alan F
AU  - Trejo, David
AU  - Folliard, Kevin J
AU  - Viyanant, Chirayus
AU  - Esfellar, Michael
AU  - Jain, Abhishek
AU  - Ogalla, Moses
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Crushed Concrete and Recycled Asphalt Pavement as Backfill for Mechanically Stabilized Earth Walls
PY  - 2006/03//Final Report
SP  - 182p
AB  - This report presents the results from an experimental program aimed at evaluating the use of the crushed concrete (CC) and recycled asphalt pavement (RAP) for use in mechanically stabilized earth (MSE) walls.  Various properties of RAP and CC (strength, hydraulic conductivity, pull out resistance, creep potential, corrosivity) were investigated.  CC was judged as an adequate backfill for MSE walls, although its marginal hydraulic conductivity requires additional drainage to be provided behind walls.  RAP displayed a significant potential for deviatoric creep, making this material unsuitable as select backfill for MSE walls.
KW  - Corrosion
KW  - Creep
KW  - Crushed concrete
KW  - Earth walls
KW  - Mechanically stabilized earth
KW  - Permeability coefficient
KW  - Pullout strength
KW  - Recycled asphalt pavements
KW  - Strength of materials
KW  - Trench backfill
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4177_3.pdf
UR  - https://trid.trb.org/view/786717
ER  - 

TY  - RPRT
AN  - 01029712
AU  - Simpson, A L
AU  - Copeland, C R
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - Federal Highway Administration
TI  - Long-Term Pavement Performance Inventory Data Collection Guide
PY  - 2006/03//Final Report
SP  - 101p
AB  - The primary purpose for this data collection guide is to provide a uniform basis for data collection during long-term monitoring of the performance of pavement test sections under study by the Long-Term Pavement Performance (LTPP) program.  It is a revision to chapter 2 of the 1993 LTPP Data Collection Guide.  Inventory data include those data necessary to:  1) identify the test section, 2) describe the geometric details of its construction and the material properties of its structural constituents, and 3) identify construction costs and costs of subsequent maintenance and repair before the long-term monitoring effort.  These data are intended to describe the pavement test section at the time the section was included in the LTPP study.
KW  - Costs
KW  - Data collection
KW  - Guidelines
KW  - Long-Term Pavement Performance Program
KW  - Monitoring
KW  - Pavement performance
KW  - Test sections
UR  - http://www.fhwa.dot.gov/pavement/ltpp/pubs/06066/06066.pdf
UR  - https://trid.trb.org/view/786611
ER  - 

TY  - RPRT
AN  - 01029109
AU  - Rasoulian, Masood
AU  - Titi, Hani
AU  - Martinez, Mark
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Evaluation of Narrow Transverse Contraction Joints in Jointed Plain Concrete Pavements
PY  - 2006/03//Final Report
SP  - 65p
AB  - This report presents the results of a research project conducted at the Louisiana Transportation Research Center (LTRC) to evaluate the performance of narrow transverse contraction joints to control cracking in jointed plain concrete pavements.  In addition, the report also evaluated the early entry dry saw cutting method in crack control of jointed plain concrete pavements.  Five test sections were established during the construction of a jointed plain concrete pavement on Northline Road in Port Allen, Louisiana.  The first test section is 1200-ft long in which standard transverse contraction joints were created using the conventional wet double saw cut method.  This section's joints were sealed. The second section is also 1200-ft long in which narrow transverse contraction joints were created using the early entry dry cut method.  This section's joints were not sealed.  The other test sections were 1000-ft long each in which the narrow joints were established using the conventional wet cutting method.  The joints of the third test section were left unsealed, while the joints of the fourth test section were sealed without the installation of a backer rod and the joints of the fifth test section were sealed with the installation of a backer rod.  Silicone was used to seal the joints in the test sections where sealing was performed.  The test sections were monitored after construction for evaluation of the performance of narrow contraction joints and the development of random and controlled cracking along the investigated joint types.  The monitoring program consisted of visual surveys to observe the cracking development, measurements of joint dimensions, pavement and joint distress surveys, evaluation of ride quality across the test sections, measurements of joint load transfer, and the tire-pavement noise measurements.  Evaluation of the effectiveness of both joint types (standard and narrow) in controlling the random cracking in concrete pavements is presented.
KW  - Concrete pavements
KW  - Condition surveys
KW  - Contraction joints
KW  - Crack control
KW  - Cracking of concrete pavements
KW  - Early entry dry saw cutting method
KW  - Joint sealing
KW  - Load transfer
KW  - Monitoring
KW  - Narrow joints
KW  - Ride quality
KW  - Road construction
KW  - Rolling contact
KW  - Silicones
KW  - Test sections
KW  - Traffic noise
KW  - Transverse joints
KW  - Wet double saw cut method
UR  - http://www.ltrc.lsu.edu/pdf/2006/fr_411.pdf
UR  - https://trid.trb.org/view/786429
ER  - 

TY  - RPRT
AN  - 01029099
AU  - Strong, Kelly
AU  - Iowa State University, Ames
AU  - Minnesota Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Effectiveness of Design-Build, Lane Rental, and A + B Contracting Techniques
PY  - 2006/03//Final Report
SP  - 95p
AB  - Experimentation with innovative contracting methods over the last several years has produced several techniques recently formally approved for use by the Federal Highway Administration (FHWA).  While the FHWA has recognized and defined many standard practices for innovative contracting, the need has arisen to compare the effectiveness of different innovative contracting methods to each other.  Performance, and cost and value implications of A + B contracts, design-build contracts, lane rental contracts, and traditional contracts were investigated.  Specific performance and cost measures considered are Administration Costs, Project Costs, Management Complexity, Disruption to Third Parties, road user cost  (RUC), Innovation, Product/Process Quality, and Funding Flexibility.  Performance parameters are compared on nine different project types; the methodology utilized a survey of national experts who rated each innovative contracting method for each performance factor on each of the project types.  This study resulted in fifteen recommendations for improving management practices in the use of innovative contracting for transportation projects.  These recommendations are also intended to assist the Minnesota Department of Transportation in determining which contract method is likely to be most effective given certain project criteria and construction options, and to determine directions for future research, particularly on emerging methods, such as design-sequencing and A + B + C contracting.
KW  - A + B contracting
KW  - A+B+C contracts
KW  - Administration
KW  - Construction
KW  - Contracting
KW  - Contracts
KW  - Costs
KW  - Design build
KW  - Innovation
KW  - Lane rental
KW  - Management
KW  - Performance
KW  - Recommendations
KW  - Road user costs
KW  - Transportation projects
UR  - http://www.lrrb.org/PDF/200609.pdf
UR  - https://trid.trb.org/view/784349
ER  - 

TY  - RPRT
AN  - 01029092
AU  - Schlorholtz, Scott
AU  - Wang, Kejin
AU  - Hu, Jiong
AU  - Zhang, Shihai
AU  - Iowa State University, Ames
AU  - Iowa Department of Transportation
AU  - Federal Highway Administration
TI  - Materials and Mix Optimization Procedures for PCC Pavements
PY  - 2006/03//Final Report
SP  - 107p
AB  - Severe environmental conditions, coupled with the routine use of deicing chemicals and increasing traffic volume, tend to place extreme demands on portland cement concrete (PCC) pavements. In most instances, engineers have been able to specify and build PCC pavements that met these challenges. However, there have also been reports of premature deterioration that could not be specifically attributed to a single cause. Modern concrete mixtures have evolved to become very complex chemical systems. The complexity can be attributed to both the number of ingredients used in any given mixture and the various types and sources of the ingredients supplied to any given project. Local environmental conditions can also influence the outcome of paving projects. This research project investigated important variables that impact the homogeneity and rheology of concrete mixtures. The project consisted of a field study and a laboratory study. The field study collected information from six different projects in Iowa. The information that was collected during the field study documented cementitious material properties, plastic concrete properties, and hardened concrete properties. The laboratory study was used to develop baseline mixture variability information for the field study. It also investigated plastic concrete properties using various new devices to evaluate rheology and mixing efficiency. In addition, the lab study evaluated a strategy for the optimization of mortar and concrete mixtures containing supplementary cementitious materials. The results of the field studies indicated that the quality management concrete (QMC) mixtures being placed in the state generally exhibited good uniformity and good to excellent workability. Hardened concrete properties (compressive strength and hardened air content) were also satisfactory. The uniformity of the raw cementitious materials that were used on the projects could not be monitored as closely as was desired by the investigators; however, the information that was gathered indicated that the bulk chemical composition of most materials streams was reasonably uniform. Specific minerals phases in the cementitious materials were less uniform than the bulk chemical composition. The results of the laboratory study indicated that ternary mixtures show significant promise for improving the performance of concrete mixtures. The lab study also verified the results from prior projects that have indicated that bassanite is typically the major sulfate phase that is present in Iowa cements. This causes the cements to exhibit premature stiffening problems (false set) in laboratory testing. Fly ash helps to reduce the impact of premature stiffening because it behaves like a low-range water reducer in most instances. The premature stiffening problem can also be alleviated by increasing the water–cement ratio of the mixture and providing a remix cycle for the mixture.
KW  - Admixtures
KW  - Air content
KW  - Bassanite
KW  - Cement content
KW  - Chemical composition
KW  - Compressive strength
KW  - Data collection
KW  - Deterioration
KW  - Field studies
KW  - Fly ash
KW  - Fresh concrete
KW  - Hardened concrete
KW  - Homogeneity
KW  - Iowa
KW  - Laboratory studies
KW  - Portland cement concrete
KW  - Quality management concrete
KW  - Rheology
KW  - Stiffness
KW  - Ternary mixtures
KW  - Water cement ratio
UR  - http://www.operationsresearch.dot.state.ia.us/reports/reports_pdf/hr_and_tr/reports/tr484.pdf
UR  - https://trid.trb.org/view/784346
ER  - 

TY  - RPRT
AN  - 01025825
AU  - Simpson, Amy L
AU  - Thompson, Travis
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - Federal Highway Administration
TI  - Long-Term Pavement Performance Maintenance and Rehabilitation Data Collection Guide
PY  - 2006/03//Final Report
SP  - 245p
AB  - This document provides guidelines and forms for documenting maintenance and rehabilitation treatments on test sections in the Long-Term Pavement Performance (LTPP) program and is an update to chapters 6 and 7 of the 1993 version of the "LTPP Data Collection Guide."  The terms maintenance and rehabilitation are used within the LTPP program to classify how various treatments which alter a test section's structure are documented in the database.  This is an important distinction, since classification of some of these treatments may differ from highway agency terminology.  For example, thin overlays that some agencies may classify as maintenance are classified within the LTPP program as rehabilitation, since the data forms for overlays of any thickness are the same.
KW  - Classification
KW  - Data collection
KW  - Forms (Documents)
KW  - Guidelines
KW  - Long-Term Pavement Performance Program
KW  - Pavement maintenance
KW  - Rehabilitation (Maintenance)
KW  - Test sections
UR  - http://ntl.bts.gov/lib/30000/30500/30553/06068.pdf
UR  - https://trid.trb.org/view/783223
ER  - 

TY  - RPRT
AN  - 01025824
AU  - Simpson, A L
AU  - Ostrom, B K
AU  - Schmalzer, P N
AU  - MACTEC Engineering and Consulting, Incorporated
AU  - Federal Highway Administration
TI  - Guidelines for the Collection of Long-Term Pavement Performance Data
PY  - 2006/03//Final Report
SP  - 61p
AB  - A set of data collection guidelines has been provided for the collection of all data obtained for the Long-Term Pavement Performance (LTPP) program.  These guidelines were provided to the Regional Support Contractors (RSCs) to facilitate data collection on a uniform basis.  Over time, additional documents were developed providing more specific requirements for the collection of LTPP data.  The primary purpose for the various data collection guides is to provide a uniform basis for data collection during long-term monitoring of the performance of pavement test sections under study by the LTPP program initiated under the Strategic Highway Research Program (SHRP) and continued under the Federal Highway Administration (FHWA).  As methods for collection of the data have changed and improved over the years, the guidelines used in obtaining these data have changed.  The objective of this document is not to provide the exact guidelines, but rather to provide references for the guidelines and revisions to those guidelines used in collecting each type of data for LTPP over the lifetime of the LTPP program.
KW  - Data collection
KW  - Guidelines
KW  - Long-Term Pavement Performance Program
KW  - Monitoring
KW  - Pavement performance
KW  - References
KW  - Revisions
KW  - Strategic Highway Research Program
KW  - Test sections
UR  - http://www.fhwa.dot.gov/pavement/ltpp/pubs/06067/06067.pdf
UR  - https://trid.trb.org/view/783222
ER  - 

TY  - SER
AN  - 01025734
JO  - TechBrief
PB  - Federal Highway Administration
TI  - Driver Attitudes and Behaviors at Intersections and Potential Effectiveness of Engineering Countermeasures
PY  - 2006/03
SP  - 10p
AB  - This TechBrief is an executive summary of the report "Driver Attitudes and Behaviors at Intersections and Potential Effectiveness of Engineering Countermeasures," FHWA-HRT-05-078, published by the Federal Highway Administration (FHWA) in November 2005.  The research was conducted to provide FHWA with information about key attitudes and behavioral influences in intersection driving performance, perceptual and cognitive bottlenecks, and constraints that can have a negative impact on intersection safety.  The research also addressed engineering or education countermeasures for intersection safety that have the greatest likely impact on performance and safety.
KW  - Attitudes
KW  - Behavior
KW  - Bottlenecks
KW  - Countermeasures
KW  - Drivers
KW  - Intersections
KW  - Traffic engineering
KW  - Traffic safety
KW  - Traffic safety education
UR  - http://www.fhwa.dot.gov/publications/research/safety/05158/index.cfm
UR  - http://ntl.bts.gov/lib/31000/31200/31218/FHWA-HRT-05-158.pdf
UR  - https://trid.trb.org/view/782966
ER  - 

TY  - RPRT
AN  - 01025515
AU  - Anderson, James
AU  - Moore, Gordon
AU  - Fernando, J H S
AU  - Hyde, Peter
AU  - Arizona State University, Tempe
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - A Field Study of Particulate Emissions for Major Roadways in the Phoenix Airshed
PY  - 2006/03//Final Report
SP  - 105p
AB  - This report describes field experiments conducted to determine particulate emission amounts for PM sub 10 along freeways in the greater Phoenix area.  A field site at Mile 47 on Loop 101 near the Chaparral Road exit was chosen for experiments conducted in Feb-Mar 2001 and Feb-Mar 2002.  Three mobile laboratories with instruments for measuring and sampling aerosol particles and measuring meteorological parameters were deployed, one on each side 3 m from the roadway and, in Mar 2002, one 100 m to the west of the roadway.  A 10 m tower was also used to determine the vertical profiles of wind velocity and direction, and aerosol concentration.  Soil dust particles dominate the freeway aerosol, but it also has significant concentrations of black carbon (soot) and iron oxide or other metal.  Many of the iron-rich particles are hypothesized to result from engine wear, although other sources of iron-rich particles are known in the Phoenix area.  The measured emission factor for this experiment was 0.1 grams per vehicle kilometer traveled, a value that is similar to an emission factor calculated for roads in southern California through modeling by other investigators.  However, emission factors such as this are not constants and can be expected to vary with changes in conditions such as vehicle fleet composition and loading of dust on the road surface.  Vertical profiles of wind and aerosol are in disagreement with the assumptions made in current line source models; if the measured vertical profiles are used in the emission factor calculation, the emission factor is reduced to 0.06 grams per vehicle kilometer traveled.  Both values are similar to MOBILE6 model results by the Arizona Department of Environmental Quality for freeways in Maricopa County.  Low wind conditions are very common in the Phoenix area.  When wind speeds are below a critical value (4-5 mph), PM sub 10 aerosol concentrations build to high values.  This is because the turbulence from passing vehicles becomes more pronounced than the normal surface winds; under such conditions the aerosols are trapped in an essentially narrow, elongate plume above the freeways.  When the low wind conditions break down, wind speed increases, and the plume of aerosol is dispersed down wind.  The ratio of PM sub 2.5 to PM sub 10 is dependent on wind speed as well and can be very high when the wind speed is below the critical value.  The evidence suggests that new dust is constantly being loaded onto the freeway surface so that the freeway is a perpetual source of PM sub 10.  The observations about high PM concentrations during frequent periods of low wind speed have broader implications for urban freeways.  The control of noise by building urban freeways below grade, with high sound walls or both can artificially create low wind conditions for longer periods than naturally occur; the consequences of artificially created wind stagnation with regard to PM levels is as yet undetermined.
KW  - Aerosols
KW  - Dust
KW  - Exhaust gases
KW  - Field studies
KW  - Freeways
KW  - Iron
KW  - Iron oxides
KW  - Measuring instruments
KW  - Meteorologic parameters
KW  - Mobile laboratories
KW  - MOBILE6 (Computer model)
KW  - Noise control
KW  - Particulates
KW  - Phoenix (Arizona)
KW  - Plumes
KW  - PM10
KW  - PM2.5
KW  - Pollutants
KW  - Sampling
KW  - Soot
KW  - Traffic lanes
KW  - Turbulence
KW  - Vehicle fleets
KW  - Vertical profile
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ495.pdf
UR  - https://trid.trb.org/view/782483
ER  - 

TY  - RPRT
AN  - 01025507
AU  - Hu, Jindong
AU  - Harik, Issam E
AU  - Smith, Suzanne Weaver
AU  - Gagel, Jeff
AU  - Campbell, Jennie E
AU  - Graves, R Clark
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Baseline Modeling of the Owensboro Cable-Stayed Bridge Over the Ohio River
PY  - 2006/03//Final Report
SP  - 139p
AB  - This report  presents the baseline modeling of the Owensboro cable-stayed bridge which connects Owensboro, Kentucky and Rockport, Indiana over the Ohio River.  The objective of this study is to establish the bridge baseline model via the dynamics-based technique and finite element method.  The scope of research includes finite element modeling and modal analysis, field free vibration testing, finite element model calibration using field test results, and cable dynamic testing and modeling.  It is demonstrated that a cable-stayed bridge is a highly prestressed structure.  The stress stiffening of cable elements plays an important role in both static and dynamic analysis.  The large deflection analysis has shown that large deflection has a limited effect on the member deflections.  Dominate dynamic response modes in the low frequency range contain vertical and transverse directions.  The free vibration modes of the bridge are complicated and coupled.  A good agreement of frequencies has been found between finite element modeling and in field free vibration testing after calibrating the finite element model, but the better matching for higher modes is not expected and not realistic, as the experimental model properties of the bridge come from the output-only measurement.  The calibrated finite element model may be used as a baseline in the future structural analysis and monitoring  of the Owensboro cable-stayed bridge.
KW  - Baseline modeling
KW  - Cable stayed bridges
KW  - Calibration
KW  - Deflection
KW  - Dynamic tests
KW  - Field tests
KW  - Finite element method
KW  - Low frequency
KW  - Modal analysis
KW  - Ohio River
KW  - Owensboro (Kentucky)
KW  - Rockport (Indiana)
KW  - Structural analysis
KW  - Transverse vibration
KW  - Vertical direction
KW  - Vibration tests
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_06_04_FRT_116_02_1F.pdf
UR  - https://trid.trb.org/view/782367
ER  - 

TY  - RPRT
AN  - 01025505
AU  - Griffin, James J
AU  - Harik, Issam E
AU  - Choo, Ching Chiaw
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Performance Evaluation of Bridges with Structural Bridge Deck Overlays (SBDO)
PY  - 2006/03//Final Report
SP  - 71p
AB  - Structural Bridge Deck Overlay (SBDO) involves applying 6 to 10 in. (150 to 200 mm) of normal weight, class AA, reinforced concrete directly to a bridge's original slab.  The overlay is designed to increase the deck elevation to an extent that standard highway resurfacing procedures can continue uninterrupted up the edges of the bridge.  Otherwise, excavation along the bridge approaches or jacking of the superstructure is required to insure proper elevation.  Experimental static field tests were conducted on three different bridges: (1) Simply supported prestressed concrete I-girder bridge; (2) cast-in-place reinforced concrete continuous haunched girder bridge; and (3) cast-in-place reinforced concrete simple span bridge.  Field tests were conducted prior to the concrete overlay process and following the application of the concrete overlay.  Based on the results obtained in this research study, a significant advantage is noted due to the additional deck thickness.  The addition of the SBDO increases the load carrying capacity of the bridge in addition to providing a wider bridge deck and new and code compliant barrier walls.
KW  - Bridge decks
KW  - Bridge superstructures
KW  - Bridges
KW  - Cast in place structures
KW  - Field tests
KW  - Girder bridges
KW  - Load transfer
KW  - Overlays (Pavements)
KW  - Prestressed concrete
KW  - Reinforced concrete bridges
KW  - Slabs
KW  - Thickness
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_06_05_FRT_81_82_97_1F.pdf
UR  - https://trid.trb.org/view/782364
ER  - 

TY  - RPRT
AN  - 01025500
AU  - Chiaw, Choo Ching
AU  - Harik, Issam E
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Field Inspection and Evaluation of a Bridge Deck Reinforced with Carbon Fiber Reinforced Polymer (CFRP) Bars
PY  - 2006/03//Final Report
SP  - 18p
AB  - Cracking in reinforced concrete decks is inevitable. It leads to the corrosion and eventual deterioration of the deck system. The use of non-corrosive reinforcement is one alternative to steel in reinforced concrete construction. This report deals with the field evaluation and performance of a concrete bridge deck reinforced with carbon fiber reinforced polymer (CFRP) bars. The bridge is identified as the Elkin Station Road Bridge on route CR1210 over the Two-Mile Creek in Clark County, Kentucky. The CFRP bars were placed in the top and bottom mats of the bridge deck in both the transverse and longitudinal directions. The results of the laboratory tensile tests of the CFRP bars used in the deck are presented in this report. The bridge was opened to traffic in May 2002. Monitoring of crack formation and location, and maximum crack width and length in the deck initiated in June 2002 and continued until September 2005. The cracks in the deck were not measurable since the maximum observed crack width was less than the smallest unit (1/100 in.) on the crack comparator. This indicates that the cracks are well below the maximum allowed crack width of 0.013 in. per American Association of State Highway and Transportation Officials (AASHTO) Standard Specification for exterior exposure.
KW  - Bridge decks
KW  - Carbon fibers
KW  - Clark County (Kentucky)
KW  - Corrosion
KW  - Crack width
KW  - Cracking
KW  - Deterioration
KW  - Evaluation
KW  - Field studies
KW  - Inspection
KW  - Laboratory tests
KW  - Longitudinal cracking
KW  - Monitoring
KW  - Reinforced concrete bridges
KW  - Reinforcing bars
KW  - Tension tests
KW  - Transverse cracking
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_06_06_FRT_102_00_1F.pdf
UR  - https://trid.trb.org/view/782366
ER  - 

TY  - RPRT
AN  - 01025498
AU  - Zhou, Fujie
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Asphalt Pavement Performance Analysis Tool: TTI VESYS5W
PY  - 2006/03//Technical Report
SP  - 84p
AB  - VESYS5 is a well developed mechanistic flexible pavement analysis computer program. However, it is a DOS program, and its inputs and outputs were very complicated. It is difficult for users to apply the program to analyze the performance of flexible pavements. Texas Transportation Institute (TTI) VESYS5W is a Windows version of VESYS5. TTI VESYS5W provides a user-friendly input and output interface and significantly improves the usability of the existing VESYS5 program. This report documents TTI VESYS5W release version 1.0. Also, a simple case is provided in the report. It is well known that the challenging task of predicting pavement performance is to determine the pavement material properties including modulus, rutting, and fatigue cracking, etc. One of the special features of the enhanced VESYS5 program is that the default values of material properties have been built into the program. These default values were recommended based on substantial literature review and laboratory testing. In addition, the laboratory test protocols have also been developed to determine these material properties. It should also be noted that the current TTI VESYS5W was calibrated by limited accelerated pavement test (APT) rutting data. Further calibration on rutting and fatigue cracking models is needed, especially using the field experimental sections. Moreover, further study on the influence of climate on performance prediction is needed.
KW  - Asphalt pavements
KW  - Calibration
KW  - Climate
KW  - Field studies
KW  - Flexible pavements
KW  - Laboratory tests
KW  - Literature reviews
KW  - Modulus
KW  - Pavement cracking
KW  - Pavement performance
KW  - Properties of materials
KW  - Rutting
KW  - User interfaces (Computer science)
KW  - VESYS5 (Computer program)
KW  - VESYS5W (Computer program)
UR  - https://trid.trb.org/view/782543
ER  - 

TY  - RPRT
AN  - 01025315
AU  - Smith, Darrell E
AU  - University of Connecticut, Storrs
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Development of the Connecticut Product Evaluation Database Application
PY  - 2006/03
SP  - 38p
AB  - This report documents the development of a product evaluation database management application.  The application is designed to be an efficient, convenient, and cost effective alternative to a traditional paper filing system and old non-functioning MS-DOS-based database system.  The resulting new application has been implemented and is used daily in operations of the Connecticut Department of Transportation, Office of Research, Product Evaluation section.
KW  - Connecticut Department of Transportation
KW  - Cost effectiveness
KW  - Database management systems
KW  - Databases
KW  - New products
KW  - Product evaluation
UR  - http://docs.trb.org/01025315.pdf
UR  - http://ntl.bts.gov/lib/35000/35400/35409/CT-2239-F-09-7.pdf
UR  - https://trid.trb.org/view/782615
ER  - 

TY  - RPRT
AN  - 01025314
AU  - McMichael, Matthew B
AU  - Martin, Sherrie
AU  - Perry, Ernie
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Missouri Public Port Authorities: Assessment of Importance and Needs
PY  - 2006/03//Final Report
SP  - 110p
AB  - The purpose of this report was to assess the importance and needs of Missouri's fourteen Public Port Authorities.  It includes relevant assessment of Missouri's waterways in general.  Waterways have an economy of scale unlike any other mode of transportation, carrying the most weight at the least cost.  Missouri's waterways carry more than 34 million tons of cargo annually, worth an estimated $2 billion annually.  Public Port Authorities reported more than 2.7 million tons of cargo annually, worth an estimated $190 million annually.  They also have acreage, development, employment, and businesses worth millions of dollars.  They reported service to 36 Missouri counties and 6 other states while Missouri's waterways have the potential to serve 83 counties.  The Missouri River in particular has a potential to serve more counties and communities than it does.  The primary beneficiary of public Port Authorities and waterways in general are farmers, with secondary benefits to other businesses and related economies affecting most of Missouri.  Port authorities reported needs in the order of millions of dollars per year with most reported needs being infrastructure or short-term needs.  A Missouri River navigation season that is better, longer, and more reliable is a common need reported by all three Missouri River Public Port Authorities.  It is a common need of more than 23 Missouri counties, more than 50 small Missouri communities, dozens of private Missouri ports, and the farmers of most Missouri counties.
KW  - Economic impacts
KW  - Inland waterways
KW  - Mississippi River
KW  - Missouri
KW  - Missouri River
KW  - Needs assessment
KW  - Port authorities
KW  - River ports
KW  - Waterborne commerce
UR  - http://library.modot.mo.gov/RDT/reports/TA060542/or06012.pdf
UR  - https://trid.trb.org/view/782612
ER  - 

TY  - SER
AN  - 01024758
JO  - TechBrief
PB  - Federal Highway Administration
TI  - Evaluation of Safety, Design, and Operation of Shared-Use Paths
PY  - 2006/03
SP  - 6p
AB  - This TechBrief summarizes the final report of the same title (FHWA-HRT-05-137).  Shared-use paths are paved, off-street travelways that serve bicyclists, pedestrians, and other nonmotorized modes of travel.  The Federal Highway Administration (FHWA) has developed a new method to estimate the level of service (LOS) on a shared-use path, using a team of researchers led by the North Carolina State University Department of Civil, Construction, and Environmental Engineering.  This TechBrief presents the project objectives and discusses the new theory of traffic flow on shared-use paths, coast-to-coast data collection, the survey of 105 trail users, the new LOS estimation procedure for shared-use paths, and the Shared-Use Path Level of Service (SUPLOS) calculator (a spreadsheet).
KW  - Data collection
KW  - Design
KW  - Estimating
KW  - Level of service
KW  - Operations
KW  - Safety
KW  - Shared-use paths
KW  - Spreadsheets
KW  - Surveys
KW  - Traffic flow theory
UR  - http://www.fhwa.dot.gov/publications/research/safety/05139/index.cfm
UR  - http://www.fhwa.dot.gov/publications/research/safety/05139/index.cfm
UR  - https://trid.trb.org/view/782494
ER  - 

TY  - RPRT
AN  - 01024436
AU  - Duwadi, Sheila Rimal
AU  - Chase, Steven B
AU  - Federal Highway Administration
TI  - Multiyear Plan for Bridge and Tunnel Security Research, Development, and Deployment
PY  - 2006/03//Final Report
SP  - 59p
AB  - Transportation is identified as one of the critical infrastructures under Homeland Security Presidential Directive (HSPD) 7.  It is essential for mobility and commerce, and plays a critical role in times of crisis.  Our highways are essential for evacuation, and in the response and recovery effort.  We have approximately 600,000 bridges and 300 tunnels on the highway network and many of these can be considered as being critical structures and/or on essential corridors.  A damaged bridge or tunnel has an enormous impact on a city, a region, and possibly the Nation.  Although the Federal Highway Administration (FHWA) has always been active in conducting research and development to mitigate natural hazards such as flooding and scour, earthquakes, wind, and wind-induced events, designing for security is a new task.  Because the challenge is tremendous, FHWA has led multiple outreach sessions to identify needs and gaps.  This input provided by experts in the field of bridge engineering and others has been evaluated and a program has been proposed to design highway bridges and tunnels for security.
KW  - Critical infrastructure protection
KW  - Deployment
KW  - Development
KW  - Highway bridges
KW  - Research
KW  - Security
KW  - Strategic planning
KW  - Tunnels
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/06072/index.cfm
UR  - https://trid.trb.org/view/782307
ER  - 

TY  - RPRT
AN  - 01023869
AU  - Fitch, G Michael
AU  - Craver, Vinka O
AU  - Smith, James A
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Potential Use of Reverse Osmosis in Managing Saltwater Waste Collected at Road-Salt Storage Facilities
PY  - 2006/03//Final Report
SP  - 22p
AB  - The implementation of its anti-icing program comprises a large part of the Virginia Department of Transportation’s (VDOT) maintenance effort. Earlier research confirmed that VDOT captures a large volume of salt-laden stormwater runoff at its 300+ salt storage facilities throughout the state and that the disposal options for this water are limited and costly. Although VDOT is implementing recommended management options to reduce the quantity of saltwater captured, this research was undertaken to determine if the use of reverse osmosis (RO) is a feasible method of treating the captured water. Field and laboratory tests were conducted using RO to treat stormwater containing high levels of sodium chloride (NaCl). The results of these tests suggest that RO is a feasible method to reduce the levels of chlorine (Cl) to less than 250 mg/L for nearly all initial levels of NaCl found in VDOT’s stormwater ponds. However, the RO system tested would not be capable of reducing Cl levels to 25 mg/L for all NaCl concentrations found throughout the state. Overall, although RO proved to be quite successful at reducing the levels of Cl, pretreating the stormwater to reduce the turbidity levels of the runoff water before it entered the RO system was very difficult, but achievable.
KW  - Anti-icing
KW  - Chlorides
KW  - Field tests
KW  - Laboratory tests
KW  - Reverse osmosis
KW  - Runoff
KW  - Sodium chloride
KW  - Storage facilities
KW  - Storm water management
KW  - Turbidity
KW  - Virginia Department of Transportation
KW  - Winter maintenance
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r26.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37290/06-r26.pdf
UR  - https://trid.trb.org/view/781150
ER  - 

TY  - RPRT
AN  - 01023865
AU  - Sharp, Stephen R
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Nondestructive Evaluation of Epoxy-Coated Reinforcing Bars in Concrete Using Bi-Electrode Half-Cell Potential Techniques
PY  - 2006/03//Final Report
SP  - 22p
AB  - This study evaluated two half-cell mapping methods for nondestructive evaluation of epoxy-coated rebar (ECR) in concrete: the semi-fixed bi-electrode and the moving bi-electrode methods. These methods were expected to provide early detection of corrosion-related damage and ensure adequate time for repair. The techniques were evaluated by comparing the half-cell measurements using the two half-cell mapping techniques and measurements using the standard half-cell technique. The study found that in concrete specimens the response of both bi-electrode techniques was similar to that of the standard half-cell technique. Each technique was sensitive enough to distinguish between ponded and unponded regions along the Type I test beams. Although additional research is required to determine exactly how sensitive either bi-electrode technique is for assessing corrosion of ECR in concrete, it is clear that the use of any nondestructive tool for condition surveys of bridge decks would benefit Virginia Department of Transportation (VDOT) and Virginia. The author recommends that the Type I test beams used in this study continue to be ponded until corrosion is initiated to aid in understanding the benefit of using the two bi-electrode methods during the various stages of corrosion. In addition, the Virginia Department of Transportation’s Structure & Bridge Division should identify two structures that are beginning to show signs of corrosion, one bridge with ECR and the other with bare bar, to be used in a field study to determine if either bi-electrode method would benefit VDOT as a condition survey tool.
KW  - Bi-electrode
KW  - Bridge decks
KW  - Condition surveys
KW  - Corrosion
KW  - Epoxy coatings
KW  - Field studies
KW  - Half-cell tests
KW  - Nondestructive tests
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r24.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37284/06-r24.pdf
UR  - https://trid.trb.org/view/781148
ER  - 

TY  - RPRT
AN  - 01023864
AU  - Smith, Brian Lee
AU  - Qi, Yi
AU  - Park, Hyungjun
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - A Methodology to Estimate Vehicle Miles Traveled (VMT) Fractions as an Input to the Mobile Emission Model
PY  - 2006/03//Final Contract Report
SP  - 30p
AB  - Air quality has been an issue of growing importance to the transportation sector since the enactment of the Clean Air Act Amendments of 1990 and the Transportation Equity Act for the 21st Century in 1998. According to these acts, states and local governments are required to attain and maintain National Ambient Air Quality Standards. The MOBILE model is the mobile emission factor model used in estimating air pollutants generated by mobile sources. In order to obtain accurate emission estimates, MOBILE must be provided with sound input data that accurately reflect local conditions. Among many input factors, vehicle miles traveled (VMT) fractions—the percentage of VMT for each vehicle type by roadway functional class—–play a critical role. In this study a new methodology for estimating locally specific VMT fractions as an input to the MOBILE model was developed. Based on this methodology, VMT fractions were computed for the six non-attainment areas in Virginia: Frederick County, Fredericksburg, Hampton Roads, Northern Virginia, Richmond, and Roanoke. These estimates were compared with fractions estimated using existing methodologies. The comparison revealed significant differences. These differences, coupled with the fact that the proposed methodology uses significantly more local data and requires fewer assumptions than existing methods, illustrate the need for the Virginia Department of Transportation (VDOT) to reconsider its approach to applying the MOBILE model. Based on the results of this research effort, it is recommended that VDOT’s Environmental Division use the proposed VMT fraction estimation methodology to generate input to the MOBILE model for mobile source emission estimates. This methodology will benefit VDOT by estimating mobile source emissions that better reflect local conditions. The cost of implementing the recommendation is minimal. Estimation of VMT fractions is a current activity, and the new methodology requires equivalent or less effort to the existing approach. In addition, required data for the proposed methodology can be obtained at no additional cost.
KW  - Air pollution
KW  - Air quality
KW  - Clean Air Act Amendments of 1990
KW  - Costs
KW  - Estimating
KW  - Estimation theory
KW  - Frederick County (Virginia)
KW  - Fredericksburg (Virginia)
KW  - Hampton Roads (Virginia)
KW  - Methodology
KW  - MOBILE (Computer model)
KW  - Mobile sources
KW  - National Ambient Air Quality Standards
KW  - Nonattainment areas
KW  - Northern Virginia
KW  - Pollutants
KW  - Richmond (Virginia)
KW  - Roanoke (Virginia)
KW  - Transportation Equity Act for the 21st Century
KW  - Vehicle miles of travel
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-cr11.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37283/06-cr11.pdf
UR  - https://trid.trb.org/view/781144
ER  - 

TY  - RPRT
AN  - 01023861
AU  - Grimes, Matthew C
AU  - Mattingly, Kimberly M
AU  - Miller, John S
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Alternative Transportation Funding Sources Available to Virginia Localities
PY  - 2006/03//Final Report
SP  - 27p
AB  - In 2003, the Virginia Department of Transportation (VDOT) developed a list of alternative transportation funding sources available to localities in Virginia. Alternative funding sources are defined as those that are not included in the annual interstate, primary, secondary, and urban allocations available through VDOT’s Six-Year Improvement Program. The Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users, passed by the United States (U.S.) Congress in 2005, eliminated some of these programs and created new opportunities. Accordingly, the list of funding sources was updated based on information available as of December 2005. State and federal funding sources and programs, and their potential uses, are detailed in this report. In some cases, the program described does not provide money above the normal annual allocations but rather allows the allocations for the primary, secondary, or urban system to be used for bicycle and pedestrian projects, following the standard VDOT project development process, or road improvement projects that use a simplified design and construction process.
KW  - Alternative financing
KW  - Bicycles
KW  - Financial sources
KW  - Financing
KW  - Fund allocations
KW  - Localities
KW  - Pedestrians
KW  - Primary highways
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Secondary roads
KW  - Urban design
KW  - Urban highways
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r17.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37286/06-r17.pdf
UR  - https://trid.trb.org/view/781146
ER  - 

TY  - CONF
AN  - 01022890
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
TI  - 6th National Conference on Transportation Asset Management, November 1-3, 2005, Kansas City, Missouri
PY  - 2006/03
IS  - E-C093
SP  - 120p
AB  - The theme of the 6th National Conference on Transportation Asset Management was Making Asset Management Work in Your Organization.  Sessions were tailored to the varied needs of the participants, with presentations oriented for individuals just getting started in asset management, for individuals who have had some experience with the concepts but want to learn more, and for experienced users who want to enhance their current capabilities.  In addition, several sessions were organized to address the special needs of large, complex organizations, small organizations, and transit and rail issues.  Other sessions covered asset management applications in varied transportation agencies, establishing and using performance measures, analytical issues in asset management, data collection for asset management, and best practices in transportation asset management.  This circular summarizes the contents of the conference sessions and presentations.  The moderator for each session prepared a summary of his or her session as well as summaries of the individual topics included in the session.  The intent of this circular is to provide a record and reference of the conference topics so that future deliberations and conferences can build on these efforts.
U1  - 6th National Conference on Transportation Asset ManagementTransportation Research BoardFederal Highway AdministrationAmerican Association of State Highway and Transportation Officials (AASHTO)Midwest Transportation ConsortiumNational Association of County EngineersKansas City,Missouri,United States StartDate:20051101 EndDate:20051103 Sponsors:Transportation Research Board, Federal Highway Administration, American Association of State Highway and Transportation Officials (AASHTO), Midwest Transportation Consortium, National Association of County Engineers
KW  - Asset management
KW  - Best practices
KW  - Data collection
KW  - Highway maintenance
KW  - Maintenance management
KW  - Pavements
KW  - Public transit
KW  - Rapid transit
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec093.pdf
UR  - https://trid.trb.org/view/780861
ER  - 

TY  - ABST
AN  - 01549314
TI  - History of Superpave: Documenting the Research Program and Implementation Process
AB  - Development of the specifications, test methods, and equipment that make up Superpave technology was spurred by the need for an engineered process to improve the performance of hot mix asphalt (HMA) pavements. Its subsequent implementation moved a completely new system of materials selection and HMA mix design from concept to common practice in less than a decade. The Strategic Highway Research Program (SHRP) asphalt research program evolved over time in order to address specific needs identified both in its planning phase and during its execution. Novel approaches to implementation were designed by engineers and researchers looking for ways to accomplish an enormous task. Documenting the processes and techniques tried and understanding why some worked and others didn't will provide tools to help move the products of current and future research programs into use more efficiently. Many people involved in developing and implementing the Superpave technology have retired or moved on to other work. Their insights and knowledge will be lost unless immediate steps are taken. Documenting both the successes and failures of this complex research and implementation program, while the people involved in the effort are available, will help ensure that the successes can be repeated. The objective of this project is to identify, document, and analyze the research program that developed the Superpave mix design method and the policies and techniques that drove its successful implementation. The effort will address (1) how the research answered the identified needs, (2) the funding strategies, products, training activities, and implementation techniques, and (3) other key issues.
KW  - Asphalt mixtures
KW  - Data collection
KW  - Hot mix asphalt
KW  - Implementation
KW  - Mix design
KW  - National Cooperative Highway Research Program
KW  - Superpave
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=976
UR  - https://trid.trb.org/view/1339630
ER  - 

TY  - ABST
AN  - 01547926
TI  - Performance and Quality Control of Corrugated Pipe Manufactured with Recycled Polyethylene Content
AB  - The objective of this study was to develop specifications and test methods for (1) recycled high-density polyethylene intended for use in the manufacture of corrugated drainage pipe and (2) corrugated pipe manufactured from blends of virgin and recycled high-density polyethylene. In accomplishing this objective, the research examined the structural and service capabilities of corrugated drainage pipe manufactured with recycled high-density polyethylene in typical transportation applications, and evaluated the applicability of existing design and performance standards for corrugated drainage pipe manufactured with virgin high-density polyethylene to that containing recycled high-density polyethylene.
KW  - Corrugated pipe
KW  - Design standards
KW  - Drainage structures
KW  - Performance based specifications
KW  - Quality control
KW  - Quality control
KW  - Recycled materials
KW  - Test procedures
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=865
UR  - https://trid.trb.org/view/1335574
ER  - 

TY  - RPRT
AN  - 01029926
AU  - Cluett, Chris
AU  - Kitchener, Fred
AU  - Shank, Dwight
AU  - Osborne, Leon
AU  - Conger, Steve
AU  - Battelle
AU  - Federal Highway Administration
TI  - Integration of Emergency and Weather Elements into Transportation Management Centers
PY  - 2006/02/28/Final Report
SP  - 101p
AB  - Integration as applied to transportation management and operations is a concept that reflects how Transportation Management Center (TMC) operators, agencies internal to the TMC, external agencies and support systems interact to improve transportation operations, safety, security and customer satisfaction.  Integration is a catalyst and a tool for enhancing operational performance and is one of a variety of strategies available to, and used by, TMCs.  This study is part of an ongoing Federal Highway Administration research effort that seeks to document transportation operations across the country and identify strategies that can enhance the operational effectiveness of transportation management systems in general and TMCs in particular.  The TMC Integration study documents how weather and emergency information and systems are being integrated into transportation operations now and the potential for applying practical, effective concepts and methods of integration in the future.  The study investigated the needs and opportunities for TMC integration of emergency and weather information and systems, and further explored the concepts, methods and potential for integration to benefit operations.  Thirty-eight TMCs across the country that demonstrated current best practices in integration were interviewed and ten of those selected for site visits.  A concept of integration and measures of integration attainment were developed and described.  The state of the practice was reviewed, and challenges to integration identified along with strategies for addressing those challenges.  Benefits of integration were presented, best practices described, and recommendations offered for how weather and emergency integration in TMCs could be initiated or enhanced.  The practice of weather and emergency integration in TMCs is in its infancy, but the examples of best practices in selected TMCs across the country offer examples of the long-term value of an integrated approach to transportation operations that other TMCs can emulate.  It is hoped that the lessons learned in this study can help inspire and guide widespread efforts to achieve the benefits of integration in more TMCs in the future.
KW  - Benefits
KW  - Best practices
KW  - Emergency management
KW  - Highway operations
KW  - Integration
KW  - Lessons learned
KW  - Recommendations
KW  - State of the practice
KW  - Strategic planning
KW  - Traffic control centers
KW  - Transportation operations
KW  - Weather
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14247.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14247_files/14247.pdf
UR  - https://trid.trb.org/view/786721
ER  - 

TY  - RPRT
AN  - 01019634
AU  - Federal Highway Administration
TI  - Transportation Evacuation Planning and Operations Workshop
PY  - 2006/02/28
SP  - 13p
AB  - The Transportation Evacuation Planning and Operations Workshop was held in New Orleans, LA, on March 21-22, 2005, in conjunction with the 2005 National Hurricane Conference. Nearly 35 individuals attended the workshop. The workshop objectives were to: 1. Share updates on transportation plans, Intelligent Transportation Systems (ITS) deployments, and institutional arrangements associated with transportation operations during hurricanes. 2. Discuss the Evacuation Liaison Program and identify areas for improvements/refinements. 3. Share information about upcoming activities and conferences supportive of transportation operations. This summary report briefly describes topics discussed at the workshop and conclusions drawn from the workshop.
KW  - Deployment
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Evacuation Liaison Program
KW  - Hurricanes
KW  - Intelligent transportation systems
KW  - Transportation operations
KW  - Transportation planning
KW  - Workshops
UR  - http://ops.fhwa.dot.gov/publications/tepo_wksp/main.htm
UR  - https://trid.trb.org/view/776111
ER  - 

TY  - ABST
AN  - 01464730
TI  - Research for AASHTO Standing Committee on Highways. Task 216. Application of LRFD Bridge Design Specifications to High-Strength Structural Concrete: Final Project - Phase I
AB  - Section 4, Concrete Structures, of the AASHTO LRFD Bridge Design Specifications, Third Edition permits the use of design concrete strengths above 10.0 ksi when allowed by specific articles. This provision was introduced to allow the results of ongoing research projects to be introduced into the specifications when the research is completed. The eventual goal is to extend all articles of Section 5 to a design concrete strength of 15.0 ksi or higher. To date, revisions based on the FHWA project entitled "Compilation and Evaluation of Results from High Performance Concrete Bridge Projects" and NCHRP Project 18-07 on prestress losses have been approved by AASHTO. Ongoing NCHRP projects that will result in additional proposed revisions are 12-56 on shear, 12-60 on bond and development length, and 12-64 on flexure and compression. When these projects are complete and the results incorporated into the specifications, the major articles in Section 5 will be applicable to concrete compressive strengths of 15 ksi or higher. The next step is to identify the additional research needed so that the whole of Section 5 can be made applicable to design concrete strengths up to 15 ksi or higher. After that, a research program can be formulated to address the necessary topics including those not addressed in the ongoing NCHRP projects.<br /><br />
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Bridge design
KW  - Concrete structures
KW  - High performance concrete
KW  - High strength concrete
KW  - Load factor
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1231
UR  - https://trid.trb.org/view/1232962
ER  - 

TY  - RPRT
AN  - 01152586
AU  - Bradshaw, Scott D
AU  - Worthington, Michael
AU  - Adams, Reed
AU  - Elizabeth City State University
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Transportation Information Needs Assessment for Small Rural Municipalities in Eastern North Carolina
PY  - 2006/02/17/Final Report
SP  - 80p
AB  - The many small towns in North Carolina (1,000 residents or fewer) face a number of disadvantages and unique problems when trying to address their transportation-related needs. This project addressed these problems in two primary ways. First, the authors  developed a resource containing basic contact information along with census data regarding demographic, economic, and social characteristics of each town. Second, a mail survey was sent to all of the towns to determine the mayors' satisfaction with NCDOT. Regional meetings were then held with the mayors to gain a deeper understanding of their experiences. While the majority of the mayors reported satisfaction with their transportation services, a sizeable percentage expressed dissatisfaction. Satisfaction varied depending upon characteristics of the towns. Mayors also reported more satisfaction and more contact with NCDOT and their district office than with their RPO or County Commissioner. The mayors reported needing and wanting help with numerous transportation-related issues in their town. In meetings, mayors reported a number of immediate concerns (highway maintenance, safety, drainage, and highway signs) with limited time and resources to consider longer-term issues. Many mayors described NCDOT as an inefficient bureaucracy that largely ignored their problems. When NCDOT did turn its attention to the small towns, according to the mayors, they excluded the mayor and town officials from the process. The problems are made worse by the mayors admitted lack of information about the operation of NCDOT and their general lack of time and other resources to put toward the problems. To address these problems, efforts should be focused on addressing the way NCDOT interacts with the small towns to increase both efficiency and to improve the perception of fairness. Research should continue into how to improve the organizational infrastructure and operations of NCDOT. The needs of the small towns could be served through the establishment of a small town transportation institute that would serve as a resource for the small towns and as a partner to work with both the towns and NCDOT.
KW  - Customer satisfaction
KW  - Needs assessment
KW  - North Carolina
KW  - Organizational effectiveness
KW  - Rural areas
KW  - Rural development
KW  - Small towns
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-27FinalReport.pdf
UR  - https://trid.trb.org/view/913586
ER  - 

TY  - ABST
AN  - 01460565
TI  - ITS Electromagnetic Compatibility
AB  - No summary provided.
KW  - Electromagnetic compatibility
KW  - Intelligent transportation systems
KW  - Magnetic properties
KW  - Research projects
UR  - https://trid.trb.org/view/1228782
ER  - 

TY  - RPRT
AN  - 01152601
AU  - Ariyasajjakorn, Donlawit
AU  - Mirmiran, Amir
AU  - Sumner, Emmett A
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Full Scale Testing Of Overhang Falsework Hangers On NCDOT Modified Bulb Tee (MBT) Girders
PY  - 2006/02/15/Final Report
SP  - 245p
AB  - Today’s bridges are being constructed with longer spans and higher girder spacing. As a result, the use of precast prestressed concrete modified bulb tee (MBT) girders has significantly increased. The MBT girders have a wider and thinner top flange than other conventional precast concrete cross-sections. The strength of the thin top flange has been identified as a concern for the North Carolina Department of Transportation when edge of flange falsework hangers are used to support the overhang deck slab falsework system. In response to theses concerns, the NCDOT has funded research project number 2005-18 “Full Scale Testing of Overhang Falsework Hangers on NCDOT Modified Bulb Tee (MBT) Girders” to study the behavior of the edge of flange falsework hanger systems. This research includes full scale testing of standard falsework hangers manufactured by Dayton/Richmond and Meadow/Burke installed on an NCDOT MBT girder and an analytical investigation that utilized three dimensional finite element modeling. The effects of the girder shear reinforcement, interaction with adjacent loaded hangers, and the type of hanger were included in the experimental and analytical investigations. The finite element modeling was used to predict the response of the falsework hanger system. It was concluded that the shear reinforcement, number of loaded hanger and the type of hanger affect the ultimate strength and behavior of hanger system. The observed ultimate strength of the Dayton/Richmond hangers was higher than the observed ultimate strength of the Meadow/Burke hangers. However, in all cases the observed ultimate loads were less than the manufacturer’s specified ultimate strength. It was recommended that the safe working load of the Dayton/Richmond and Meadow/Burke falsework hanger embedded on the NCDOT modified bulb tee (MBT) girder be reduced, and that the use of different type of overhang hanger system such as through flange hanger appears to be necessary to support a 6,000 lb. safe working load (12,000 lb. ultimate).
KW  - Bridge hangers
KW  - Falsework
KW  - Formwork
KW  - Girder bridges
KW  - Prestressed concrete bridges
KW  - Testing
KW  - Ultimate strength
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-18FinalReport.pdf
UR  - https://trid.trb.org/view/913557
ER  - 

TY  - RPRT
AN  - 01152589
AU  - Fisher, Seth T
AU  - Whisenhunt, Todd W
AU  - Paoinchantara, Nuttapone
AU  - Sumner, Emmett A
AU  - Rizkalla, Sami
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Development Of A Simplified Procedure To Predict Dead Load Deflections Of Skewed And Non-Skewed Steel Plate Girder Bridges
PY  - 2006/02/15/Final Report
SP  - 389p
AB  - Many of today’s steel bridges are being constructed with longer spans and higher skew. The bridges are often erected in stages to limit traffic interruptions or to minimize environmental impacts. The North Carolina Department of Transportation (NCDOT) has experienced numerous problems matching the final deck elevations between adjacent construction stages due to inaccuracies in predicting the dead load deflections of steel plate girder bridges. In response to these problems, the NCDOT has funded this research project (Project No. 2004-14 - Developing a Simplified Method for Predicting Deflection in Steel Plate Girders Under Non-composite Dead Load for Stage-constructed Bridges). The primary objective of this research was to develop a simplified procedure to predict the dead load deflection of skewed and non-skewed steel plate girder bridges. In developing the simplified procedure, ten steel plate girder bridges were monitored during placement of the concrete deck to observe the deflection of the girders. Detailed three-dimensional finite element models of the bridge structures were generated in the commercially available finite element analysis program ANSYS. The finite element modeling results were validated through correlation with the field measured deflection results. With confidence in the ability of the developed finite element models to capture bridge deflection behavior, a preprocessor program was written to automate the finite element model generation. Subsequently, a parametric study was conducted to investigate the effect of skew angle, girder spacing, span length, cross frame stiffness, number of girders within the span, and exterior to interior girder load ratio on the girder deflection behavior. The results from the parametric were used to develop an empirical simplified procedure, which modifies traditional SGL predictions to account for skew angle, girder spacing, span length, and exterior to interior girder load ratio. Predictions of the deflections from the simplified procedure and from SGL analyses were compared to the deflections predicted from finite element models (ANSYS) and the field measured deflections to validate the procedure. It was concluded that the simplified procedure may be utilized to more accurately predict dead load deflection of simple span, steel plate girder bridges. Additionally, an alternative prediction method has been proposed to predict deflections in continuous span, steel plate girder bridges with equal exterior girder loads, and supplementary comparisons were made to validate this method.
KW  - Curvature
KW  - Deflection
KW  - Finite element method
KW  - Plate girder bridges
KW  - Skew bridges
KW  - Static loads
KW  - Structural steel
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-14FinalReport.pdf
UR  - https://trid.trb.org/view/913554
ER  - 

TY  - ABST
AN  - 01463027
TI  - Development of a Multimodal Statewide Corridor Planning Guidebook
AB  - ISTEA and TEA-21 required states to develop long-range, statewide multimodal plans with at least a 20-year planning horizon. A large number of states including California, Minnesota, and Pennsylvania are meeting this requirement by developing statewide policy plans. Policy plans many times lack detail on facility needs particularly in the heavily traveled corridors between major metropolitan areas. However, making decisions about which corridor to construct, when to construct, and which mode(s) to consider usually requires more detailed analysis. A major benefit of statewide corridor planning would be to help states prioritize corridors before moving into the environmental review process. States need more guidance and assistance on how to develop detailed statewide corridor plans. This corridor analysis methodology could also be adopted by states as part of their development of statewide facility plans. Research in this area could also help address some of the proposals in reauthorization on multi-state corridor planning.  This research will assist states in analyzing and prioritizing corridors with the development of a statewide corridor plan. The plan will address the entire network of all modes and their connections. This plan will include the ability to analyze the existing and future conditions and performance, safety, environmental impacts, land use, air quality, tradeoffs between modes in the corridor, etc. It will allow states to analyze the entire corridor rather than projects that might be only segments of the corridor.
KW  - Air quality
KW  - California
KW  - Corridors
KW  - Environmental impacts
KW  - Land use
KW  - Minnesota
KW  - Multimodal transportation
KW  - Pennsylvania
KW  - Safety
KW  - State departments of transportation
KW  - Transportation planning
KW  - Transportation policy
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=934
UR  - https://trid.trb.org/view/1231252
ER  - 

TY  - ABST
AN  - 01463011
TI  - Guidance for Transportation Project Management
AB  - Transportation agencies, particularly state departments of transportation (DOTs), generally must operate with limited staff resources, inadequate funds for needed projects, and high political and public expectations to deliver projects more quickly and efficiently. Increasingly, DOTs are expected to build projects of broader scope, more complexity, and larger scale, with substantial financial, political, environmental, economic, and social ramifications. DOT staff efforts to meet these challenges often entail finding ways to improve project delivery and optimize resource use in the project-delivery process. Many states are enhancing their project management performance by implementing new work strategies and adopting new tools in such areas as organizational change management, project management control and reporting, program administration and contracting, professional staff development and training, and stakeholder and public involvement.  These strategies and tools may be developed initially by other DOTs or organizations in other businesses, and then are adapted to the specific conditions of the agency where they are to be used.  Access to knowledge of up-to-date, effective project development practices is then a resource that DOT managers can use to help them meet the challenges they face. The objective of this project is to develop a project-management guidance document that includes a toolbox of effective practices for application on transportation projects. The guidance document also should identify the benefits that can be expected from strengthened project management both in terms of the success of transportation projects and in increased effectiveness of organizational strategies, staff development, and process resources.
KW  - Guidelines
KW  - Knowledge
KW  - National Cooperative Highway Research Program
KW  - Organizational effectiveness
KW  - Project management
KW  - Research projects
KW  - Resource development
KW  - Strategic planning
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=655
UR  - https://trid.trb.org/view/1231236
ER  - 

TY  - RPRT
AN  - 01019111
AU  - Federal Highway Administration
TI  - Travel Time Reliability: Making It There On Time, All The Time
PY  - 2006/02/07
SP  - 17p
AB  - Travel time reliability is an increasing concern of travelers, shippers, and businesses. Recent advances in data collection mean that travel time reliability can now be quantified. This report provides guidance in answering the following questions: What is travel time reliability? Why is travel time reliability important? What measures are used to quantify travel time reliability? What are the steps for developing travel time reliability measures? What are some case studies illustrating steps to calculate reliability measures? Who is using reliability measures?
KW  - Businesses
KW  - Case studies
KW  - Quantification
KW  - Reliability
KW  - Shippers
KW  - Travel time
KW  - Travelers
UR  - http://www.ops.fhwa.dot.gov/publications/tt_reliability/TTR_Report.htm#overview
UR  - https://trid.trb.org/view/775588
ER  - 

TY  - RPRT
AN  - 01020859
AU  - Federal Highway Administration
TI  - Virginia State Route 7 Video Detection System Performance Assessment
PY  - 2006/02/03
SP  - 16p
AB  - The Honorable Congressman Frank Wolf, in his letter dated November 7, 2005 to the Federal Highway Administration (FHWA), requested an analysis of traffic operational issues along Route 7 in the Northern Virginia area, particularly those associated with video based traffic detectors. The Virginia Department of Transportation (VDOT) had installed video based traffic detectors along Route 7 and the performance of the detectors was found to be unacceptable. VDOT engineered and contracted to have video imaging detector system (VIDS) devices installed along Route 7. The system, however, experienced significant detection errors and VDOT decided to discontinue its use. The principal concerns were missed vehicle detections for the left turn movements off Route 7 and significant over counts as well as missed detections for the side street movements. VDOT has reverted back to the inductive loop detectors that were in place prior to the installation of VIDS. This report analyzes the performance of the VIDS devices.
KW  - Errors
KW  - Highway operations
KW  - Highway traffic
KW  - Highway traffic control
KW  - Left turns
KW  - Loop detectors
KW  - Northern Virginia
KW  - Performance measurement
KW  - Side streets
KW  - Traffic counts
KW  - Vehicle detectors
KW  - Video imaging detectors
UR  - http://www.house.gov/wolf/news/2006/Route%207%20VIDS%20report.pdf
UR  - https://trid.trb.org/view/778772
ER  - 

TY  - RPRT
AN  - 01024688
AU  - Battelle
AU  - Federal Highway Administration
TI  - Final Evaluation Report: Evaluation of the Idaho Transportation Department Integrated Road-Weather Information System
PY  - 2006/02/02/Final Evaluation Report
SP  - n.p.
AB  - This report presents the results of FHWA's evaluation of the Idaho Transportation Department's (ITD) integration of its Road-Weather Information System (RWIS). The ITD RWIS project was selected for evaluation because it held significant potential to generate lessons learned and other findings that would be useful to other RWIS operators and those planning for such systems. In particular, this project offered an opportunity to study the potential benefits and impacts on public travel and state highway maintenance practice associated with the integration of ITD RWIS data with non-transportation weather data and the improved information access.  The findings of this evaluation could provide useful insights to U.S. Department of Transportation's (DOT's) ongoing Clarus initiative which intends to "demonstrate an integrated road weather observation network and data management system to reduce the effect of adverse weather on all road users and operators." Clarus—the Nationwide Surface Transportation Weather Observing and Forecasting System—aims to leverage state investments in Environmental Sensor Stations (ESS) to minimize weather impacts on safety, mobility and productivity.
KW  - Benefits
KW  - Clarus
KW  - Highway maintenance
KW  - Highway safety
KW  - Highway travel
KW  - Idaho Department of Transportation
KW  - Impacts
KW  - Information management
KW  - Lessons learned
KW  - Mobility
KW  - Productivity
KW  - Road weather information systems
KW  - State highways
KW  - Weather conditions
KW  - Weather forecasting
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14267.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14267_files/14267.pdf
UR  - https://trid.trb.org/view/781221
ER  - 

TY  - ABST
AN  - 01460486
TI  - I-5 Seattle Corridor--Pavement Deterioration Study
AB  - At this time the first project specifically identified to reconstruct a section of pavement within this corridor is not scheduled to begin until 2013.  There is an obvious concern that the existing pavement that is showing signs of increasing deterioration will deteriorate to the extent that will require action by WSDOT well before 2013.  The three major goals for this study of terminal pavement deterioration trends in the I-5 Seattle Corridor are as follows: (1) Assess how much longer each segment within the 28 mile I-5 urban corridor will survive before rehabilitation/reconstruction is required.  Determine and report for specific segments the estimated terminal distress type and timing.  (2) Develop improved PCCP performance analysis tools and procedures for WSDOT so that the assessment can be updated by WSDOT in the future and expanded to other sections of their Highway System.  (3)  Initiate a visualization process that can convey the current and future conditions of this corridor to decision makers and the general public.
KW  - Concrete pavements
KW  - Corridors
KW  - Decision making
KW  - Deterioration
KW  - Pavement distress
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Reconstruction
KW  - Rehabilitation (Maintenance)
KW  - Research projects
UR  - https://trid.trb.org/view/1228703
ER  - 

TY  - ABST
AN  - 01460484
TI  - Transportation Applications of an Unmanned Aerial Vehicle
AB  - Unmanned aerial vehicles (UAVs) are becoming smaller and less expensive.  These aircraft are small enough to be launched from a pickup truck but still large enough to be equipped with cameras and sensors that can provide low-cost aerial information.  This situation holds considerable promise for the Washington State Department of Transportation (WSDOT), since a UAV could be used for data collection and aerial surveillance in areas where the geographic locations of potential transportation-related problems are only crudely known.  This project has two objectives.  The first is to explore the utility of UAVs for enhancing the avalanche control program and search and rescue operations undertaken by WSDOT.  The second objective is to explore the larger institutional issues behind the use of a UAV by WSDOT.  The operational experience gained with UAVs will help all agencies involved (including WSDOT, FAA, and USDOT) develop usable UAV polices for public transportation agencies.  These policies will become increasingly necessary as UAV technology advances and as more non-military organizations push to use UAVs.
KW  - Aerial surveying
KW  - Aircraft
KW  - Avalanches
KW  - Aviation
KW  - Cameras
KW  - Data collection
KW  - Geographic information systems
KW  - Information systems
KW  - Research projects
KW  - Search and rescue operations
KW  - Sensors
UR  - https://trid.trb.org/view/1228701
ER  - 

TY  - ABST
AN  - 01460451
TI  - Use of Self-Consolidating Concrete for Bridge Drilled Shaft Construction
AB  - One of the primary concerns regarding application of self-consolidating concrete (SCC) in Hawaii has been the development of suitable SCC mixtures using locally available aggregates. Aggregate selection in the Hawaiian Islands is generally limited to crushed basalt for course aggregate and a blend of dune sand and crushed basalt sand for fine aggregate. The high angularity of the crushed basalt aggregates raises concerns over the ability of SCC made with these materials to flow adequately. In addition, the high absorption of these aggregates tends to increase water demand and resulting shrinkage and creep for Hawaiian concretes. Pilot projects by Hawaiian concrete suppliers and precast companies have shown that production of SCC is possible with these aggregates. The objective of the proposed project is to build on these pilot projects to develop comprehensive specifications and mix design guidelines for SCC in Hawaii. The application of these SCC specifications and mix design guidelines would be demonstrated through the use of SCC in drilled shaft construction for the replacement of North Kahana Bridge. Inspections of the SCC during placement, and post-placement inspections, are proposed to evaluate the performance of SCC compared with traditional concrete placement in drilled shafts. The objective of the proposed research is to demonstrate the successful application of SCC to drilled shaft construction on a major bridge construction project in Hawaii. This will include development of the specifications and mix design guidelines necessary to produce an SCC mixture, based on materials readily available in Hawaii, which is suitable for pipe placement in drilled shafts. The placement of SCC in a trial drilled shaft at the replacement North Kahana Bridge will be compared with placement of conventional concrete to evaluate the improvement in performance.
KW  - Aggregates
KW  - Bridge construction
KW  - Concrete placing
KW  - Hawaii
KW  - Mix design
KW  - Performance evaluations
KW  - Research projects
KW  - Self compacting concrete
UR  - https://trid.trb.org/view/1228668
ER  - 

TY  - ABST
AN  - 01458330
TI  - Rapid Construction of Bridge Bents with Precast Concrete
AB  - Bridge construction can dramatically increase traffic delays and congestion, particularly in urban areas with heavy traffic volumes.  Traffic disruption could be reduced significantly if reinforced concrete columns and cross-beams could be precast offsite, and then rapidly assembled together at the bridge site.  Such systems have been used successfully to construct bridges in states with low seismic activity (e.g., Texas), but the systems used in those states are not suitable for the level of seismicity in Western Washington State.  To take advantage of the benefits of using precast components in bridges in Washington State, it is necessary to develop precast concrete systems that can be constructed quickly and that have good seismic performance.  The objective of the proposed second phase of the research is to develop connection details and design procedures for several bridge bent systems, and to confirm by physical testing the structural performance of the three most promising ones, both under (non-seismic) erection loads with partially completed connections and under simulated seismic loading after the connections are complete.
KW  - Bents
KW  - Bridge design
KW  - Columns
KW  - Construction
KW  - Precast concrete
KW  - Reinforced concrete
KW  - Research projects
KW  - Seismicity
KW  - Traffic delays
KW  - Traffic volume
UR  - https://trid.trb.org/view/1226541
ER  - 

TY  - RPRT
AN  - 01470027
AU  - Federal Highway Administration
TI  - The Impact of Load Rating Methods on Federal Bridge Program Funding
PY  - 2006/02//Revised
SP  - 24p
AB  - Beginning with the April 2005 data collection for the National Bridge Inventory (NBI), the Federal Highway Administration (FHWA) allowed the inventory rating and operating rating to be reported as a Rating Factor (RF) using either the Load Factor Rating (LFR) method or Load and Resistance Factor Rating (LRFR) method.  FHWA’s memorandum dated March 22, 2004 outlined these changes.  Prior to this change, the LFR method using MS loading (HS metric equivalent) was the national standard for computing inventory and operating ratings reported to the NBI. The change provided the ability to report Allowable Stress Ratings (ASR), LFR or LRFR for both operating and inventory ratings (NBI Items 64 and 66) by a RF rather than a tonnage.  Also new was the concept of using different loadings depending on the method of rating, i.e. MS for Allowable Stress (AS) and LFR vs. HL-93 for LRFR.  The possible affects these changes have on the federal bridge program, specifically funding apportionments, will be reviewed. Attachments included in this report: March 22, 2004 FHWA memorandum; Method for determining if a structure is deficient; Results of data analysis by the Bridge Management Information Systems Laboratory; Results of data analysis by Office of Bridge Technology; and Proposed revisions to Coding Guide Item 67 table to allow rating factor.
KW  - Apportionment
KW  - Bridges
KW  - Government funding
KW  - Load factor
KW  - Maintenance
KW  - National Bridge Inventory
KW  - Ratings
UR  - https://www.fhwa.dot.gov/bridge/bridgeload.pdf
UR  - https://trid.trb.org/view/1236761
ER  - 

TY  - RPRT
AN  - 01160028
AU  - Zaghloul, Sameh
AU  - Gucunski, Nenad
AU  - Jackson, Hudson
AU  - Hadidi, Rambod
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Material Characterization and Seasonal Variation in Material Properties
PY  - 2006/02//Final Report
SP  - 284p
AB  - The main objective of this study was to calibrate the AASHTO temperature and seasonal adjustment models, or to develop new models. The models developed are based on New Jersey conditions and will be also used in network and project level Falling Weight Deflectometer (FWD) analysis. To achieve the objective of study, twenty-four pavement sections were instrumented and a nondestructive testing (NDT) program was conducted for a period of two years. The main task of the instrumentation was to monitor environmental parameters: air and pavement temperature, moisture, frost/thaw depth and rainfall. Seismic Pavement Analyzer (SPA) and FWD were used to evaluate the pavement structural response and it’s properties on a monthly basis, except during the spring thaw period when it is on a bi-monthly basis. The models were developed by performing statistical analyses, such as analysis of variance (ANOVA) and regression analysis. Several important conclusions were developed with respect to the applicability of the Enhanced Integrated Climatic Model (EICM) to New Jersey conditions. Results of NDT evaluations provided strong correlations between all environmental parameters, except the groundwater level and the overall pavement deflection, difference in pavement deflections and the effective pavement modulus obtained from FWD evaluation. Seismic tests provided a strong correlation between the asphalt concrete (AC) modulus and pavement temperature. It is recommended that for the FWD data corrections using the temperature adjustment model be followed by the seasonal adjustment model. A number of other conclusions and recommendations related to measurement and relationships of environmental variables and material characteristics and effects of drainage conditions are provided.
KW  - Analysis of variance
KW  - Asphalt concrete pavements
KW  - Deflection
KW  - Enhanced Integrated Climatic Model
KW  - Falling weight deflectometers
KW  - Mathematical models
KW  - Modulus of elasticity
KW  - New Jersey
KW  - Nondestructive tests
KW  - Regression analysis
KW  - Seasonal variations
KW  - Seismic pavement analyzers
KW  - Spring thaw
KW  - Temperature
UR  - http://cait.rutgers.edu/files/FHWA-NJ-2005-024.pdf
UR  - https://trid.trb.org/view/920563
ER  - 

TY  - RPRT
AN  - 01153223
AU  - Whittemore, Mark D
AU  - Stamnas, Peter E
AU  - Wellman, Raymond
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Precast Concrete Deck Panel Performance on Long Span, High Traffic Volume Bridges
PY  - 2006/02//Final Report
SP  - 42p
AB  - The New Hampshire Department of Transportation (NHDOT) prohibited the use of partial depth precast deck panels on its long span, high traffic volume bridges until it could investigate if the precast slabs and the concrete overpour were acting in a composite manner. The NHDOT also wanted to ensure that there was adequate transfer of traffic loads between the panels without causing reflective cracking. The purpose of this project was to investigate these two issues. The NHDOT reconstructed the deck of the I-393 bridge over the Merrimack River in Concord using precast concrete slabs and a concrete overpour in 2002-2003. Cores were taken from this bridge deck to evaluate the composite behavior of the slabs and overpour and cracking was evaluated. Cores were taken before the introduction of traffic and then after the deck had been exposed to traffic for several months. Cracking was evaluated before and after traffic. The cores taken were subjected to tensile and shear strength testing across the panel/overpour interface and were found to perform satisfactorily. The tests provided conclusive evidence that there was excellent bond between the deck slabs and the overpour and that the strength of the bond was actually improving slightly over time. An inspection of the deck before and after traffic loading revealed that the panels were adequately transferring traffic loading without causing reflective cracking. Based on these results the NHDOT will permit the use of this type of deck construction on long span, high traffic volume bridges.
KW  - Before and after studies
KW  - Bond strength (Materials)
KW  - Bridge decks
KW  - Composite action
KW  - Concord (New Hampshire)
KW  - Cores (Specimens)
KW  - Load transfer
KW  - Long span bridges
KW  - Partial depth
KW  - Precast concrete
KW  - Reflection cracking
KW  - Shear strength
KW  - Tension tests
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/13733d.htm
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-13733D.pdf
UR  - https://trid.trb.org/view/914781
ER  - 

TY  - RPRT
AN  - 01135290
AU  - Southeastern Transportation Center
AU  - National Transportation Research Center, Incorporated
AU  - Federal Highway Administration
TI  - Truck Tire Anti-Splash Safety Technology
PY  - 2006/02
SP  - 14p
AB  - Michelin has developed a new socially responsible technology for Truck tires named Antisplash (U.S. Patent No. 6,460,584 B1) and is introducing it to the North American market on the 275/80R22.5 XZA2 Antisplash long haul steer tire. The primary advantage of this development is the significant reduction in the splash height/trajectory of water projected by a steer tire when the vehicle passes through accumulations on the highway/road surface. Tire development and validation testing were completed by Michelin Americas Research and Development Corporation. The tire has a unique shoulder/sidewall profile (chine) which acts as a splash deflector. The fluid is redirected to a lower height with a modified volume to height relationship. Intended benefits include improved visibility realized by oncoming and passing vehicles and the improved visibility experienced by the driver when using side mirrors.
KW  - Heavy vehicles
KW  - Splash guard
KW  - Technological innovations
KW  - Tire sidewalls
KW  - Tires
KW  - Truck facilities
KW  - Trucking
KW  - Vehicle design
UR  - http://www.ntrci.org/ntrci-24-2006-008
UR  - https://trid.trb.org/view/894407
ER  - 

TY  - RPRT
AN  - 01118092
AU  - Vosburgh, Jennifer M
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Performance Grade Asphalt Cement, Waterford, Vermont
PY  - 2006/02//Final Report
SP  - 25p
AB  - This update report summarizes the implementation and evaluation of a performance graded (PG) asphalt cement binder. The purpose of this investigation was to compare a commonly used asphalt cement (AC-20) to a performance graded binder (PG 52-40) with regards to thermal and fatigue cracking, rutting, and the international roughness index (IRI). Over the 11 year investigation period, the PG 58-40 binder well outperformed the AC 20 binder with regards to thermal and fatigue cracking. Conclusions concerning reflective cracking, rutting, and IRI values could not be made due to the large variation within these data sets.
KW  - Asphalt cement
KW  - Binders
KW  - Cracking
KW  - Pavement performance
KW  - Vermont
UR  - https://trid.trb.org/view/875377
ER  - 

TY  - RPRT
AN  - 01111950
AU  - Wilson-Goure, Stephanie
AU  - Houston, Nancy
AU  - Easton, Andrea Vann
AU  - Booz Allen Hamilton
AU  - Federal Highway Administration
TI  - Literature Search: Assessment of the State of the Practice and State of the Art in Evacuation Transportation Management
PY  - 2006/02//Final Report
SP  - 197p
AB  - Much of what is known about evacuations is based on preparations for incidents, such as hurricanes, for which there is advance warning. With advance warning, evacuations can be planned and managed using procedures and systems that have been developed as a result of extensive and methodical pre-planning. This approach, however, does not adequately support management of incidents when there is no advance warning or when conditions are changing rapidly. Evacuations in response to these types of incidents tend to be monitored, but not well managed. The Federal Highway Administration (FHWA) recognized the importance of and need for new tools and processes to help agencies plan for and manage evacuations where there is little or no advanced warning. Consequently, the FHWA initiated a project to assess the state of the practice and state of the art in evacuation transportation management. This report was prepared to document a literature search to assess what is currently known about the management of evacuations and transportation management during evacuation situations, including the necessary support from public safety and other public organizations with a role in managing evacuations.
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Evacuation
KW  - Literature reviews
KW  - State of the art
KW  - State of the practice
KW  - Transportation management
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop08015/fhwahop08015.pdf
UR  - http://ntl.bts.gov/lib/38000/38800/38816/fhwahop08015.pdf
UR  - https://trid.trb.org/view/871515
ER  - 

TY  - RPRT
AN  - 01109935
AU  - Morrison, Kimberly Finke
AU  - Harrison, Francis E
AU  - Collin, James G
AU  - Dodds, Andrew M
AU  - Arndt, Ben
AU  - Golder Associates Incorporated
AU  - Collin Group, Limited
AU  - Yeh and Associates, Incorporated
AU  - Federal Highway Administration
TI  - Shored Mechanically Stabilized Earth (SMSE) Wall Systems Design Guidelines
PY  - 2006/02//Final Report
SP  - 230p
AB  - As a Federal Highway Administration design reference for highway projects, this report was prepared to enable the engineer to identify and evaluate potential applications of shored mechanically stabilized earth (SMSE) walls. Included in this design guideline are a literature review on similar construction and the results and interpretation of field-scale testing, centrifuge modeling, and numerical modeling of an SMSE wall system. Results of the centrifuge modeling and field-scale testing show that reduction of the reinforcement length to as little as 25 percent of the wall height (0.25H) provides sufficient wall stability, even under a considerably high degree of surcharge loading. Using the results of the modeling and field testing research, this design guideline recommends a minimum reinforcement length equivalent to as little as 30 percent of the wall height (0.3H) for the MSE wall component, provided that the MSE reinforcement length is greater than 1.5 m. The benefit of attaching reinforcement to the shoring wall is found to be small and is generally not recommended except by way of the upper two layers of reinforcement. If possible, these layers of reinforcement should overlap the shoring wall and have a total length of 0.6H. If this is not possible, then these layers should be attached to the shoring wall. Internal design requirements of the MSE wall component for an SMSE wall system differ from that of a traditional MSE wall. Equations presented in this design guideline have been developed specifically to address these requirements. The benefits of increased retaining abilities provided by the shoring wall, such as reduction in lateral load acting on the MSE wall component and contribution to global stability, are considered in the design process.
KW  - Centrifuges
KW  - Design
KW  - Earth walls
KW  - Equations
KW  - Field tests
KW  - Guidelines
KW  - Length
KW  - Literature reviews
KW  - Mathematical models
KW  - Mechanically stabilized earth
KW  - Reinforcement (Engineering)
KW  - Retaining walls
KW  - Shoring
UR  - http://www.geotechnicaldirectory.com/publications/MSE-Wall/MSE-Wall-Design-Manual.pdf
UR  - https://trid.trb.org/view/869653
ER  - 

TY  - RPRT
AN  - 01104833
AU  - Hua, Inez
AU  - Kopf, Andy
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Remediation of Aromatic Hydrocarbons in Low Permeability Soils: Updating the Remediation Decision Tree (Synthesis Study)
PY  - 2006/02//Final Report
SP  - 49p
AB  - Because of the large number of technologies for in situ remediation, the very different types of contaminants to which these technologies are applicable, and the wide range of field conditions, it can be difficult to choose an optimal technology for a specific site. Sorting and prioritizing the various factors which contribute to the success of a particular clean-up can be daunting. Furthermore, non-technical factors, such as those in the legal, political, or financial realm, may also influence which technology is ultimately chosen. Most in situ treatment methods are effective in permeable soil. However, much of Indiana soil is low-permeability, so applicability of these methods is limited. One of the few currently viable options is massive (and expensive) excavation and disposal. The purpose of the study is to develop decision-support tools for use by the Indiana Department of Transportation (INDOT) staff involved with site remediation. The decision-support tools include remediation decision-trees for choosing technologies or combinations of technologies appropriate for specific types of sites, including sites with low-permeability soil. In order to develop decisiontrees, it is necessary to conduct a comprehensive analysis of remediation technologies, with a focus on investigations of aromatic hydrocarbons and low-permeability soils. An additional objective is to construct a database of remediated sites in the region. The types of sites will be screened so that they are as similar as possible to sites of interest to INDOT. In particular, information from sites that have been successfully remediated will be chosen. This project will expand the scientific basis for the development and application of innovative treatment for contaminated sites owned and operated by INDOT. Potential benefits include a more effective means of remediating benzene and other fuel hydrocarbons without having to excavate and dispose of contaminated soil. The use of a remediation decision tree may decrease the time needed to choose an effective technology.
KW  - Decision trees
KW  - Environmental quality
KW  - Groundwater
KW  - Hydrocarbons
KW  - Indiana
KW  - Permeability
KW  - Pollution control
KW  - Soil pollution
KW  - Soil remediation
KW  - Soils
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1753&context=jtrp
UR  - https://trid.trb.org/view/864262
ER  - 

TY  - RPRT
AN  - 01104340
AU  - Kim, Daehyeon
AU  - Siddiki, Nayyar Zia
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Simplification of Resilient Modulus Testing for Subgrades
PY  - 2006/02//Final Report
SP  - 176p
AB  - Resilient modulus has been used for characterizing the stress-strain behavior of subgrade soils subjected to traffic loadings in the design of pavements. With the recent release of the M-E Design Guide, highway agencies are further encouraged to implement the resilient modulus test to improve subgrade design. In the present study, physical property tests, unconfined compressive tests, resilient modulus (Mr) tests and Several Dynamic Cone Penetrometer (DCP) tests were conducted to assess the resilient and permanent strain behavior of 14 cohesive subgrade soils and five cohesionless soils encountered in Indiana. The applicability for simplification of the existing resilient modulus test, AASHTO T 307, was investigated by reducing the number of steps and cycles of the resilient modulus test. Results show that it may be possible to simplify the complex procedures required in the existing Mr testing to a single step with a confining stress of 2 psi and deviator stresses of 2, 4, 6, 8, 10 and 15 psi. Three models for estimating the resilient modulus are proposed based on the unconfined compressive tests. A predictive model to estimate material coefficients k1, k2, and k3 using 12 soil variables obtained from the soil property tests and the standard Proctor tests is developed. The predicted resilient moduli using all the predictive models compare satisfactorily with measured ones. A simple mathematical approach is introduced to calculate the resilient modulus. Although the permanent strain occurs during the resilient modulus test, the permanent behavior of subgrade soils is currently not taken into consideration. In order to capture both the permanent and the resilient behavior of subgrade soils, a constitutive model based on the Finite Element Method (FEM) is proposed. A comparison of the measured permanent strains with those obtained from the Finite Element (FE) analysis shows a reasonable agreement. An extensive review of the M-E design is done. Based on the test results and review of the M-E Design, implementation initiatives are proposed.
KW  - Cohesive soils
KW  - Cone penetrometers
KW  - Finite element method
KW  - Mechanistic design
KW  - Pavement design
KW  - Resilient modulus
KW  - Structural analysis
KW  - Subgrade (Pavements)
KW  - Subgrade materials
UR  - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1736&context=jtrp
UR  - https://trid.trb.org/view/864122
ER  - 

TY  - RPRT
AN  - 01089503
AU  - Woodland, Jon
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Assessment of Prequalification Procedures: New Mexico DOT Construction Contractor Prequalification Practices Survey
PY  - 2006/02//Final Report
SP  - 193p
AB  - In order to ensure top quality construction projects, contracts need to be awarded to the most qualified contractor. At the time of this research, New Mexico Department of Transportation (NMDOT) projects often went to the lowest, not necessarily the most qualified, bidder. The objective of this project was to survey the contractor prequalification practices of other states for use in NMDOT program development discussions. Respondents from 50 state transportation departments were surveyed for descriptions of their contractor prequalification practices. Eighteen states reported that they had contractor prequalification programs, 7 states reported they were developing programs, 24 states reported that they had no programs, and 1 state did not respond. Primary programmatic issues of interest to respondents were objectivity, efficiency, and adequacy of operational resources. Only a few states had formal methods for measuring program impact. “Execution of Work - Prosecution and Progress” appeared to be the most important contractor performance-rating factor. A database was built to hold detailed survey responses, states’ prequalification documents, and various research resources.
KW  - Contract administration
KW  - Contractors
KW  - Prequalifications
KW  - Quality of work
KW  - State departments of transportation
KW  - Surveys
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/NM04MNT01PrequalSurveyFinal2006.pdf
UR  - https://trid.trb.org/view/849901
ER  - 

TY  - RPRT
AN  - 01075603
AU  - Federal Highway Administration
TI  - River Valley intermodal facilities, Pope County : environmental impact statement
PY  - 2006/02//Volumes held: Draft
KW  - Arkansas
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834997
ER  - 

TY  - RPRT
AN  - 01074709
AU  - Federal Highway Administration
TI  - South extension of the Coastal Trail, Anchorage : environmental impact statement
PY  - 2006/02//Volumes held: Draft, Draft Appendix, Final, Final Appendix
KW  - Alaska
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/834103
ER  - 

TY  - RPRT
AN  - 01055774
AU  - Srinivasan, Sivaramakrishnan
AU  - Ghosh, Prabuddha
AU  - Sivakumar, Aruna
AU  - Kapur, Aarti
AU  - Bhat, Chandra R
AU  - Bricka, Stacey
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Conversion of Volunteer-Collected GPS Diary Data into Travel Time Performance Measures: Final Report
PY  - 2006/02//Technical Report
SP  - 66p
AB  - Conventional travel-survey methodologies require the collection of detailed activity-travel information, which imposes a significant burden on respondents, thereby adversely impacting the quality and quantity of data obtained. Advances in the global positioning system (GPS) technology have provided transportation planners with an alternative and powerful tool for more accurate travel-data collection with minimal user burden. The data recorded by GPS devices, however, do not directly yield travel information; the navigational streams recorded by GPS devices have to be processed and the travel patterns derived from them. This research project developed prototype software to automate the processing of raw GPS data and to generate outputs of activity-travel patterns in the conventional travel-diary format. The software identifies trips and characterizes them by several attributes, including trip-end locations, trip purpose, time of day, distance, and speed. This final report documents the entire research performed as part of this project. Specifically, the authors present the conceptual overview of the software, the detailed algorithm for extracting travel diaries, the software implementation procedures, and the testing and validation of the software.
KW  - Algorithms
KW  - Data collection
KW  - Global Positioning System
KW  - Implementation
KW  - Information processing
KW  - Software
KW  - Transportation planning
KW  - Travel patterns
KW  - Travel surveys
KW  - Validation
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5176_3.pdf
UR  - https://trid.trb.org/view/815077
ER  - 

TY  - RPRT
AN  - 01046215
AU  - Federal Highway Administration
TI  - High Performance Concrete Pavements: Technical Summary of Results from Test and Evaluation Project 30
PY  - 2006/02
SP  - 24p
AB  - Under Test and Evaluation Project 30 (TE-30), High Performance Concrete Pavement (HPCP), the Federal Highway Administration (FHWA) is exploring the applicability of innovative portland cement concrete (PCC) pavement design and construction concepts in the United States. These innovative concepts, ranging from the use of trapezoidal cross sections to alternative dowel bar materials to fiber-reinforced concrete, all share the same TE-30 goal of providing long lasting, economical, PCC pavements that meet the specific performance requirements of their particular application. The TE-30 program has funded approximately 25 field projects since 1996. These projects were intended to test and evaluate innovative concrete pavement technology in “on-the-road” applications. A preliminary report summarized the status of the projects initiated through December 2001 (FHWA 2002), and yielded two other reports, one on pavement texturing (Hoerner and Smith 2002) and one on alternative dowel bars (Smith 2002). Since that time, additional field projects have been constructed and several construction and early performance reports prepared. Additionally, projects under Task 7 of FHWA’s Concrete Pavement Technology Program (CPTP), Field Trials of Concrete Pavement Product and Process Technology, share similar goals and objectives as those in the TE-30 program. The projects included in this report, consequently, are those from the original FHWA report (FHWA 2002) and an additional 15 projects identified by FHWA. The report entitled "High Performance Concrete Pavements: Project Summary" (FHWA 2006) is the basis for this Technical Summary. It is the purpose of this Technical Summary to document the current status of concrete pavement projects constructed under the TE-30 program and under Task 7 of CPTP, as well as several other related concrete pavement projects. Current and anticipated results are also described, as are recommendations for relevant future research activities.
KW  - Concrete Pavement Technology Program
KW  - Concrete pavements
KW  - Field studies
KW  - Future research
KW  - High performance concrete
KW  - Pavement design
KW  - Road construction
KW  - Technological innovations
KW  - Test and Evaluation Project 30 (TE-30)
KW  - United States
UR  - http://www.fhwa.dot.gov/pavement/concrete/hpcp/techsumm.pdf
UR  - https://trid.trb.org/view/806387
ER  - 

TY  - RPRT
AN  - 01037203
AU  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - High Performance Concrete Pavements: Project Summary
PY  - 2006/02
SP  - 204p
AB  - The Federal Highway Administration's TE-30 Program has funded approximately 25 field projects since 1996.  These projects were intended to test and evaluate innovative concrete pavement technology in "on-the-road" applications.  A previous report with the same title as this report (FHWA-IF-02-026) summarized the status of the projects initiated through December 2001.  That previous report provides the foundation for this report.  The 24 projects described in that original report have been updated, where new information was available, and an additional 15 projects have been included in this report.  It is the purpose of this report to document the current status of the TE-30 projects and the "Field Trials of Concrete Pavement Product and Process Technology" sections as well.  The authors have also attempted to describe anticipated results from the TE-30 program and to recommend relevant future research activities.  Chapters 2 through 39 of this report summarize each individual project included to date, describing the goals of the project, the design features being evaluated, and any preliminary results or products.  Two appendixes are included in support of this report.  Appendix A provides a summary table containing general design and construction information on each of the projects.  Appendix B lists references relevant to each of the projects, organized by State.
KW  - Concrete pavements
KW  - Field studies
KW  - Future research
KW  - High performance concrete
KW  - Innovation
KW  - Pavement design
KW  - Road construction
UR  - http://www.fhwa.dot.gov/pavement/concrete/hpcp/hpcp.pdf
UR  - https://trid.trb.org/view/793803
ER  - 

TY  - RPRT
AN  - 01036753
AU  - Fang, Clara
AU  - Connecticut Academy of Science and Engineering
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Information Technology Systems for Use in Incident Management and Work Zones
PY  - 2006/02//Special Report
SP  - 72p
AB  - The Connecticut Department of Transportation (ConnDOT), Bureau of Engineering and Highway Operations is responsible for the acquisition, implementation and operation of technologies for use in Incident Management and Work Zones.  The need to cope with incidents affecting traffic has been recognized for decades.  In particular, contending with congestion and incidents in highway work zones has been recognized as one of the priority tasks of most state transportation agencies.  The goal of this study was to identify information technology systems that could be utilized in Connecticut to improve operations to facilitate the safe and efficient movement of traffic through and around work zones and incident areas.  These technologies have the potential to enhance the safety of motorists and roadway workers, improve the mobility of the traveling public, and fuel conservation.  The project's objective was to provide a literature-based best practices review of incident management and work zone information technology systems and to identify potential implementation strategies for Connecticut.
KW  - Best practices
KW  - Connecticut
KW  - Highway safety
KW  - Incident management
KW  - Information technology
KW  - Intelligent transportation systems
KW  - Literature reviews
KW  - Strategic planning
KW  - Traffic
KW  - Traffic congestion
KW  - Traffic incidents
KW  - Transportation departments
KW  - Work zone safety
KW  - Work zones
UR  - http://www.ctcase.org/reports/its.pdf
UR  - https://trid.trb.org/view/792989
ER  - 

TY  - RPRT
AN  - 01036687
AU  - Liu, Richard
AU  - Li, Jing
AU  - Chen, Xuemin
AU  - Ekbote, Aditya
AU  - Xing, Huichun
AU  - Wang, Ying
AU  - University of Houston
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of a New Generation of FCC Compliant NDT Devices for Pavement Layer Information Collection: Hardware and Algorithms
PY  - 2006/02//Technical Report
SP  - 44p
AB  - The Federal Communications Commission (FCC) adopted a new rule on ground penetrating radar (GPR) devices on July 12, 2002, that permits the operation of GPRs and wall imaging systems only below 960 MHz and between 3.1 and 10.6 GHz. To comply with new FCC regulations, a hybrid GPR system is developed which includes the following two individual radars: 1) a pulse GPR radar working in the frequency range from DC to 900 MHz for thick pavement layer and subgrade layer thickness and moisture detection; and 2) a frequency-modulated continuous-wave (FMCW) radar working in the frequency range from 3.1 to 8.5 GHz for measuring thin asphalt layers. The GPR data format is now compatible with Texas Department of Transportation (TxDOT) software, which benefits the information sharing and the implementation of this FCC compliant GPR system. Laboratory tests and field tests have been conducted. The measured results agree with the real cases very well.
KW  - Algorithms
KW  - Asphalt
KW  - Continuous wave radar
KW  - Dielectric properties
KW  - Field tests
KW  - Frequency modulation
KW  - Ground penetrating radar
KW  - Hardware
KW  - Laboratory tests
KW  - Moisture content
KW  - Nondestructive tests
KW  - Pavement layers
KW  - Subgrade (Pavements)
KW  - Thickness
KW  - U.S. Federal Communications Commission
UR  - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-4820-1.pdf
UR  - https://trid.trb.org/view/793429
ER  - 

TY  - RPRT
AN  - 01035644
AU  - Anderson, Phillip
AU  - URS Corporation
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Life Cycle Costing
PY  - 2006/02//Final Report
SP  - 29p
AB  - The research project was initiated by the Colorado Department of Transportation (CDOT) to develop guidelines for determining the long-term costs of adding additional capacity and other related transportation improvements to the state highway and bridge system. Future costs, including ongoing maintenance, rehabilitation, and replacement costs have not been traditionally considered when a project is advanced. At the planning level this project allows for CDOT to estimate the future cost of adding capacity to the transportation system and to assess the impacts that transportation related projects will have on future year budgets.  In completing the project a methodology was proposed that would capture the incremental increase in long-term project costs associated with adding additional capacity to the system. Incremental costs were defined as not only geometric increases, but also include such things as roadway and bridge maintenance, Intelligent Transportation System (ITS) deployment and maintenance, and roadway and bridge rehabilitation. Incremental costs were identified as long-term projects costs that CDOT would have to account for in future budgets. As anticipated, research results reflect that long-term project costs associated with capacity improvements to the state transportation system will require additional financial resources in future years. The proposed guidelines for performing life cycle costing for CDOT will allow for the development of estimates of future expected revenues necessary to maintain and rehabilitate the state’s transportation system on a project basis.
KW  - Bridges
KW  - Budgeting
KW  - Costs
KW  - Guidelines
KW  - Highway capacity
KW  - Improvements
KW  - Intelligent transportation systems
KW  - Investments
KW  - Life cycle costing
KW  - Maintenance
KW  - Rehabilitation (Maintenance)
KW  - State highways
KW  - Transportation
UR  - http://www.dot.state.co.us/Publications/PDFFiles/lcc.pdf
UR  - https://trid.trb.org/view/790687
ER  - 

TY  - RPRT
AN  - 01033989
AU  - Toth, Charles
AU  - Grejner-Brzezinska, Dorota A
AU  - Ohio State University, Columbus
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Geo-Referenced Digital Data Acquisition and Processing System Using LiDAR Technology
PY  - 2006/02
SP  - 189p
AB  - Light Detection and Ranging (LiDAR) technology, introduced in the late 90s, has received wide acceptance in airborne surveying as a leading tool for obtaining high-quality surface data at decimeter-level vertical accuracy in an unprecedentedly short turnaround time. State-of-the-art LiDAR systems can easily achieve 2-3 cm ranging accuracy, which is certainly the accuracy range required by engineering-scale mapping. However, this is also the accuracy range that cannot be realized by routine navigation-based direct sensor platform orientation. The main objective of the project was to achieve this accuracy as closely as possible and then introduce it into the daily operation of Ohio Department of Transportation (ODOT) Office of Aerial Engineering (OAE). Several tests confirmed that by using LiDAR specific ground targets, engineering-scale mapping accuracy can be achieved in normal production. The final report presents surface modeling studies, sensor calibration developments, the concept and design of LiDAR specific ground targets; followed by performance validation results, based on test flights performed by the OAE staff and preliminary investigation of image fusion with LiDAR data.
KW  - Accuracy
KW  - Aerial surveying
KW  - Automatic data collection systems
KW  - Georeference
KW  - Laser radar
KW  - Mapping
KW  - Ohio Department of Transportation
KW  - Quality assurance
KW  - Quality control
KW  - State of the art
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A71801741
UR  - http://ntl.bts.gov/lib/35000/35400/35496/14799-FR.pdf
UR  - http://ntl.bts.gov/lib/35000/35400/35497/14799_-ES.pdf
UR  - https://trid.trb.org/view/790236
ER  - 

TY  - RPRT
AN  - 01033983
AU  - Baus, R L
AU  - Li, Tao
AU  - University of South Carolina, Columbia
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Investigation of Graded Aggregate Base (GAB) Courses
PY  - 2006/02
SP  - 99p
AB  - This report summarizes a study undertaken to investigate the feasibility of relaxing current South Carolina Department of Transportation (SCDOT) graded aggregate base (GAB) gradation specifications and layer thickness restrictions. The study included a review of historical and current SCDOT specifications and practices, a literature review and survey of state highway agency practice, and laboratory and field data collection and analysis. Seven granular base materials used by the SCDOT were included in laboratory plate load and Soil Stiffness Gauge (SSG) tests. In addition, two field test sections were constructed and tested using a Falling Weight Deflectometer (FWD) and SSG. Routine laboratory tests were also performed on the granular materials to determine basic physical properties and compliance with SCDOT specifications. Based on tests results, it is proposed that the maximum percent passing the No. 4 sieve for Macadam be relaxed from the current specification limit of 50% to 60% (the current SCDOT limit for passing the No. 4 sieve for Marine Limestone). It is also proposed that the SCDOT allow GAB layer thickness greater than 8 in. on a trial basis. Differences in backcalculated layer coefficients for base layers constructed in the laboratory and at field sites were observed in this study. Laboratory test results are in good agreement with results reported by other researchers. It is recommended that the SCDOT consider the feasibility of re-evaluating layer coefficients used for GAB materials. Also included in the study was a preliminary investigation of SSG applicability for assessing compacted GAB materials. Study results suggest that the SSG offers an alternative tool for pavement material quality assurance and construction control. It is suggested that the SCDOT study the SSG further and consider SSG implementation for material characterization in future mechanistic-empirical pavement design approaches.
KW  - Aggregate gradation
KW  - Backcalculation
KW  - Base course (Pavements)
KW  - Data collection
KW  - Falling weight deflectometers
KW  - Field tests
KW  - Flexible pavements
KW  - Graded aggregate base
KW  - Granular materials
KW  - Laboratory tests
KW  - Literature reviews
KW  - Mechanistic design
KW  - Modulus of resilience
KW  - Pavement layers
KW  - Quality assurance
KW  - Road construction
KW  - Soil stiffness gauge
KW  - South Carolina
KW  - Specifications
KW  - Thickness
UR  - http://www.ces.clemson.edu/t3s/scdot/pdf/projects/SPR%20630_2.pdf
UR  - https://trid.trb.org/view/790304
ER  - 

TY  - RPRT
AN  - 01031285
AU  - Zornberg, Jorge G
AU  - LaRocque, Christopher J
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Engineering Properties of Tire Bales for Soil Repairs and Embankment Construction
PY  - 2006/02//Technical Report
SP  - 41p
AB  - This report summarizes the results of tasks conducted to characterize the properties of tire bales for use in limit equilibrium stability analyses. The test results indicate that the use of tire bales is a promising alternative for slope stabilization.
KW  - Bales
KW  - Construction
KW  - Embankments
KW  - Limit equilibrium
KW  - Properties of materials
KW  - Repairing
KW  - Scrap tires
KW  - Slopes
KW  - Soil stabilization
KW  - Stability analysis
KW  - Tires
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_9023_01_1.pdf
UR  - https://trid.trb.org/view/787730
ER  - 

TY  - RPRT
AN  - 01031281
AU  - Dossey, Terry
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - User Manual for the TxDOT Rigid Pavement Design and Analysis Web-Based Training Site
PY  - 2006/02//Technical Report
SP  - 23p
AB  - This document is the user manual for an online training program accessible through the Internet. The website provides access to and training in the use of various computer programs used in the design and analysis of rigid pavement.
KW  - Analysis
KW  - Computer program documentation
KW  - Computer programs
KW  - Concrete pavements
KW  - Internet
KW  - Online training
KW  - Pavement design
KW  - Rigid pavements
KW  - Texas
KW  - Texas Department of Transportation
KW  - Training programs
KW  - Web based training
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_1869_03_1.pdf
UR  - https://trid.trb.org/view/787729
ER  - 

TY  - RPRT
AN  - 01029924
AU  - Prozzi, Jolanda
AU  - Pinjari, Abdul Rawoof
AU  - Bhat, Chandra R
AU  - Resor, Randolph R
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Public Support of Passenger Rail Sharing Freight Infrastructure
PY  - 2006/02//Technical Report
SP  - 48p
AB  - Given the forecast growth in the Texas population and freight movements, it is clear that substantial demands will be placed on the already heavily used transportation infrastructure of the state.  Railroads are thus viewed as a key element of a greater intermodal solution to supply increased travel demand.  It is widely hypothesized that rail service (particularly commuter rail on existing tracks) can be less costly than highway expansions when used to supply personal travel.  However, it is foreseen that the Texas Department of Transportation (TxDOT) will face many challenges, and in some cases opposition, when the agency proposes to accommodate both passenger and freight trains on the same track or the same right-of-way.  In 2004 the TxDOT contracted with the Center for Transportation Research at the University of Texas at Austin to outline and explain the environments in which public agencies and private railroads operate and to highlight the negotiation issues and concerns regarding passenger rail sharing freight infrastructure from both parties' perspectives.  The research culminated in this report.
KW  - Freight trains
KW  - Infrastructure
KW  - Passenger trains
KW  - Public support
KW  - Railroad commuter service
KW  - Shared track
KW  - Track sharing
KW  - Travel demand management
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5022_1.pdf
UR  - https://trid.trb.org/view/786718
ER  - 

TY  - RPRT
AN  - 01029855
AU  - Yildirim, Yetkin
AU  - Culfik, Mehmet Sait
AU  - Lee, Jeffrey
AU  - Smit, Andre
AU  - Stokoe, Kenneth H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Performance Assessment By Using Nondestructive Testing
PY  - 2006/02//Technical Report, 3rd Revision
SP  - 136p
AB  - This project was conducted to determine the correlation of field performance to Hamburg Wheel Tracking Device (HWTD) testing results. HWTD measures the combined effects of rutting and moisture damage by rolling a steel wheel across the surface of an asphalt concrete specimen that is immersed in hot water. The test results from this laboratory equipment have been promising in regard to evaluating the moisture susceptibility of hot mix asphalt mixtures. While there is some information on the relationship between the laboratory results from this test and the field performance, it is quite limited. This 5-year research project will be an important step in validating the test and ensuring that the test results could be reliably used to predict performance. Three designs (Superpave, CMHB-C, and Type C) and three aggregate sources (siliceous gravel, sandstone, and quartzite) were used for this study. The test sections including nine different mixture designs were constructed on IH-20 in Harrison County to observe the performance of the overlays under real traffic conditions. Field performance will be observed through visual pavement condition surveys and nondestructive tests for four years. This research report summarizes the nondestructive test results and visual pavement condition surveys in the third year of this study.
KW  - Aggregates
KW  - Asphalt concrete
KW  - Asphalt mixtures
KW  - Condition surveys
KW  - Evaluation and assessment
KW  - Field tests
KW  - Hamburg Wheel Tracking Device
KW  - Highway traffic
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mix design
KW  - Moisture damage
KW  - Nondestructive tests
KW  - Overlays (Pavements)
KW  - Pavement conditions
KW  - Pavement performance
KW  - Rutting
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4185_3.pdf
UR  - https://trid.trb.org/view/786693
ER  - 

TY  - RPRT
AN  - 01029066
AU  - Hawkins, H Gene
AU  - Conrad, John
AU  - Helman, David
AU  - Brewster, Rebecca
AU  - Corbin, John
AU  - deVries, Henry
AU  - Jones, Gregory
AU  - McGinnis, Kevin
AU  - Moore, Ron
AU  - Olson, Mark
AU  - Tibbits, Larry
AU  - Zezeski, Michael
AU  - American Trade Initiatives
AU  - Federal Highway Administration
TI  - Traffic Incident Response Practices in Europe
PY  - 2006/02
SP  - 56p
AB  - Effective response to traffic incidents can enhance safety and mobility for both road users and responders.  The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of traffic incident response practices, procedures, and technologies in England, Germany, the Netherlands and Sweden.  During its study, the scan team observed several common attributes among the organizations in each country involved with incident response.  They include a national authority with responsibility for coordinating incident response, national transportation agencies with traffic patrols that respond to incidents, clear jurisdictional responsibility for the police authority responding to incidents in an area, coordinated training for all major incident responders, and national auto clubs that provide roadside repair and towing services.  The team developed 25 recommendations for potential implementation in the United States.  They include adopting a national goal for incident response, developing national guidance on incident response performance measures, and establishing Transportation Operations Centers of Excellence for incident response research.  The recommendations are aligned with the focus areas of the National Traffic Incident Management Coalition, which plans to participate in implementing the team's recommendations.
KW  - England
KW  - Europe
KW  - Germany
KW  - Incident management
KW  - Incident response
KW  - Netherlands
KW  - Recommendations
KW  - State of the practice
KW  - Study tours
KW  - Sweden
KW  - Traffic incidents
UR  - http://international.fhwa.dot.gov/tir_eu06/index.cfm
UR  - https://trid.trb.org/view/786249
ER  - 

TY  - RPRT
AN  - 01029062
AU  - Hag-Elsafi, Osman
AU  - Kunin, Jonathan
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Load Testing for Bridge Rating: Route 82 Over Sprout Creek
PY  - 2006/02//Special Report 145
SP  - 87p
AB  - This report discusses instrumentation and load testing of Route 82 over Sprout Creek (BIN 1032290) in Dutchess County, Region 8. The bridge is a simple span steel structure made of stringers, floor beams, and two through girders. It is about 85-ft long, 30-ft wide, and has a 30-degree skew. The bridge was built in 1934 with a concrete deck that was much lighter than the current deck. Over the years, lack of proper maintenance and leakage of salt water through the deck had led to serious corrosion and section loss at various locations on the bridge steel members. Level 1 rating analysis was conducted by the Region engineers to assess integrity of the bridge and evaluate its ability to carry normal traffic. Based on this analysis and the Department’s load posting policies, the bridge was load posted at 18 tons. The motive for the load testing was to investigate whether the bridge rating could be improved and its current load posting lifted. The bridge structure was instrumented with strain gages and load tested using 4, 2-axle trucks of known weights and configurations. The testing revealed that the bridge members were much stronger in flexure than what the Level 1 analysis showed. The floor beams drew their additional strength from the composite action with the concrete deck, as the top flanges were built embedded in the deck, and the girders were stronger because of the contribution of the deep deck to their flexural strengths. Load rating analysis of the bridge was performed twice in the report, once using the test results and then assuming as-designed conditions. Rating recommendations for the bridge members were made using as-designed ratings as thresholds. The rating analysis was conducted using American Association of State Highway and Transportation Officials (AASHTO) working stress method and an H-20 rating truck.
KW  - Beams
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridge members
KW  - Bridges
KW  - Dutchess County (New York)
KW  - Flexural strength
KW  - Girders
KW  - Load rating (Bridges)
KW  - Load tests
KW  - Strain gages
KW  - Two axle trucks
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr145.pdf
UR  - https://trid.trb.org/view/783431
ER  - 

TY  - RPRT
AN  - 01029057
AU  - Hag-Elsafi, Osman
AU  - Kunin, Jonathan
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Load Testing for Bridge Rating: Dean's Mill Over Hannacrois Creek
PY  - 2006/02//Special Report 147
SP  - 71p
AB  - The report discusses testing and load rating of the bridge carrying Dean’s Mill Road over the Hannacrois Creek in Greene County, New York (County Bridge BIN 3201350). The bridge was built in 1961, and consists of five 70-ft long post-tensioned bulb-T beams connected by 8-in. wide closure pours. No documents or plans for the structure are available. The bridge deck is topped with an asphalt overlay for a riding surface. It is a single span structure, has two traffic lanes, and an AADT of approximately 650 vehicles. In 1970, the structure was load posted for 12 tons. Absence of the bridge plans discouraged the County Engineers’ evaluation of the structure to increase the 12 ton posting. Pressed by the public’s demand to accommodate school bus traffic on the bridge, the County approached the New York State Department of Transportation (NYSDOT) on how to respond to the pressing demand. The County agreed to a load testing plan proposed by the Transportation Research and Development Bureau of the NYSDOT. The plan was based on investigating actual behavior of the structure under controlled truck loading. The bridge was instrumented and load tested using trucks of known weights and configurations positioned at specified locations on the deck, to gradually increase their load effect on the structure. The load testing results gave actual stiffness of the bridge beams and revealed the level of fixity at the bridge abutments. Prior to the load testing, the beam geometry was determined and the bridge structure was analyzed using the 1961 American Association of State Highway and Transportation Officials (AASHTO) specifications.  The analysis was based on the assumption that the structure was designed to meet the specifications’ requirements regarding satisfying initial and final stresses. This analysis provided estimates for the initial and final post-tensioning forces, and the eccentricity and cross sectional area of the post-tensioning steel. Using this information, the beams’ ultimate and cracking moments, and a safe/threshold moment to be applied during the testing were determined. Utilizing the test results, the bridge load rating at the inventory and operating levels was performed using the AASHTO load factor method, for both H-20 and HS-20 trucks.
KW  - Beams
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridge design
KW  - Bridges
KW  - Cracking
KW  - Eccentricity
KW  - Fixity
KW  - Greene County (New York)
KW  - Load factor
KW  - Load rating (Bridges)
KW  - Load tests
KW  - Moments (Mechanics)
KW  - Posttensioning
KW  - Stiffness
KW  - Stresses
KW  - Testing
KW  - Trucks
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr147.pdf
UR  - https://trid.trb.org/view/783422
ER  - 

TY  - RPRT
AN  - 01029054
AU  - Hag-Elsafi, Osman
AU  - Kunin, Jonathan
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Load Testing for Bridge Rating: Route 32 Over Plattekill Creek
PY  - 2006/02//Special Report 146
SP  - 65p
AB  - This report discusses instrumentation, and load testing and rating of Route 32 over Plattekill Creek (BIN 1022290) in Ulster County, New York. The bridge was built in 1915 as a simple span Jack Arch structure, consisting of steel beams and a concrete deck made of arches spanning between the beams. The bridge was widened in 1982 by adding additional beams to both sides of the structure. It is about 30-ft long, 28-ft wide, and has a 15-degree skew. The widening and the need to match the existing roadway geometry, resulted in a deck with an average thickness of about 18 in., including a 3.5-in. thick asphalt overlay. Level 1 load rating analysis, based on assumptions for modeling composite action between the deck concrete and the bridge beams, was performed by the New York State Department of Transportation load rating engineers (Region 8). Based on this analysis and the Department’s permit and posting policies, the bridge was R-posted or access restricted for certain types of permit loads. The motive for the testing was to investigate whether the load rating analysis assumptions were adequate and the bridge current R-posting could be lifted. The bridge structure was instrumented with strain gages and load tested using 4, 2-axle trucks of known weights and configurations. The testing revealed that the bridge members were much stronger in flexure than what was assumed in the Level 1 load rating analysis. The beams drew their additional strength, mainly, from acting compositely with the concrete deck (the top flanges and webs of the beams are fully encased in concrete) and the unintended restraint provided by the supports at the abutments. Additionally, the relatively thick deck is generally beneficial in improving load distribution and reducing the truck moments to individual beams. A test-based rating analysis was performed and  recommendations for rating the structure at the inventory and operating levels, using the American Association of State Highway and Transportation Officials (AASHTO) working stress method and an H-20 rating truck, are made in the report.
KW  - Arch bridges
KW  - Beams
KW  - Bituminous overlays
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridges
KW  - Load rating (Bridges)
KW  - Load tests
KW  - Load transfer
KW  - R-posting
KW  - Strain gages
KW  - Testing
KW  - Thickness
KW  - Trucks
KW  - Ulster County (New York)
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr146.pdf
UR  - https://trid.trb.org/view/783423
ER  - 

TY  - RPRT
AN  - 01029051
AU  - Hag-Elsafi, Osman
AU  - Kunin, Jonathan
AU  - Alampalli, Sreenivas
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Court Street Bridge Monitoring and Load Testing
PY  - 2006/02//Special Report 143
SP  - 81p
AB  - This report discusses instrumentation, deck pour monitoring, and load testing of Court Street Bridge, which carries Route 96 over Route 17 and the Susquehanna River into the Village of Owego, Tioga County, New York. The bridge is a six-span continuous steel structure, about 338-m long and 14.45-m wide. It consists of stringers, floor beams, two trusses (upstream and downstream), and a lightweight concrete deck. The deck was built composite with the stringers as well as the top chords of the two trusses. The top chords being composite with the deck introduces secondary moments in the structure and adds to the complexity of the analysis. The motive for the project was to monitor stresses during the first three deck casting pours and determine service load axial forces and secondary moments in the bridge members. Five downstream truss members were instrumented with vibrating wire gages to record strains in those members during the deck pours, to determine deck load axial forces and moments. The instrumented members included a top and a bottom chord, two diagonals, and a vertical. To investigate service live load axial forces and moments, additional strain data were also collected during a load test, using trucks of known weights and configurations. The load test was conducted immediately after construction was completed and before the bridge was opened to traffic. Finite element (FE) analysis was performed to determine the forces and moments in the truss members due to the load test trucks. The FE analysis and test results were then proportioned to estimate actual service load forces and moments in the bridge members. Comparing the members’ actual service load axial forces and moments with those used in the design, it was concluded that axial forces were overestimated in the design by about 20% for service dead load and by about 25% for service live load. Similar comparison for moments, indicated that service dead load moments were within 20% of those used in the design and service live load moments were underestimated by about 55%. The above differences for service dead load can be attributed to the manner in which the monitoring data were corrected for temperature effects and the possibility of construction loads being on the structure during the deck pour monitoring. For service live load, these differences can be explained by possible discrepancies in estimating service live load from the test results and the fact that the analysis for service live load in the design was performed ignoring the contribution of the composite concrete deck. Adequacy of the structural design under actual axial forces and moments was confirmed by checking the Court Street Bridge Monitoring and Load Testing (AASHTO) interaction equations for steel members under combined axial and bending loading conditions.
KW  - Axial loads
KW  - Bridge decks
KW  - Bridge design
KW  - Bridge members
KW  - Concrete
KW  - Construction loads
KW  - Data collection
KW  - Finite element method
KW  - Highway bridges
KW  - Instrumentation
KW  - Load tests
KW  - Moments (Mechanics)
KW  - Monitoring
KW  - Service life
KW  - Steel
KW  - Stresses
KW  - Stringers
KW  - Temperature
KW  - Trusses
UR  - https://www.dot.ny.gov/portal/page/portal/divisions/engineering/technical-services/trans-r-and-d-repository/sr143.pdf
UR  - https://trid.trb.org/view/783417
ER  - 

TY  - RPRT
AN  - 01029049
AU  - Hag-Elsafi, Osman
AU  - Kunin, Jonathan
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Load Testing for Bridge Rating: Route 22 Over Swamp River
PY  - 2006/02//Special Report 144
SP  - 65p
AB  - This report discusses instrumentation, load testing, and load rating of Route 22 over Swamp River (BIN 1016720) in Dutchess County (Region 8 of New York State Department of Transportation). The bridge is about 72-ft long, 28-ft wide, and has a 30-degree skew. It was built in 1938 as a single span multi-girder steel structure with a non-composite concrete deck. In 1981, the original deck was replaced with a new concrete deck and the bridge was widened by increasing the length of the fascia overhangs to about 3 ft-4 in. To meet the structural stiffness demand, the overhang depth was increased from 8.5 to 13 in. The widening and stiffening of the overhangs increased the dead load on the fascia beams and reduced their load ratings. This also reduced the bridge load rating, which was controlled by the fascia beams load ratings. Level 1 load rating analysis, ignoring composite action between the deck concrete and the bridge beams, was performed by the Region’s load rating engineers. Based on this analysis, the bridge inventory and operating ratings, respectively, were estimated at 17 and 36 ton for an American Association of State Highway and Transportation Officials (AASHTO) HS-20 truck, and 13 and 29 ton for an AASHTO H-20 truck. The need to improve the current rating was motivated by the bridge’s importance being in a very busy route frequented by heavy truck traffic. The original bridge plans indicated the North abutment as “fixed” and the South abutment as “expansion.” The bridge structure was instrumented with strain gages and load tested using 4, 2-axle trucks of known weights and configurations. The testing revealed that the bridge members were much stronger in flexure than what was predicted using the Level 1 load rating analysis. The test results revealed that the bridge had considerable fixity at both abutment ends and that the girders were acting compositely with the concrete deck. Additionally, investigation of transverse load distribution of live load to the bridge girders indicated that the actual load distribution factor is lower than that based on the AASHTO specifications. Utilizing this information, a new working stress rating analysis was performed, and recommendations for the bridge rating at the inventory and operating levels are made in the report.
KW  - Beams
KW  - Bridge abutments
KW  - Bridge decks
KW  - Bridges
KW  - Dutchess County (New York)
KW  - Fixity
KW  - Girder bridges
KW  - Instrumentation
KW  - Load rating (Bridges)
KW  - Load tests
KW  - Load transfer
KW  - Steel structures
KW  - Stiffness
KW  - Truck traffic
KW  - Trucks
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/sr144.pdf
UR  - https://trid.trb.org/view/783428
ER  - 

TY  - RPRT
AN  - 01029044
AU  - Hartman, Don
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Value of Research from 1999 to 2005: The Kentucky SPR Program for Highway Research
PY  - 2006/02//Final Report
SP  - 75p
AB  - The abstracts of the 79 SPR reports completed by Kentucky Transportation Cabinet (KTC) researchers for 2000-2005 were compiled.  Seven projects were selected for value review to demonstrate the various types of Benefits that accrue from SPR project research.  This review compared objectives with results and described the nature of the benefits (some quantifiable).  All of the projects were analyzed to determine: 1) the KTC and Federal Highway Administration (FHWA) goals supported and 2) the types of benefits that would reasonably be expected to accrue from implemented results of the research.  Most of the 79 projects' results address both improving the performance of the Cabinet and the sustainability (reduction of a variety of intrinsic and extrinsic costs) of the transportation system.  The precise value of the research results of the 79 projects is difficult to ascertain.  However, the review provides reasonable evidence that substantial value has accrued and will continue to grow as the results continue to be implemented.  A definition of applied research along with a discussion of who does transportation research and the challenge of implementation are provided.
KW  - Benefits
KW  - Highways
KW  - Research
KW  - Research projects
KW  - Transportation
KW  - Value
UR  - http://www.ktc.uky.edu/files/2012/06/Value-of-Research-from-2000-to-2005.pdf
UR  - https://trid.trb.org/view/784342
ER  - 

TY  - RPRT
AN  - 01027347
AU  - McDaniel, Cole C
AU  - Washington State University, Pullman
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Seismic Assessment and Retrofit of Existing Multi-Column Bent Bridges
PY  - 2006/02//Final Research Report
SP  - 63p
AB  - The main objective of this research was to assess the seismic vulnerability of typical pre-1975 Washington State Department of Transportation (WSDOT) prestressed concrete multi-column bent bridges. Additional objectives included determining the influence of soil-structure-interaction on the bridge assessment and evaluating the effects of non-traditional retrofit schemes on the global response of the bridges.  Overall this research highlighted the vulnerability of non-monolithic bridge decks and shear-dominated bridge columns in pre-1975 WSDOT prestressed concrete multi-column bent bridges as well as the importance of including soil-structure-interaction, calibrating the force/displacement characterization of the columns to experimental test data and detailed modeling of the bridges such as expansion joint/girder interaction.  In the end, the seismic assessment of bridges is a cost/efficiency issue.  Each bridge is different, therefore, investing in improved analyses up front will enable an efficient use of the limited funds for bridge improvement, resulting in a significant savings overall.
KW  - Bridge decks
KW  - Bridges
KW  - Cost effectiveness
KW  - Expansion joints
KW  - Girders
KW  - Multi-column bent
KW  - Prestressed concrete
KW  - Retrofitting
KW  - Risk assessment
KW  - Seismic evaluation
KW  - Seismic vulnerability
KW  - Soil structure interaction
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/639.1.pdf
UR  - https://trid.trb.org/view/783126
ER  - 

TY  - RPRT
AN  - 01027343
AU  - Jung, Renee
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Determine the Feasibility of Using Handheld Computers to Log Geotechnical Test Holes
PY  - 2006/02//Final Report
SP  - 25p
AB  - The Wyoming Department of Transportation (WYDOT) Geology Program drills an average of 1700 test holes each year, as the first step in most WYDOT construction projects, to determine subsurface materials and conditions at given locations.  Standard data collection procedure in the field has been to record data on paper log forms.  However, during Wyoming winters or other types of inclement weather, the log forms often spear or tear, or worse, high winds, a constant in Wyoming, have a penchant for tearing logs from the clipboard.  Wet, dirty, muddy log forms are not conducive to accurate record keeping in the field and the writing, often indistinguishable from the mud, in the office.  Loss or misplacement of past log forms was also a consideration.  The personal digital assistant (PDA) was viewed as a possible replacement for the paper log in the field.  Working parameters for the device had to include: durability, size, battery life, screen, sufficient memory, software, waterproof, ruggedized cases, and functional ability at low temperatures.  Software would be tested for ease of use, effectiveness in collecting and utilizing data, and time saved in the field and in the office.  The PDA chosen for this study is the Palm Tungsten E, with crushproof plastic cases.  Software chosen was PLog, for field use, developed by Dataforensics, Inc., and specially modified to meet the needs of the Geology Program.  Also chosen was gINT, a versatile program which produces graphical representations of test holes.  Although, PLog was initially harder to use than first thought, after a little practice the program turned out to be easy to navigate and use.  The steps are clear and the ability to skip categories, then return to them made the software very versatile and user friendly.  Downloading the field data in the office using gINT proved quick and simple allowing electronic storage.  Upgrading to Microstation version 8 will allow logs to be imported directly into Microstation design files.  Currently, geologists draw test holes by hand then drafting technicians redraw them in Microstation, the process, on average, taking two days.  With direct importation of files this process can be cut to one to two hours, a tremendous savings in man-hours.
KW  - Computer memory
KW  - Construction projects
KW  - Data collection
KW  - Durability
KW  - Ease of use
KW  - Electric batteries
KW  - Forms (Documents)
KW  - Geotechnical engineering
KW  - Geotechnical subsurface analysis
KW  - Handheld computers
KW  - Logging (Recording)
KW  - Measures of effectiveness
KW  - Palm Tungsten E
KW  - Personal digital assistants
KW  - Software
KW  - Subsoil
KW  - Test holes
UR  - https://trid.trb.org/view/783260
ER  - 

TY  - RPRT
AN  - 01025859
AU  - Krugler, Paul E
AU  - Chang-Albitres, Carlos M
AU  - Robideau, Robert L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Rigid Pavement Forensics Knowledge Management System to Retain TxDOT Corporate Knowledge
PY  - 2006/02//Technical Report
SP  - 126p
AB  - This report summarizes cooperative efforts to gather and make available in a knowledge management system both tacit and currently documented knowledge of rigid pavement forensic methods, tools, and the valuable insights into rigid pavement performance principles and practices gained during forensic studies over several decades. Tacit knowledge was gathered using a structured interview process involving current and retired department personnel, as well as selected academia. A method of storing and efficiently retrieving valued information from i-Way, Texas Department of Transportation's learning content management system, was also developed. A glossary of rigid pavement forensic-related terms was developed and used in a systematic manner to properly and consistently associate key words with the information documents being stored.
KW  - Forensic science
KW  - Information storage and retrieval systems
KW  - Interviewing
KW  - Knowledge management
KW  - Pavement performance
KW  - Personnel
KW  - Rigid pavements
KW  - Tacit knowledge
KW  - Texas Department of Transportation
UR  - https://trid.trb.org/view/782834
ER  - 

TY  - RPRT
AN  - 01025858
AU  - Lee, Jeffrey L
AU  - Stokoe, Kenneth H
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Improved Testing Speed of the Rolling Dynamic Deflectometer
PY  - 2006/02//Technical Report
SP  - 86p
AB  - The Rolling Dynamic Deflectometer (RDD) was developed by the researchers at The University of Texas at Austin in the late 1990s. It has been used in many project-level pavement studies in Texas. The current testing speed of the RDD is limited to 1 mph (1.6 km/hr) using first-generation rolling sensors. This Texas Department of Transportation (TxDOT) research project 0-4357 was initiated to further develop the RDD. The primary objective of this project is to design and build second-generation rolling sensors, which will triple the current RDD testing speed from 1 mph (1.6 km/hr) to 3 mph (4.8 km/hr). Four second-generation rolling sensors were designed, built and calibrated in the laboratory. Based on the results collected during two field trials at the Pickle Research Campus, it was found that the second-generation rolling sensors can readily achieve the testing speed of 3 mph (4.8 km/hr). In terms of rolling noise characteristics, this new rolling sensor has lower rolling noise than the first-generation rolling sensor.
KW  - Deflection tests
KW  - Design
KW  - Laboratory tests
KW  - Noise
KW  - Nondestructive tests
KW  - Pavements
KW  - Rolling dynamic deflectometer
KW  - Rolling sensors
KW  - Speed
KW  - Testing
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4357_1.pdf
UR  - https://trid.trb.org/view/782833
ER  - 

TY  - RPRT
AN  - 01025847
AU  - Xu, Bugao
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Linear Lighting System for Automated Pavement Distress Measurement
PY  - 2006/02//Technical Report
SP  - 18p
AB  - The artificial lighting system is a specially designed lighting device for the automated pavement distress measurement system (VCrack) developed in a previous Texas Department of Transportation (TxDOT) project. The basic function of this device is to provide intense, uniform, and linear illumination for the VCrack’s line-scan camera and help it grab high quality pavement images under any exterior lighting conditions. It consists of three major units: one 6-ft long central unit and two 1-ft long wing units. Each unit utilizes three rows of red LEDs, a cylindrical lens and two mirrors, forming a 1-in. wide beam at a distance of 16 in. The energy consumption of the light bar is <250 watts, eliminating the need for a special generator. Along with a matching band pass filter, the lighting system enables the camera to avoid the variations of the ambient light, and to operate for nighttime surveys. It is eye-safe, durable, and easy to maintain.
KW  - Artificial light
KW  - Automated road analyzer
KW  - Cameras
KW  - Energy consumption
KW  - Light emitting diodes
KW  - Line scan
KW  - Linear illumination
KW  - Measurement
KW  - Pavement distress
KW  - VCrack
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4958_1.pdf
UR  - https://trid.trb.org/view/782822
ER  - 

TY  - RPRT
AN  - 01025844
AU  - Ye, Dan
AU  - Zollinger, Dan
AU  - Choi, Seongcheol
AU  - Won, Moon
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Literature Review of Curing in Portland Cement Concrete Pavement
PY  - 2006/02//Technical Report
SP  - 80p
AB  - Curing of concrete has an effect on hardened concrete properties and overall long-term performance of portland cement concrete (PCC) pavement. A significant amount of research has been conducted to evaluate curing effectiveness and its effect on concrete properties. This report synthesizes the findings from the literature review, including the relative humidity measuring techniques. The most frequently measured concrete properties are strength and permeability. They are important properties; however, in PCC pavement, volume change potential affected by curing effectiveness is as important for its performance. Not much information has been found in this regard. It appears that the curing effect is confined to the surface of the pavement, which is called curing-affected zone (CAZ). The extent of this zone varies, depending on the concrete properties and curing effectiveness, with average values varying from ¼ in. to ½ in. CAZ has a significant effect on the performance of PCC pavement. Further evaluation is needed to investigate the effect of curing on CAZ and overall pavement performance. Specifications of other state departments of transportation for curing concrete pavement were investigated and all are nearly identical. They are prescriptive and method-type specifications and no compliance testing is required.
KW  - Concrete curing
KW  - Concrete pavements
KW  - Curing-affected zone
KW  - Humidity
KW  - Literature reviews
KW  - Pavement performance
KW  - Permeability
KW  - Portland cement concrete
KW  - Specifications
KW  - State departments of transportation
KW  - Strength of materials
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5106_1.pdf
UR  - https://trid.trb.org/view/782697
ER  - 

TY  - RPRT
AN  - 01025842
AU  - Bauer, Stacy
AU  - Cornell, Brian
AU  - Figurski, David
AU  - Ley, Tyler
AU  - Miralles, Jorge
AU  - Folliard, Kevin
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Alkali-Silica Reaction and Delayed Ettringite Formation in Concrete: A Literature Review
PY  - 2006/02//Technical Report
SP  - 74p
AB  - Recently in Texas, there has been significant damage of field structures resulting from concrete durability problems. Alkali-silica reaction (ASR) and delayed ettringite formation (DEF), or combinations of the two, have been found to be the main causes of these problems. The term Premature Concrete Deterioration (PCD) has been adopted to refer to problems associated with ASR and DEF because it is often difficult to distinguish between them. The Texas Department of Transportation (TxDOT) has designated nine mitigation options that are available to prevent or minimize PCD-related problems. Research is currently underway to document the performance of concrete using these mitigation options in the laboratory and in the field. One of the objectives of this research is to review the state of the art regarding ASR and DEF, with particular attention to mechanisms of damage, appropriate test methods, specifications, and performance-related issues.
KW  - Alkali silica reactions
KW  - Concrete
KW  - Delayed ettringite formation
KW  - Deterioration
KW  - Durability
KW  - Ettringite
KW  - Field tests
KW  - Laboratory tests
KW  - Literature reviews
KW  - Performance
KW  - Specifications
KW  - State of the art
KW  - Test procedures
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4085_1.pdf
UR  - https://trid.trb.org/view/782818
ER  - 

TY  - RPRT
AN  - 01025733
AU  - Stubstad, R N
AU  - Jiang, Y J
AU  - Lukanen, E O
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - Guidelines for Review and Evaluation of Backcalculation Results
PY  - 2006/02//Final Report
SP  - 25p
AB  - This document presents a new approach to determining layered elastic moduli from in situ load-deflection data, which was developed under the Federal Highway Administration's project for reviewing Long-Term Pavement Performance (LTPP) backcalculation data.  This approach is called forwardcalculation, and it differs from backcalculation in that modulus estimates are calculated directly from the load and deflection data using closed-form formulae rather than through iteration.  The closed-form forwardcalculation equations are used for the subgrade and the bound surface course, respectively, for both flexible and rigid pavement falling weight deflectometer (FWD) data.  Intermediate layer moduli are estimated through commonly used modular ratios between adjacent layers.  The audience for this document includes highway agency engineers, researchers, and consultants who are involved in pavement analysis, design, construction, and deflection data analysis.
KW  - Backcalculation
KW  - Closed form equations
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Forwardcalculation
KW  - Guidelines
KW  - Layer moduli
KW  - Long-Term Pavement Performance Program
KW  - Modulus of elasticity
KW  - Rigid pavements
KW  - Subgrade (Pavements)
KW  - Surface course (Pavements)
UR  - http://ntl.bts.gov/lib/30000/30500/30554/05152.pdf
UR  - https://trid.trb.org/view/782964
ER  - 

TY  - RPRT
AN  - 01025732
AU  - Stubstad, R N
AU  - Jiang, Y J
AU  - Clevenson, M L
AU  - Lukanen, E O
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - Review of the Long-Term Pavement Performance Backcalculation Results—Final Report
PY  - 2006/02//Final Report
SP  - 97p
AB  - A new approach to determine layered elastic moduli from in situ load-deflection data was developed.  This "forwardcalculation" approach differs from backcalculation in that modulus estimates come directly from the load and deflection data using closed-form formulae rather than iteration.  The forwardcalculation equations are used for the subgrade and the bound surface course for both flexible and rigid pavement falling weight deflectometer (FWD) data.  Intermediate layer moduli are estimated through commonly used modular ratios between adjacent layers.  The entire Long-Term Pavement Performance (LTPP) set of backcalculated parameters was screened using forwardcalculated moduli.  Any assumed or fixed modulus value was left as is and not further screened (e.g., hard bottom).  Further, any back- or forwardcalculated values outside a broad range of reasonable values were not further screened, but flagged as unreasonable.  Finally, a set of broad range convergence flags (0=acceptable, 1=marginal, 2=questionable, and 3=unacceptable) were applied to the backcalculated dataset, depending on how closely the pairs of back- and forwardcalculated moduli matched.  Since both techniques used identical FWD load-deflection data as input, the moduli derived from each approach should be reasonably close to each other (within a factor of 1.5 to qualify as acceptable, for example).  Although backcalculated values cannot be rejected merely because they are outside a reasonable or acceptable range, the complementary forwardcalculated values were usually more stable on a section-by-section basis.  The exception was the portion of the database based on slab-on-dense-liquid or slab-on-elastic-solid theory, where the correspondence between the two approaches was excellent and very stable.  Therefore, it is recommended that the backcalculated database be retained as is, with the addition of checks and flags so the database user can choose the best method, depending on the application.
KW  - Backcalculation
KW  - Closed form equations
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Flexible pavements
KW  - Forwardcalculation
KW  - Layer moduli
KW  - Long-Term Pavement Performance Program
KW  - Modulus of elasticity
KW  - Rigid pavements
KW  - Subgrade (Pavements)
KW  - Surface course (Pavements)
UR  - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/05150/05150.pdf
UR  - https://trid.trb.org/view/782965
ER  - 

TY  - RPRT
AN  - 01025520
AU  - Abu-Hejleh, Naser
AU  - Hanneman, Dennis
AU  - White, David J
AU  - Wang, Trever
AU  - Ksouri, Ilyess
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Flowfill and MSE Bridge Approaches: Performance, Cost, and Recommendations for Improvements
PY  - 2006/02//Final Report
SP  - 236p
AB  - Construction of a typical Colorado Department of Transportation (CDOT) bridge approach structure includes placement of a high quality backfill material behind the abutment wall, and installation of a concrete approach slab supported by the bridge abutment wall at one end and the sleeper slab foundation at the roadway end.  Since 1992, three new alternatives for the abutment backfill have been employed by CDOT: (1) relatively expensive flowfill; (2) lower cost mechanically stabilized earth (MSE) using granular, well-graded Class-1 Backfill, and (3) MSE using free draining Class B Filter soil.  However, bridge bump problems at the sleeper slab are still occurring.  In the Founders/Meadows bridge structure, both the bridge footings and approaches are supported by geosynthetic-reinforced soil (GRS) walls to minimize the uneven settlements between the bridge and its approaches (called "GRS Abutment").  Since this structure is unique, performance data from gauges embedded in the approaches and from smoothness tests were collected over five years.  The objective of this study is to improve CDOT's current practice for bridge approaches (improve performance and reduce costs) based on the following information obtained in this study: (1) comments and suggestions collected from CDOT Staff and reported in the literature; (2) performance and cost-effectiveness of CDOT's MSE and flowfill bridge approaches and performance and design assessment of the Founders/Meadows GRS approaches; and (3) causes and sources of the bridge approach settlement problems observed in some of CDOT's MSE and flowfill bridge approaches.
KW  - Abutment walls
KW  - Backfill soils
KW  - Bridge abutments
KW  - Bridge approaches
KW  - Bridge decks
KW  - Bridge design
KW  - Concrete
KW  - Construction
KW  - Cost effectiveness
KW  - Flowfill
KW  - Geosynthetics
KW  - Ground settlement
KW  - Literature reviews
KW  - Mechanically stabilized earth
KW  - Performance
KW  - Railroad ties
KW  - Recommendations
KW  - Smoothness
UR  - http://www.dot.state.co.us/Publications/PDFFiles/flowfill.pdf
UR  - https://trid.trb.org/view/782502
ER  - 

TY  - RPRT
AN  - 01025519
AU  - Chang, Nien-Yin
AU  - University of Colorado, Denver
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - CDOT Foundation Design Practice and LRFD Strategic Plan
PY  - 2006/02//Final Report
SP  - 207p
AB  - The Colorado Department of Transportation (CDOT) has adopted the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design specifications for the design of all highway bridges.  This prompt implementation of the LRFD code was possible because of the history of load factor design (LFD) and allowable stress design (ASD) designs and the uniformity of the structural materials, concrete and steel.  The implementation of geotechnical LRFD is hampered by the non-uniformity of the geological materials, soils and rocks, which requires the evaluation of the state-specific resistance factors.  The process of evaluation and calibration of resistance factors is complex and time-consuming.  It is based on the theory of probability and reliability.  It requires the creation of a property database through a long-term data collection, the evaluation of property statistics, the formulation of probability density function for each property of each geological material, the determination of probability of failure, and the selection of reliability of index.  In civil engineering designs the failure probability is determined by a code committee and, in the AASHTO code, the failure probability is determined to be 1/10,000.  Fostering a smooth process for the design of bridges and bridge foundations requires the implementation of both structural and geotechnical LRFD procedures.  The Federal Highway Administration (FHWA) has set the Year 2007 as the target time for the full implementation of the AASHTO LRFD Bridge Design Specifications and it is urgent for CDOT to devote effort to the implementation of geotechnical LRFD, which requires both financial and time commitment from all concerned parties, particularly the CDOT Central Administration.  This study has found that the CDOT geotechnical practice is severely deficient in manpower and field test equipment.  Without immediate remedial actions the quality of CDOT geotechnical services will be of great concern.  The formation of an LRFD Committee with members from the CDOT Administration, Bridge Branch, Materials Laboratory (Geotechnical and Soil-Rockfall Programs), and Research Branch; structural and geotechnical engineering communities; and academia is recommended to strategize the implementation of the geotechnical LRFD procedures.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Allowable stress design
KW  - American Association of State Highway and Transportation Officials
KW  - Bridge design
KW  - Bridge foundations
KW  - Calibration
KW  - Concrete
KW  - Data collection
KW  - Evaluation
KW  - Failure probability
KW  - Geotechnical engineering
KW  - Highway bridges
KW  - Load and resistance factor design
KW  - Load factor
KW  - Probability density functions
KW  - Reliability (Statistics)
KW  - Resistance (Mechanics)
KW  - Steel
KW  - Strategic planning
KW  - Structural materials
UR  - http://www.dot.state.co.us/Publications/PDFFiles/lrfd.pdf
UR  - https://trid.trb.org/view/782510
ER  - 

TY  - RPRT
AN  - 01025514
AU  - Griffin, D M
AU  - Louisiana Tech University, Ruston
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Optimization of Subsurface Flow and Associated Treatment Processes
PY  - 2006/02
SP  - 64p
AB  - The Louisiana Department of Transportation and Development has long been interested in low maintenance waste treatment systems that can be used to treat small flows in situations where skilled operators are not available  The purpose of this project was to develop design and operating data for a rock filter (formerly rock-plant or rock-reed filter) to treat high strength wastewater at an interstate rest area.  Data have been collected over an eight-year period regarding removal of biochemical oxygen demand (BOD), total suspended solids (TSS), and ammonia.  Granite rock media was well as a synthetic media have been evaluated for removal efficiency and ease of construction.  The system described herein has been shown to be highly robust with respect to flow rate and waste strength.  The synthetic media functions as well as or better than granite media and is far easier to place and move when necessary.
KW  - Ammonia
KW  - Biochemical oxygen demand
KW  - Flow rate
KW  - Granite rock media
KW  - Maintenance
KW  - Roadside rest areas
KW  - Rock filter
KW  - Sewage treatment
KW  - Subdrains
KW  - Synthetic media
KW  - Total suspended solids
UR  - http://www.ltrc.lsu.edu/pdf/2006/fr_401.pdf
UR  - https://trid.trb.org/view/782374
ER  - 

TY  - RPRT
AN  - 01025513
AU  - Bruinsma, J E
AU  - Peshkin, D G
AU  - Applied Pavement Technology, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Bridge Deck Preservation Procedures for the Arizona Department of Transportation
PY  - 2006/02//Final Report
SP  - 40p
AB  - The primary objective of this project is to identify several common bridge deck maintenance activities that are performed by contract, review the current Arizona Department of Transportation  (ADOT) specifications for those maintenance activities, modify the specifications where appropriate to reflect current accepted practice, and serve as a model to guide future efforts at updating specifications.  To complete the project, all of ADOT's bridge deck maintenance specifications were reviewed.  The following repairs were identified for further evaluation: (1) Temporary repair of expansion joints; (2) Minor collision damage repair of concrete I-beam girders; (3) Hole in deck repair (with and without asphalt overlay); and (4) Bridge railing repair (concrete and aluminum).  Bridge preservation specifications from other agencies were then collected and reviewed.  This led to the selection of two treatments to develop new draft specifications:  (1) Bridge Deck Repair: Full-Depth Patch; and (2) Prestressed Concrete I-Beam: Minor Repair by Patching and Epoxy Resin Base Adhesive Injection.  Draft specifications were developed and submitted to ADOT for review and possible implementation, thereby completing the project.
KW  - Bituminous overlays
KW  - Bridge damages
KW  - Bridge decks
KW  - Bridge maintenance
KW  - Bridge preservation
KW  - Bridge railings
KW  - Crashes
KW  - Epoxy resins
KW  - Expansion joints
KW  - Full-depth reclamation
KW  - Girder bridges
KW  - I beams
KW  - Loss and damage
KW  - Maintenance
KW  - Patching
KW  - Prestressed concrete
KW  - Repairing
KW  - Specifications
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ520.pdf
UR  - https://trid.trb.org/view/782464
ER  - 

TY  - RPRT
AN  - 01025499
AU  - Kennedy, James C
AU  - Plaxico, Chuck A
AU  - Miele, Charles R
AU  - Battelle Memorial Institute
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation and Design of ODOT's Type 5 Guardrail with Tubular Backup
PY  - 2006/02//Final Report
SP  - 166p
AB  - The purpose of this project was to assess the performance of both the Ohio Department of Transportation (ODOT) GR-2.2 guardrail and the ODOT GR-3.4 transition system under National Cooperative Highway Research Program (NCHRP) Report 350 test level 3 (TL-3) conditions, propose any modifications that would improve their crashworthiness, and ultimately ensure that the final designs qualify for use on the National Highway System (NHS) as TL-3 systems. Finite element analyses of the guardrail and transition system were performed using the LS-DYNA finite element software to simulate NCHRP Report 350 Test 3-10 and Test 3-11 impact scenarios. The analysis results indicated that the original ODOT GR-2.2 guardrail would successfully meet all NCHRP Report 350 test level 3 safety criteria. The analyses also indicated that the performance of the system could be significantly improved with simple modifications to the guardrail. The integrated system of the Nested Type 5 Guardrail with Tubular Backup and the ODOT GR-3.4 transition was considered the most practical and feasible design improvement and was therefore recommended as a final design.
KW  - Crashworthiness
KW  - Design
KW  - Finite element method
KW  - Guardrail transition sections
KW  - Guardrails
KW  - Highway safety
KW  - LS-DYNA (Computer program)
KW  - National Cooperative Highway Research Program
KW  - National Highway System
KW  - NCHRP Report 350
KW  - Tubular backup (Guardrail)
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A64684309
UR  - https://trid.trb.org/view/782363
ER  - 

TY  - RPRT
AN  - 01024760
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 2004 Status of the Nation's Highways, Bridges, and Transit: Conditions & Performance. Report to Congress
PY  - 2006/02//Report to Congress
SP  - 506p
AB  - This is the sixth in a series of combined documents prepared by the U.S. Department of Transportation to satisfy requirements for reports to Congress on the condition, performance, and future capital investment requirements of the Nation's highway and transit systems.  This report incorporates highway and bridge information required by Section 502(g) of Title 23, United States Code (U.S.C.), as well as transit system information required by Section 308(e) of Title 49 U.S.C.  Beginning in 1993, the Department combined two existing report series that covered highways and transit separately to form this report series.  This document is intended to provide congress and other decision makers with an objective appraisal of the physical conditions, operational performance, financing mechanisms, and future investment requirements of highways, bridges, and transit systems.  This report offers a comprehensive, factual background to support the development and evaluation of legislative, program, and budget options at all levels of government.  It also serves as a primary source of information for national and international news media, transportation associations, and industry.  This report consolidates conditions, performance, and finance data provided by States, local governments, and mass transit operators to provide a national-level summary.  Some of the underlying data are available through the Department's regular statistical publications.  The future investment requirements analyses are developed specifically for this report and provide national-level projections only.  The report begins with an Executive Summary section that highlights the key findings in each chapter.  This section is also distributed as a separate stand-alone summary document.  The main body of the report is organized into five major sections:  (I) Description of current System (Chapters 1 through 6); (II) Investment/Performance Analysis (Chapters 7 through 10); (III) Special Topics (Chapters 11 through 15); (IV) Supplemental Analyses of System Components (Chapters 16 through 20);  and (V) Afterward: A View to the Future.  The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, bridges, and transit.
KW  - Bridges
KW  - Condition surveys
KW  - Financing
KW  - Highways
KW  - Investments
KW  - Performance
KW  - Public transit
KW  - United States
KW  - United States Congress
UR  - http://www.fhwa.dot.gov/policy/2004cpr/pdfs/cp2006.pdf
UR  - http://ntl.bts.gov/lib/33000/33400/33457/2004Status.pdf
UR  - https://trid.trb.org/view/782449
ER  - 

TY  - RPRT
AN  - 01024759
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 2004 Status of the Nation's Highways, Bridges, and Transit: Conditions & Performance. Report to Congress - Executive Summary
PY  - 2006/02//Report to Congress - Executive Summary
SP  - 31p
AB  - This document is a summary of the "2004 Status of the Nation's Highways, Bridges, and Transit:  Conditions & Performance" report to Congress (C&P report).  The C&P report is intended to provide Congress and other decision makers with an objective appraisal of highway, bridge, and transit physical conditions, operational performance, financing mechanisms, and future investment requirements.  This edition of the C&P report is the sixth in the series that combines information on the Nation's highway and transit systems.
KW  - Bridges
KW  - Condition surveys
KW  - Financing
KW  - Highways
KW  - Investments
KW  - Performance
KW  - Public transit
KW  - United States
KW  - United States Congress
UR  - http://ntl.bts.gov/lib/33000/33400/33456/2004StatusSummary.pdf
UR  - https://trid.trb.org/view/782459
ER  - 

TY  - RPRT
AN  - 01024653
AU  - Peirce, Sean
AU  - Lappin, Jane
AU  - Research and Innovative Technology Administration
AU  - Volpe National Transportation Systems Center
AU  - Federal Highway Administration
TI  - Private Sector Deployment of Intelligent Transportation Systems:
Current Status and Trends
PY  - 2006/02//Final Report
SP  - 34p
AB  - This report summarizes the current state of deployment of Intelligent Transportation Systems and related technologies by the private sector in the United States. Coverage is focused primarily on in-vehicle entertainment, information and communications services, and safety systems. The report also discusses relevant trends and recent developments in the marketplace.
KW  - Deployment
KW  - Development
KW  - Driver information systems
KW  - Driver support systems
KW  - Entertainment
KW  - Highway safety
KW  - In-vehicle devices
KW  - Intelligent transportation systems
KW  - Markets
KW  - Private enterprise
KW  - Technology
KW  - Traffic safety
KW  - Trend (Statistics)
KW  - United States
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14266.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14266_files/14266.pdf
UR  - https://trid.trb.org/view/781239
ER  - 

TY  - RPRT
AN  - 01024453
AU  - Richardson, David N
AU  - University of Missouri, Rolla
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Strength and Durability Characteristics of a 70% Ground Granulated Blast Furnace Slag (GGBFS) Concrete Mix
PY  - 2006/02//Final Report
SP  - 93p
AB  - For a bridge pier and abutment mass concrete project, three mixes were studied:  an ordinary portland cement (OPC) mix (Type 1 PC) and two 70% by weight ground granulated blast furnace slag (GGBFS) mixes (Type II Low Heat PC).  One of the slag mixes contained a high range water reducer (HRWR).  Tests for compressive strength, freeze-thaw durability, rapid chloride permeability, and salt scaling were conducted on field samples.  Results showed that the strengths of the slag mixes were lower than the OPC mix at all ages up to one year, although the use of HRWR did improve the strength somewhat.  Freeze-thaw durability and salt scaling resistance of both slag mixes were inferior compared to the OPC control.  However, under optimized wet plus dry curing periods, slag mix durability did approach that of the OPC mix.  Chloride permeability of both slag mixes was significantly lower than the OPC mix.  Analysis of past studies indicates that, although slag replacements up to 80% have been used successfully, in order for slag mixes to reach strength parity with OPC mixes, the optimum replacement of PC by slag usually falls between 40 and 60%, depending on the nature and proportions of the materials.  Laboratory mixes were made which reflected variables of age, PC type, w/cm, and total cementitious material content.  It was concluded that although the optimum slag proportion for strength was 50%, slag replacement levels of up to 70% could be used to achieve moderate strength levels.  Strength parity with zero slag mixes is possible with 70% slag under proper conditions, which include sufficient activity of the slag-PC system.
KW  - Bridge abutments
KW  - Bridge piers
KW  - Compressive strength
KW  - Freeze thaw durability
KW  - Granulated slag
KW  - High-range water reducing admixtures
KW  - Portland cement concrete
KW  - Rapid chloride permeability
KW  - Salt scaling resistance
KW  - Water reducing agents
UR  - http://library.modot.mo.gov/RDT/reports/Ri99035/or06008.pdf
UR  - https://trid.trb.org/view/782322
ER  - 

TY  - RPRT
AN  - 01024438
AU  - PBS&J
AU  - Federal Highway Administration
TI  - How to Engage Low-Literacy and Limited-English-Proficiency Populations in Transportation Decisionmaking
PY  - 2006/02
SP  - 60p
AB  - This report documents best practices in identifying and engaging low-literacy and limited-English-proficiency populations in transportation decision making.  These best practices were collected during telephone interviews with individuals in 30 States.  These individuals included 11 national technical experts in adult literacy and limited English proficiency, and 57 national experts from Federal, State, county, and city governments, metropolitan planning organizations, and their consultants.  Additional information was collected during a 1-day peer review on "How to Identify and Engage Low-Literacy and Limited-English-Proficiency Populations in Transportation Decisionmaking."  The information obtained from these telephone interviews and the peer review has been organized into a six-step process that planning and project-development practitioners can employ during planning, project development, right-of-way acquisition, construction, operation and maintenance.  This process provides a range of references, tools, techniques, insights and/or approaches to address the following questions:  What do low literacy and limited English proficiency mean?  What are ways to access reliable data on low-literacy and limited-English-proficiency populations at a sub-State level?  What are ways to access documented indicators and/or surrogates of literacy and limited English proficiency at a sub-State level?  What special approaches are needed to achieve outreach to low-literacy and limited-English-proficiency populations?  What are the best ways to contact low-literacy and limited-English-proficiency populations?  What are the lessons learned?
KW  - Best practices
KW  - Decision making
KW  - English language
KW  - Lessons learned
KW  - Low literacy populations
KW  - Operation and maintenance
KW  - Project development
KW  - Property acquisition
KW  - Public participation
KW  - Road construction
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/hep/lowlim/lowlim1.htm
UR  - http://www.fhwa.dot.gov/hep/lowlim/webbook.pdf
UR  - https://trid.trb.org/view/782299
ER  - 

TY  - RPRT
AN  - 01023896
AU  - Harris, J Patrick
AU  - von Holdt, Johanna
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Database of Sulfate Stabilization Projects in Texas
PY  - 2006/02//Technical Report
SP  - 82p
AB  - Highways in Texas are now constructed much more rapidly than they were 20 years ago. During this same time period, there has also been an increase in the number of pavement failures in Texas attributed to a phenomenon called sulfate-induced heave. As part of Research Project 0-4240, a database of pavement failures due to sulfate-induced heave problems was developed. The researchers traveled across the state in search of pavement failures due to sulfate stabilization problems with calcium-based stabilizers. All of the projects discussed in this report were verified by the researchers as being caused by sulfate-induced heave. This report details eight case studies located in nine counties spread across the state of Texas. Many failures that had previously been attributed to improper stabilization of expansive subgrades can now be classified as sulfate heave problems. Comments from the Texas Department of Transportation (TxDOT) inspectors and construction engineers like “roller coaster roads” and “diamonds sparkling on the hillside” were commonly applied to these areas. Geologic maps, available in a Geographic Information Systems (GIS) format, indicated the presence of sulfates on 75% of the projects discussed in this report. Two alternatives to lime and cement were evaluated on three soils containing sulfates in excess of 20,000 ppm. An acid stabilizer showed improvement in strength but did not reduce swell over the long term. A mixture of ground granulated blast furnace slag and lime increased strength and reduced swell in all high sulfate soils tested.
KW  - Acids
KW  - Calcium oxide
KW  - Case studies
KW  - Databases
KW  - Failure
KW  - Geographic information systems
KW  - Geologic maps
KW  - Granulated slag
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Sulfates
KW  - Swelling soils
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-4240-4.pdf
UR  - https://trid.trb.org/view/781231
ER  - 

TY  - RPRT
AN  - 01023894
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Von Holdt, Christopher
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Rubblization for Rehabilitation of Concrete Pavement in Texas: Preliminary Guidelines and Case Studies
PY  - 2006/02//Technical Report
SP  - 56p
AB  - Rubblization is a unique means of rehabilitating concrete pavements by in-place conversion of the old concrete pavement into a useable base. Rubblization employs machinery that will break apart the concrete in place and leave pieces small enough that reflective cracking problems are significantly reduced or ideally eliminated. This report presents an overview of recommendations from other states that routinely use rubblization, and then focuses on preliminary guidelines and case studies for conducting rubblization in Texas. First, a plan for determining the suitability of a project for rubblization is presented. Next, two case studies illustrate how to evaluate a project to determine whether rubblization is a viable rehabilitation option. Finally, draft construction specifications for conducting rubblization in Texas are presented.
KW  - Case studies
KW  - Comminution
KW  - Concrete pavements
KW  - Guidelines
KW  - Recommendations
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Specifications
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-4687-1.pdf
UR  - https://trid.trb.org/view/781335
ER  - 

TY  - RPRT
AN  - 01023891
AU  - Von Holdt, Christopher
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Methods of Reducing Joint Reflection Cracking: Field Performance Studies
PY  - 2006/02//Technical Report
SP  - 76p
AB  - Selecting rehabilitation options for Jointed Concrete Pavements (JCP’s) continues to be one of the most challenging tasks for pavement engineers. In project 0-4517, the performance of numerous treatments was investigated. Reports 0-4517-1 and 0-4517-3 identified treatments that are performing well and those that are not. Report 0-4517-2 proposed a field investigation plan for testing future candidate projects that combines visual inspections with nondestructive testing (NDT). A sequenced approach is proposed for NDT evaluation that includes Ground Penetrating Radar (GPR) and deflection testing and in some instances Dynamic Cone Penetrometer (DCP) testing. Deflections can be taken with either the Falling Weight Deflectometer (FWD) or Rolling Dynamic Deflectometer (RDD). Three treatments were found to be performing well. For JCPs without major failures, the use of an asphalt overlay should be considered. Good agreement was found between field reflection cracking performance and the results from laboratory testing with Texas Transportation Institute's (TTI’s) overlay tester. Future overlay of JCPs should follow the overlay tester criteria proposed in this report. For sections with moderate levels of deterioration, with adequate support and no trapped moisture the use of rubblization is a good alternative. The rubblized concrete was found to provide a more uniform support than Crack and Seat. For those sections that are not candidates for rubblization because of poor slab support, then a flexible base overlay appears to be a good alternative. The flexible base overlays on US 59 in Lufkin and US 83 in Childress are performing very well.
KW  - Childress (Texas)
KW  - Comminution
KW  - Concrete
KW  - Concrete pavements
KW  - Cone penetrometers
KW  - Crack and seat treatment
KW  - Deflection tests
KW  - Falling weight deflectometers
KW  - Field studies
KW  - Ground penetrating radar
KW  - Laboratory tests
KW  - Lufkin (Texas)
KW  - Nondestructive tests
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Reflection
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Rolling dynamic deflectometer
KW  - Slabs
UR  - http://tti.tamu.edu/documents/0-4517-3.pdf
UR  - https://trid.trb.org/view/781309
ER  - 

TY  - RPRT
AN  - 01023847
AU  - Zegeer, Charles V
AU  - Sandt, Laura S
AU  - University of North Carolina, Chapel Hill
AU  - Federal Highway Administration
TI  - How to Develop a Pedestrian Safety Action Plan
PY  - 2006/02
SP  - 159p
AB  - The purpose of this guide is to present an overview and framework for state and local agencies to develop and implement a Pedestrian Safety Action Plan tailored to their specific problems and needs.  A Pedestrian Safety Action Plan is a plan developed by community stakeholders that is intended to improve pedestrian safety in the community.  An objective of the guide is to help state and local officials know where to begin to address pedestrian safety issues.  It is also intended to assist agencies in further enhancing their existing pedestrian safety programs and activities, including identifying safety problems and selecting optimal solutions.  This guide is primarily a reference for improving pedestrian safety through street redesign and the use of engineering countermeasures as well as other safety-related treatments and programs that involve the whole community.  This guide can be used by engineers, planners, traffic safety and enforcement professionals, public health and injury prevention professionals, and decision-makers who have the responsibility of improving pedestrian safety at the state or local level.  The guide contains the following chapters:  (1) Planning and Designing for Pedestrian Safety--The Big Picture; (2) Involving Stakeholders; (3) Collecting Data to Identify Pedestrian Safety Problems; (4) Analyzing Information and Prioritizing Concerns; (5) Selecting Safety Solutions; (6) Providing Funding; and (7) Creating the Pedestrian Safety Action Plan.  Chapter 7 provides the framework that state and local agencies can use to develop a customized Pedestrian Safety Action Plan.  The concepts, principles, and information contained in this guide are based on national guidelines.  Pedestrian plans and design guidelines from local and state transportation agencies throughout the U.S. are referenced throughout this guide.
KW  - Communities
KW  - Countermeasures
KW  - Data collection
KW  - Financing
KW  - Guidelines
KW  - Local government
KW  - Pedestrian safety
KW  - Pedestrian Safety Action Plan
KW  - Problem identification
KW  - Safety programs
KW  - Stakeholders
KW  - State departments of transportation
KW  - Street design
UR  - http://safety.fhwa.dot.gov/ped_bike/ped_focus/docs/fhwasa0512.pdf
UR  - http://www.walkinginfo.org/pp/howtoguide2006.pdf
UR  - https://trid.trb.org/view/781662
ER  - 

TY  - RPRT
AN  - 01022700
AU  - Cherry, Ed
AU  - Floyd, Rob
AU  - Graves, Tyson
AU  - Martin, Steve
AU  - Ward, David
AU  - ARCADIS G&M of North Carolina, Incorporated
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Crash Data Collection and Analysis System
PY  - 2006/02//Final Report
SP  - 87p
AB  - The Arizona Department of Transportation (ADOT) is responsible for ensuring the safety and operational efficiency of Arizona's state highways.  Fulfilling that responsibility requires extensive data collection and analysis, which are very labor-intensive resource-intensive.  Seeking to identify how the agency could accomplish the greatest service improvements with the most efficient use of funds, ADOT engaged ARCADIS to perform a Crash Data Collection and Analysis study and examine the possibilities offered by technological innovations such as Electronic Data Entry (EDE), Relational Database Management Systems (RDBMS), and Geographic Information Systems (GIS).  The study resulted in a comprehensive report with three components: an examination of best practices in use in the United States today, a use case and gap analysis examining ADOT's current data work, and a technical memorandum outlining how changes could be implemented.  Together, the three parts point to a path to introduce best practices in ADOT's crash-analysis systems.  Adopting the best practices outlined can reduce the resources required to maintain these systems, freeing those resources to other safety-related concerns.
KW  - Best practices
KW  - Crash analysis
KW  - Crashes
KW  - Data collection
KW  - Efficiency
KW  - Electronic Data Entry (EDE)
KW  - Financing
KW  - Geographic information systems
KW  - Improvements
KW  - Labor-intensive methods
KW  - Relational databases
KW  - Reports
KW  - Resource-intensive
KW  - Technological innovations
KW  - Traffic safety
KW  - Use case
UR  - http://ntl.bts.gov/lib/25000/25000/25079/AZ537.pdf
UR  - https://trid.trb.org/view/778617
ER  - 

TY  - RPRT
AN  - 01022694
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Liu, Wenting
AU  - Harrison, Gerry
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Pilot Implementation of Pave-IR for Detecting Segregation in Hot-Mix Asphalt Construction
PY  - 2006/02//Technical Report
SP  - 26p
AB  - Past research projects illustrated temperature differentials greater than 25°F on hot-mix asphalt (HMA) construction projects, indicating potential segregation problems in the mat. Through the years infrared cameras have been used to collect thermal data on newly placed HMA projects. Texas Transportation Institute (TTI) researchers refined infrared methods for detecting segregation on paving projects by developing an infrared temperature bar and an accompanying data collection and processing software package. As a combined system, called Pave-IR, TTI’s system allows for much simpler data collection and analysis procedures as compared to using infrared cameras. This report documents pilot efforts to implement Pave-IR into Texas Department of Transportation operations, including the current equipment development and example data from Pave-IR.
KW  - Asphalt pavements
KW  - Data collection
KW  - Hot mix asphalt
KW  - Implementation
KW  - Infrared imagery
KW  - Pave-IR
KW  - Paving projects
KW  - Pilot studies
KW  - Road construction
KW  - Segregation (Aggregates)
KW  - Software packages
KW  - Temperature
KW  - Thermal imagery
UR  - https://trid.trb.org/view/778719
ER  - 

TY  - RPRT
AN  - 01019641
AU  - Federal Highway Administration
TI  - Simplified Guide to the Incident Command System for Transportation Professionals
PY  - 2006/02
SP  - 64p
AB  - Reducing traffic congestion and improving roadway safety are high priorities for the Federal Highway Administration (FHWA). Traffic incidents are a major source of both highway congestion and safety problems. Incidents are estimated to cause approximately half of all traffic delay. Crashes that result from other incidents account for approximately 16 percent of all crashes and cause 18 percent of freeway deaths. For these reasons, FHWA strongly endorses the establishment and use of good traffic incident management. Effective transportation system management and operations depends on the aggressive management of temporary disruptions (caused by traffic incidents, work zones, weather, special events, etc.) in order to reduce the consequences of these disruptions and return the system to “full capacity.” The Incident Command System (ICS) is the systematic tool for the command, control, and coordination of an emergency response. ICS allows agencies to work together using common terminology and operating procedures for controlling personnel, facilities, equipment, and communications at an incident scene. The purpose of this Simplified Guide is to introduce the ICS to stakeholders who may be called upon to provide specific expertise, assistance, or material during highway incidents but who may be largely unfamiliar with ICS organization and operations. These stakeholders include transportation agencies and companies involved in towing and recovery, as well as elected officials and government agency managers at all levels. This document may also be beneficial to public safety professionals, who are familiar with ICS but may not fully understand how ICS concepts are applicable to transportation agencies. The ICS is considered part of the broader incident management system as outlined in the Department of Homeland Security’s National Incident Management System (NIMS). NIMS covers the entire incident management process, including command structures like ICS as well as preparedness activities, resource management, and communications and information management.
KW  - Communication
KW  - Control
KW  - Coordination
KW  - Data sharing
KW  - Emergency response
KW  - Equipment
KW  - Fatalities
KW  - Freeway operations
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Incident Command System
KW  - Incident management
KW  - Operating rules
KW  - Personnel
KW  - Procedures
KW  - Special events
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic delays
KW  - Traffic incidents
KW  - Weather
KW  - Work zones
UR  - http://www.ops.fhwa.dot.gov/publications/ics_guide/index.htm
UR  - https://trid.trb.org/view/776112
ER  - 

TY  - CONF
AN  - 01019596
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
TI  - Innovations in Statewide Planning: A Peer Exchange
PY  - 2006/02
IS  - E-C091
SP  - 69p
AB  - This 2005 summer peer exchange addressed the topic of innovations in statewide planning.  Survey questions were sent to participants prior to the exchange and a compilation of survey responses was provided a week in advance.  The first day of the peer exchange included a roundtable discussion on main issues facing each of the participant's transportation agencies.  The second day of the peer exchange was a discussion on innovations in statewide planning.  The presentations were loosely based on the responses to the survey questions.  This circular contains three sections.  The first section summarizes the first day discussion on the issues facing statewide transportation agencies.  The next section contains information from each participant's survey response and presentation, as well as the resulting questions and discussion.  The last section summarizes the main themes from the peer exchange along with a list of potential research needs developed by the participants.
U1  - Peer Exchange on Innovations in Statewide PlanningTransportation Research BoardFederal Highway AdministrationBoston,MA,United States StartDate:20050712 EndDate:20050713 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Innovation
KW  - Peer exchange
KW  - Research
KW  - State departments of transportation
KW  - Transportation planning
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec091.pdf
UR  - https://trid.trb.org/view/776096
ER  - 

TY  - SER
AN  - 01019045
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Selecting Candidate Structures for Lithium Treatment: What To Provide the Petrographer Along With Concrete Specimens
PY  - 2006/02
SP  - 4p
AB  - The process of selecting candidate structures (and appropriate components of structures) for lithium treatment invariably involves sampling one or several components of the structures for laboratory investigations, particularly petrographic examination, and expansion tests (expansion tests optional).  This sampling is done to (1) confirm whether alkali-silica reactivity (ASR) is an important part of the deterioration process, (2) determine the extent of the deterioration and, (3) if required, determine how much more expansion/deterioration is to be expected.  Figures in this brief show the types of cracking that can be a visual indication of a candidate for lithium treatment.
KW  - Alkali silica reactions
KW  - Concrete
KW  - Cracking
KW  - Deterioration
KW  - Expansion
KW  - Field tests
KW  - Laboratory tests
KW  - Lithium
KW  - Petrography
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/06069/
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/06069/06069.pdf
UR  - https://trid.trb.org/view/775644
ER  - 

TY  - SER
AN  - 01104559
JO  - Civil Engineering Studies. Transportation Engineering Series No. 142. Traffic Operations Lab Series No. 18
PB  - University of Illinois, Urbana-Champaign
AU  - Medina, Juan C
AU  - Benekohal, Rahim F
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - High Tension Cable Median Barrier: A Scanning Tour Report
PY  - 2006/01/31/Scanning Tour Report
SP  - 107p
AB  - The Illinois Department of Transportation (DOT) coordinated a scanning tour to identify effective and efficient approaches of reducing the number and severity of freeway median crossover crashes. Representatives from Illinois, Iowa, Minnesota, and Wisconsin DOTs, and the University of Illinois, visited Ohio, Oklahoma, and Texas to learn from their experiences in the use of high-tension cable barriers, and to gather information on system characteristics and performance from the states and two manufacturers of high-tension cable barrier systems. Field-installed high-tension cable barrier systems from four manufacturers were observed: U.S. High Tension Cable System, Brifen WRSF, CASS, and Safence. These cable barrier systems seem to perform similarly when hit by passenger vehicles. The performance at redirecting or stopping vehicles was reported to be excellent, and no major drawback of using high-tension cable barrier systems was found. It was reported that crash severity was reduced significantly compared to other barrier systems and no fatalities had been recorded on crashes at locations with hightension cable barriers. Some issues pertaining to optimum cable location, long-term benefit-cost analysis, TL-3 versus TL-4 requirements, 3-cable versus 4-cable systems, and others need additional exploration and experience to be addressed more precisely.
KW  - Cables
KW  - Countermeasures
KW  - Crash severity
KW  - Fatalities
KW  - Highway safety
KW  - Median barriers
KW  - Median crossovers
KW  - Performance
KW  - Scanning tours
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://www.ict.uiuc.edu/Publications/report%20files/TES-142.pdf
UR  - http://ntl.bts.gov/lib/26000/26800/26877/index.html
UR  - https://trid.trb.org/view/863220
ER  - 

TY  - RPRT
AN  - 01026398
AU  - Idaho State Police Headquarters
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Incident Response Computer Aided Dispatch System, Boise, Idaho
PY  - 2006/01/30/Final Report
SP  - 5p
AB  - The Computer Aided Dispatch (CAD) computer system went into live operation in January 2002.  System design involved creating a distributed network, which involved setting up a central main server at the Idaho State Police (ISP) headquarters located in Meridian, Idaho and a thin server located in each of the three regional dispatch centers, which would communicate with the main server.  The design concept provided a system whereby each center could operate independent from the main server during periods of lost connection between the regional dispatch centers and the main server.  Additionally, during instances of thin server failures the system was designed to allow one of the center workstations to become the thin server to sustain operations until such time as the primary regional thin server could be brought back into operation.  This report discusses the challenges to system implementation and lessons learned.  Since going live with the system in 2002, there have been 679,522 calls for service processed from the three dispatch locations through CAD.  One of the most important elements of CAD is to assist the dispatch personnel in keeping track of a trooper's status for officer safety.
KW  - Dispatching
KW  - Idaho State Police
KW  - Implementation
KW  - Intelligent transportation systems programs
KW  - Lessons learned
KW  - System design
KW  - Traffic incidents
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14255.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14255_files/14255.pdf
UR  - https://trid.trb.org/view/783437
ER  - 

TY  - ABST
AN  - 01547414
TI  - Median Cross-Section Design for Rural Divided Highways
AB  - The objective of this research is to develop improved guidelines for designing median typical cross-sections (i.e., width, slope, and barrier) on new and existing rural divided highways. Traffic volumes, clear zones, and drainage must all be considered. The guidelines should be suitable for inclusion in American Association of State Highway and Transportation Officials' (AASHTO's) Roadside Design Guide and Policy on Geometric Design of Highways and Streets.
KW  - Cross sections
KW  - Divided highways
KW  - Drainage
KW  - Guidelines
KW  - Highway design
KW  - Median barriers
KW  - Medians
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Rural highways
KW  - Traffic volume
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=694
UR  - https://trid.trb.org/view/1334678
ER  - 

TY  - ABST
AN  - 01465839
TI  - Pavement Preservation Technology Transfer Among Southeast States
AB  - The research is designed to: 1) Assist states in developing sound pavement investment programs to gain infrastructure and operational efficiencies and also satisfy the new reporting requirements of GASB 34; 2) Develop a partnership in the southeastern region to share experiences with pavement preservation treatments. Information exchange would include treatment design, construction practices, performance measures, specifications, as well as research needs; 3) Present an annual workshop meeting to highlight common successes and problems, identify research needs, assemble best practices, and allow for a general transfer of knowledge. A regional exchange of thinking and expertise would solve common issues among the states much more effectively. The success of the partnership depends on its ability to create a forum where states may meet as a group.
KW  - Information exchange
KW  - Pavement preservation
KW  - Pavements
KW  - Preservation
KW  - Southeastern United States
KW  - Technology transfer
UR  - http://www.pooledfund.org/Details/Study/355
UR  - https://trid.trb.org/view/1234074
ER  - 

TY  - ABST
AN  - 01460727
TI  - Integrating Freight into Transportation Planning and Project-Selection Processes
AB  - By the year 2020, at even moderate rates of economic growth, the total domestic tonnage of freight carried by all U.S. freight systems will increase by about 67%, and international trade will nearly double. With ongoing growth in travel demand on virtually every system of transportation in the United States, transportation capacity is seriously inadequate. Congestion, reliability, safety, and system preservation will be major problems for the foreseeable future, despite improved operational efficiencies.  The Intermodal Surface Transportation Efficiency Act (ISTEA) and the Transportation Equity Act for the 21st Century (TEA-21) emphasized the need for state and metropolitan multimodal and intermodal transportation planning and programming activities to include freight along with passenger transportation. The traditional planning and project-selection processes have not adequately accounted for freight movement and freight needs. Some states and metropolitan areas have made significant progress in integrating freight considerations into their planning processes and in developing solutions to facilitate freight movements. Others need more guidance on how to better incorporate the needs of freight into their planning and project-selection processes. Improvements are needed in procedures, methods, processes, and cooperative mechanisms for freight planning and programming at both the state and MPO levels.  The objective of this project is to develop a framework for incorporating freight needs for all modes into transportation planning and priority programming by state, regional, metropolitan, local, and special transportation agencies. This framework should be presented in a guidebook format and illustrated with examples of best practices for considering freight in transportation planning and priority programming decision making.
KW  - Economic growth
KW  - Freight transportation
KW  - Intermodal Surface Transportation Efficiency Act of 1991
KW  - Multimodal transportation
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - State departments of transportation
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=929
UR  - https://trid.trb.org/view/1228945
ER  - 

TY  - ABST
AN  - 01462996
TI  - U.S. Domestic Scan Program Pilot
AB  - The objective of this project is to plan and manage the execution of one or more pilot scans, each addressing a single technical topic. The purpose of the pilots and of the program as a whole will be to facilitate information sharing and technology exchanges among the states and other departments of transportation. Experience gained in the pilot scans will be used to determine the potential of a continuing domestic scan program and to guide its initiation.
KW  - Business administration
KW  - Domestic
KW  - Evaluation and assessment
KW  - Flexibility
KW  - Information technology
KW  - National Cooperative Highway Research Program
KW  - Research projects
KW  - Scanners
KW  - Scanners
KW  - State departments of transportation
KW  - Technological innovations
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=653
UR  - https://trid.trb.org/view/1231221
ER  - 

TY  - ABST
AN  - 01484674
TI  - Forensic Investigation of AC and PCC Pavements with Extended Service Life
AB  - Several pavement sections constructed in Ohio have far exceeded their expected service lives. Research is needed to determine the techniques and materials used to construct these pavement sections and to ascertain why they have performed to this level.  The objective of the Forensic Investigation of Pavements with Extended Service Life study will be to determine best practices that improve the longevity of pavement. Both long-lived asphalt and concrete pavements will be included in this study.
KW  - Asphalt concrete pavements
KW  - In-service performance evaluation
KW  - Pavement design
KW  - Performance evaluations
KW  - Portland cement concrete
KW  - Research projects
KW  - Service life
UR  - https://trid.trb.org/view/1253391
ER  - 

TY  - ABST
AN  - 01458504
TI  - AASHTO Accrediation Program, AMRL, and Cement and Concrete Reference Laboratory (CCRL)
AB  - No summary provided.
KW  - American Association of State Highway and Transportation Officials
KW  - Cement
KW  - Concrete
KW  - Concrete tests
KW  - Quality assurance
KW  - Referencing
KW  - Research projects
KW  - Standardization
UR  - https://trid.trb.org/view/1226715
ER  - 

TY  - ABST
AN  - 01549322
TI  - Crossing Solutions at Roundabouts and Channelized Turn Lanes for Pedestrians with Vision Disabilities
AB  - The Americans with Disabilities Act (ADA) requires that public rights-of way, including sidewalks and crosswalks, be accessible to pedestrians with disabilities. The U.S. Access Board's ADA accessibility guidelines specify the minimum level of accessibility in new construction and alteration projects and serve as the basis for enforceable standards maintained by other agencies. On June 17, 2002, the U.S. Access Board published draft rights-of-way guidelines (Docket No. 02-1) proposing to require pedestrian signals at roundabouts and channelized turn lanes that would create and identify gaps in the vehicle stream adequate for pedestrians who are crossing without vision cues. Many transportation agencies are looking for guidance on working with these proposed provisions. Modern roundabouts are unsignalized circular intersections that are common in many parts of the world. Although relatively new in the United States, they are being implemented at an increasing rate. Studies conducted in Europe, Australia, and in the United States have generally found that roundabouts result in significantly fewer and less severe vehicular crashes than do more traditional intersection treatments. This safety benefit has been the most compelling reason cited by transportation engineers for the installation of roundabouts. Roundabouts and channelized turn lanes present challenges different from other intersections for individuals with blindness and visual impairments, because the traffic is most often under yield control as opposed to stop control. Anecdotal evidence indicates that pedestrians with vision impairment sometimes avoid roundabouts and channelized turn lanes by taking a more circuitous route. In addition to determining when to cross the road, pedestrians with vision impairment must identify where to cross, which way to walk during the crossing, and when they have arrived at their destination curb or island. All of these tasks become more difficult for pedestrians with vision impairment at roundabouts and channelized turn lanes. This effort will build on research being conducted in National Cooperative Highway Research Program (NCHRP) Project 3-65, "Applying Roundabouts in the United States," and the research to be conducted in NCHRP Project 3-72, "Lane Widths, Channelized Right Turns, and Right-Turn Deceleration Lanes in Urban and Suburban Areas." Other relevant resources that should be considered in the performance of this research are results from a National Institutes of Health study and the proceedings from the ITE/FHWA Roundabout Accessibility Summit; specifics are provided in Special Note F. The objective of this research is to recommend a range of geometric designs, traffic control devices, and other treatments that will make pedestrian crossings at roundabouts and channelized turn lanes useable by pedestrians with vision impairment. These recommendations should be suitable for inclusion in transportation-industry practice and policies, including the American Association of State Highway and Transportation Officials (AASHTO) Policy on Geometric Design of Highways and Streets and the Federal Highway Administration (FHWA) Manual on Uniform Traffic Control Devices. Exploration of the proper balance among the needs of passenger cars, trucks, pedestrians (including pedestrians with vision impairments), and bicycles is central to achieving the objectives of the research.
KW  - Americans with Disabilities Act
KW  - Australia
KW  - Channelized intersections
KW  - Europe
KW  - Geometric design
KW  - National Cooperative Highway Research Program
KW  - Pedestrian clearance interval (Traffic signals)
KW  - Pedestrian movement
KW  - Persons with disabilities
KW  - Roundabouts
KW  - Traffic control devices
KW  - United States
UR  - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=834
UR  - https://trid.trb.org/view/1339638
ER  - 

TY  - ABST
AN  - 01458431
TI  - Demonstration and Evaluation of Rational Speed Limits
AB  - No summary provided.
KW  - Demonstration projects
KW  - Evaluation
KW  - Research projects
KW  - Speed
KW  - Speed control
KW  - Speed limits
KW  - Traffic control
UR  - https://trid.trb.org/view/1226642
ER  - 

TY  - ABST
AN  - 01525125
TI  - Subsurface Drainage for Landslide and Slope Stabilization
AB  - The objectives of this research are to: (1)  provide best practices and guidance for subsurface drainage applications for slope stabilization, including subsurface investigation and testing, groundwater-flow characterization, analysis, drain configurations and design, installation methods, monitoring, and maintenance; and (2) evaluate new applications of existing materials and technologies, such as trenchless technologies (horizontal directional drilling, micro tunneling, guided boring, etc.) and other innovative technologies and materials, for stabilizing slopes using subsurface drainage.
KW  - Best practices
KW  - Groundwater
KW  - Landslides
KW  - Slope stability
KW  - Subdrains
KW  - Technological innovations
KW  - Trenchless technology
UR  - http://www.pooledfund.org/Details/Study/378
UR  - https://trid.trb.org/view/1309973
ER  - 

TY  - ABST
AN  - 01463032
TI  - Traffic Operations Management and Planning Process
AB  - This project will research methods and develop recommended practices and planning templates for conducting traffic operations along freeway corridors and other critical subregional areas during major emergencies. Building upon the work already done by FHWA in defining emergency transportation operations (ETO), the project will compare and contrast routine operations, incident management, and ETO in order to identify common data needs and links between operations and emergency events and to clarify the interrelationships and the differences between operations and ETO. The project will complete a scan of current research and practice in traffic operations planning, to include a review of military deployment models, special event transportation management plans, and other available modal planning processes. A series of scenario-specific traffic management planning templates will then be produced to address a variety of corridors of varying lengths and settings from rural intercity corridors to large metropolitan freeway segments. The project will also produce a timeline and roadmap to accelerate the adoptions and implementation of traffic management planning techniques based upon the lessons learned from this research.  The objective of this project is to provide useful tools to improve traffic operations during routine periods as well as during ETO. The relationship between routine operations and ETO needs to be clarified and technical guidance is then needed to design, implement, and institutionalize traffic management planning appropriate to addressing the myriad possible challenges facing transportation managers today.
KW  - Emergencies
KW  - Highway corridors
KW  - Management
KW  - Planning and design
KW  - Research projects
KW  - Traffic control
KW  - Transportation operations
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=842
UR  - https://trid.trb.org/view/1231257
ER  - 

TY  - ABST
AN  - 01460682
TI  - Highway Stormwater Research
AB  - Existing studies reveal that the ADT/pollutant loading relationship is a lot less straightforward than was once originally accepted.  While there is some agreement that there is no reliable linear ADT/pollutant loading relationship, it is still used as threshold criteria in determining the requirements for highway stormwater treatment facilities. This research will refine thresholds/criterion for highways and receiving waters to delineate which highways would be most appropriate candidates for enhanced treatment for dissolved metals removal.
KW  - Drainage coefficient (Pavements)
KW  - Highways
KW  - Pollutants
KW  - Research projects
KW  - Runoff
KW  - Storms
KW  - Water
UR  - https://trid.trb.org/view/1228900
ER  - 

TY  - ABST
AN  - 01460468
TI  - Deployment of a Virtual Sensor System Based on AVL-Equipped Probes in an Operational Traffic Management System
AB  - A few agencies have adopted the use of real-time probe vehicles for traffic surveillance. The University of Washington (UW) has developed technology to reliably create virtual sensors to augment those installed by the Washington State Department of Transportation (WSDOT). However, real-time probe vehicle technology has not been accepted into any large traffic management agency. This project will work in coordination with WSDOT to expand the existing trial of transit-based, probe vehicle, virtual sensors. There are both technological and institutional issues to be addressed. For example, on the technology side, issues such as threshold values for traffic information displays, using virtual sensors that are acceptable to traffic management personnel, need to be validated in real world application. On the institutional side, the researchers will need to work with the agency to design guidance for operations personnel when using virtual sensors for traffic management. This will allow WSDOT to expand its surveillance capabilities without the expense of installing inductance loop equipment in the roadways and without the communications infrastructure expense.
KW  - Automatic vehicle location
KW  - Communication systems
KW  - Highway operations
KW  - Probe vehicles
KW  - Real time information
KW  - Research projects
KW  - Technological innovations
KW  - Traffic information
KW  - Virtual reality
KW  - Virtual sensors
UR  - https://trid.trb.org/view/1228685
ER  - 

TY  - RPRT
AN  - 01518785
AU  - Reherman, Clay N
AU  - Rochat, Judith L
AU  - Thalheimer, Erich S
AU  - Lau, Michael C
AU  - Fleming, Gregg G
AU  - Ferroni, Mark
AU  - Corbisier, Christopher
AU  - Federal Highway Administration
AU  - Parsons Brinckerhoff Quade and Douglas, Incorporated
AU  - Research and Innovative Technology Administration
TI  - FHWA Roadway Construction Noise Model, Version 1.0 User’s Guide
PY  - 2006/01//Final Report
SP  - 30p
AB  - The Roadway Construction Noise Model (RCNM) is the Federal Highway Administration’s (FHWA) national model for the prediction of construction noise. Due to the fact that construction is often conducted in close  proximity to residences and businesses, construction noise must be controlled and monitored to avoid impacts on surrounding communities. In addition to community issues, excessive noise can threaten a construction projects’ progress. Each project needs to balance the community’s need for peace and quiet with the contractor’s need to progress the work. During the Central Artery/Tunnel (CA/T) project in Boston, Massachusetts, the project’s noise control program developed the Construction Noise Control Specification 721.560, the most comprehensive noise specification ever developed in the United States. As part of the CA/T project noise control program, a construction noise prediction spreadsheet was developed. Because the CA/T prediction tool can benefit other state and local governments, the FHWA developed the RCNM, which is based on the noise prediction calculations and equipment database used in the CA/T prediction spreadsheet. The RCNM provides a construction noise screening tool to easily predict construction noise levels and determine compliance with noise limits for a variety of construction noise projects of varying complexity.
KW  - Computer program documentation
KW  - FHWA Roadway Construction Noise Model
KW  - Mathematical prediction
KW  - Noise
KW  - Noise control
KW  - Road construction
KW  - Sound level
UR  - http://ntl.bts.gov/lib/49000/49100/49175/rcnm.pdf
UR  - https://trid.trb.org/view/1290282
ER  - 

TY  - RPRT
AN  - 01446008
AU  - Federal Highway Administration
AU  - SAIC
AU  - AECOM Consult
AU  - University of Colorado, Boulder
TI  - Design-Build Effectiveness
Study: As Required by TEA-21 Section 1307(f)
PY  - 2006/01//Final Report
SP  - 215p
AB  - The purpose of this study is to report on the effectiveness of design-build contracting procedures in the Federal-aid highway program, as required by Section 1307 (f) of the Transportation Equity Act for the 21st Century (TEA-21). To fulfill these study objectives, the analysis framework provides an objective basis for evaluating the impacts and implications of design-build contracting. The study focuses on capital projects in the Federal-aid highway program that were authorized under the Special Experimental Project Number 14 (SEP-14) Program and administered using design-build contracting by state transportation agencies, toll agencies, and local public agencies. Information was collected by web-based survey instruments regarding state design-build programs (as of the calendar year ending 2002), selected design-build projects performed under these programs, and comparable design-bid-build projects when provided by respondents. Only projects completed by the end of calendar year 2002 were considered for the fact finding surveys to ensure that complete project performance histories could be obtained and to establish a consistent basis for assessing the performance of design-build contracting on Federal-aid projects. Design-bid-build, the more traditional form of project delivery used by state and local transportation agencies, served as the comparative basis for assessing the impacts of design-build project delivery. Additional information from prior or concurrent studies regarding the relative cost, schedule, and quality impacts of design-build versus design-bid-build project delivery was considered and included as comparative findings when applicable in terms of project types and delivery approaches considered.
KW  - Alternatives analysis
KW  - Construction projects
KW  - Design bid build
KW  - Design build
KW  - Evaluation and assessment
KW  - Highways
KW  - Measures of effectiveness
KW  - Surveys
KW  - Transportation Equity Act for the 21st Century
UR  - http://www.fhwa.dot.gov/reports/designbuild/designbuild.pdf
UR  - https://trid.trb.org/view/1212643
ER  - 

TY  - JOUR
AN  - 01388531
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Capka, J R
TI  - Financing megaprojects [funding road infrastructure]
PY  - 2006/01
VL  - 69
IS  - 4
SP  - 12-8
KW  - Financing
KW  - Highway operations
KW  - Infrastructure
KW  - Infrastructure
KW  - Partnership
KW  - Partnerships
KW  - Planning and Environment
KW  - Private enterprise
KW  - Private sector
KW  - Project management
KW  - Project management
KW  - Road funding
KW  - Road management
KW  - Transport management and Security
KW  - Transport planning
KW  - Transportation planning
KW  - Usa
UR  - http://www.fhwa.dot.gov/publications/publicroads/06jan/02.cfm
UR  - https://trid.trb.org/view/1156297
ER  - 

TY  - RPRT
AN  - 01226632
AU  - Pearson, David F
AU  - Roop, Stephen S
AU  - Warner, Jeffery E
AU  - Farnsworth, Stephen P
AU  - Vadali, Sharada
AU  - Villa, Juan Carlos
AU  - Lee, Sangkug
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Comprehensive Urban Commodity Freight Movement Model for Texas
PY  - 2006/01//Technical Report
SP  - 358p
AB  - The Texas Department of Transportation (TxDOT) developed the Texas Statewide Analysis Model (SAM) to provide analysis and forecasting capabilities of passenger and commodity/freight movements in Texas. The SAM provides data and results at a level that is more aggregate than that typically accomplished within urban areas in their travel demand models. Travel demand models for urban areas typically concentrate on person estimates and at an aggregate level also estimate commercial vehicle (i.e., truck) movements. To produce consistent compatible estimates of passenger and commodity/freight movements, agencies have not integrated the SAM and urban travel demand models. The purpose of this research was to provide a Texas analysis model that would disaggregate statewide estimates of commodities/freight within the Texas traditional urban travel demand model boundaries. The research has developed a disaggregation model for integrating the SAM commodity estimates into the urban framework and a “bottom-up” model for estimating the commodity movements internal to the urban area that occur in addition to statewide movements. The integration of the SAM estimates involves disaggregation of internal to internal, external to internal, and external to external movements. The SAM accomplishes disaggregation using existing demographic data at the urban level. The urban model component uses data from typical urban travel demand models, including software currently used by TxDOT in their urban travel demand models. Modeling data such as shipping/receiving rates, trip length, load factors, etc. were developed from travel surveys done as part of the state travel survey program. The urban model also specifically estimates vehicle (truck) movements that do not involve the transfer of commodities as well as movements of empty vehicles. Included in the research was the application of the urban model and integration of the SAM estimates for the Houston-Galveston Area to develop estimates of commodity movements in the Houston-Galveston Area and estimate the truck movements associated with those commodities.
KW  - Cluster analysis
KW  - Commodities
KW  - Disaggregate analysis
KW  - Freight traffic
KW  - Statewide analysis model
KW  - Texas
KW  - Travel demand
KW  - Urban areas
UR  - http://tti.tamu.edu/documents/0-4430-1.pdf
UR  - https://trid.trb.org/view/987393
ER  - 

TY  - RPRT
AN  - 01152608
AU  - Tagliaferri, Anthony P
AU  - Williams, Billy M
AU  - Meinhold, Stephen S
AU  - Hummer, Joseph E
AU  - Rouphail, Nagui M
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - I-40 Lane Reversal Traffic Analysis
PY  - 2006/01//Final Report
SP  - 128p
AB  - A detailed traffic analysis and related research was conducted for the I-40 Lane Reversal Plan. The I-40 Lane Reversal Plan was developed jointly by the North Carolina Department of Transportation and Department of Crime Control and Public Safety to expedite the safe and efficient evacuation of the New Hanover County coastal region under hurricane threat conditions. The objectives of this research were to generate and compare several measures of effectiveness (MOEs) from microsimulation models to investigate the effects of lane reversal on the performance of the evacuation network. The MOEs analyzed in this modeling effort were queue lengths, average link speeds and throughput at key nodes. Thus the primary research issues regarding lane reversal operations were: • Will the lane reversal increase throughput and average link speeds while reducing queue lengths? • Is the current storm severity threshold set for triggering the lane reversal set at an appropriate level? • Are there bottleneck points in the network upstream of the lane reversal, on the lane reversal proper, or at the downstream termination that could lessen the benefit of contraflow operation? The research methodology, findings, conclusions, and recommendations are presented.
KW  - Contraflow lanes
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Hurricanes
KW  - Measures of effectiveness
KW  - Reverse flow lanes (Traffic lanes)
KW  - Reversible traffic lanes
KW  - Traffic flow
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2004-16FinalReport.pdf
UR  - https://trid.trb.org/view/913358
ER  - 

TY  - RPRT
AN  - 01140588
AU  - Fish, Marc
AU  - Pelham, Krystle
AU  - Lane, Richard
AU  - Birckhead, Edward
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Integrated Geophysical Methods for Geotechnical Subsurface Investigations
PY  - 2006/01//Final Report
SP  - 28p
AB  - This research was funded through the New Hampshire Department of Transportation’s (NHDOT's) State Planning and Research (SPR) program and summarizes the NHDOT’s efforts to supplement conventional test borings and exploration techniques through the use of geophysics on several geotechnical projects. The Department’s geotechnical investigations often encounter bedrock or unstable soils at variable depths over short lateral distances. Test borings are point specific and may miss sudden depth changes and variations in the soil and rock properties. Additional borings can be expensive and time consuming and may even result in a more puzzling subsurface interpretation. Site conditions and/or highly conductive soil properties can sometimes limit the use of the NHDOT’s ground penetrating radar equipment, but through the implementation of additional geophysical techniques the Department has enhanced its capabilities. These geophysical investigative techniques have helped alleviate some of the uncertainties that arise when making subsurface interpretations based solely on conventional exploration methods. This report presents both successful and less successful case histories utilizing resistivity imaging and seismic refraction in conjunction with test borings and ground penetrating radar to characterize a geotechnical project’s subsurface conditions. The methods employed in using these geophysical techniques, the results of the geophysical investigations, and how these results were calibrated and verified are presented.
KW  - Boreholes
KW  - Case studies
KW  - Geophysical imaging
KW  - Geophysical prospecting
KW  - Geotechnical engineering
KW  - Ground penetrating radar
KW  - Resistivity method
KW  - Seismic refraction
KW  - Subsurface investigations
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/13733e.htm
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-13733E.pdf
UR  - https://trid.trb.org/view/900991
ER  - 

TY  - RPRT
AN  - 01120539
AU  - Federal Highway Administration
TI  - Mobility and the Melting Pot
PY  - 2006/01
SP  - 4p
AB  - Research confirms that men and women travel differently. Men make fewer but longer trips, work farther from home, and when men and women travel together in a vehicle, men typically drive. Women make more but shorter trips, often doing the business of daily life—ferrying the kids, shopping, and running errands. Working women insert these short trips into their commutes, and are more likely to adopt flex-time and change commute times or routes to avoid congestion. The amount of difference between men and women’s travel also varies by race and ethnic origin. This brief provides an overview of just some of the differences in mobility and travel patterns by sex, race and ethnicity found in the national survey of travel conducted by the USDOT.
KW  - Ethnic groups
KW  - Gender
KW  - Mobility
KW  - Race
KW  - Travel patterns
KW  - Travel surveys
UR  - http://nhts.ornl.gov/briefs/Mobility%20and%20the%20Melting%20Pot.pdf
UR  - https://trid.trb.org/view/879160
ER  - 

TY  - RPRT
AN  - 01104296
AU  - Frosch, Robert J
AU  - Chovichien, Voraniti
AU  - Durbin, Katrinna
AU  - Fedroff, David
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Jointless and Smoother Bridges: Behavior and Design of Piles
PY  - 2006/01//Final Report
SP  - 534p
AB  - This report is the first of a two-volume final report presenting the findings of the research work that was undertaken to evaluate the fatigue behavior of steel highway bridges on the extra heavy weight truck corridor in Northwest Indiana. The purpose of the study was to evaluate the type and magnitude of the loads that travel along the corridor and then assess the effect of those loads on the fatigue strength of the steel bridge structures on the corridor. This volume presents the results of the experimental field study conducted to evaluate the load and load effects on one steel bridge structure on the corridor. A weigh-in-motion (WIM) system was installed near the bridge structure to evaluate the loads that would cross over the bridge being monitored. Strain values were monitored on two spans of the ten-span continuous bridge being evaluated. Comparisons were then made between strain measurements in particular girders and strain values predicted using the measured truck axle weights. The WIM data indicated that 15% of the Class 9 trucks and 26% of the Class 13 trucks travel heavier than their respective legal limits. Extreme weights of more then 200,000 lbs were observed. In spite of the heavy truck loads being carried, it was found that less than 1 percent of the trucks induce a strain range that exceeds the variable amplitude fatigue limit of the fatigue critical details in the structure being monitored. Lastly, it was found that three-dimensional analytical models provide the best agreement between predicted and measured strain values in the bridge.
KW  - Bridge abutments
KW  - Bridge design
KW  - Bridge members
KW  - Bridge substructures
KW  - Bridges
KW  - Expansion joints
KW  - Integral abutments
KW  - Jointless bridges
KW  - Pile foundations
KW  - Piles (Supports)
KW  - Soil pile interaction
UR  - http://www.in.gov/dot/div/contracts/standards/dm/Integral%20Abutment%20Research/Jointless%20and%20Smoother%20Bridges.pdf
UR  - https://trid.trb.org/view/864000
ER  - 

TY  - RPRT
AN  - 01090585
AU  - Schiff, Scott D
AU  - Piccirilli, Joseph J
AU  - Iser, Christopher M
AU  - Anderson, Kevin J
AU  - South Carolina Department of Transportation
AU  - Clemson University
AU  - Federal Highway Administration
TI  - Load Testing for Assessment and Rating of Highway Bridges. Phase III: Technology Transfer to the SCDOT
PY  - 2006/01//Final Report
SP  - 133p
AB  - Bridges are being subjected to higher traffic loads and volumes and many of these bridges were constructed prior to 1950 and were designed using design load standards significantly lower than today's standards. The objective in most bridge programs is to determine the reserve capacity in posted bridges and, if warranted, increase the posted load rating or perhaps remove the posting. The South Carolina bridge inventory has a large number of bridges categorized as deficient. While many of these bridges may be truly deficient, many may not be deficient and can be shown to be adequate with additional tools such as load testing to provide more accurate assessment of the bridge capacity. Other state DoTs have benefited from bridge testing programs, and while not being able to specifically quantify the cost savings, are convinced that their bridge testing program is an effective tool to reduce bridge retrofit and replacement costs. A bridge load rating and assessment program has been developed to allow for field testing, computer modeling, and a more accurate rating of the SCDoT bridge inventory. Modeling techniques were modified for generating preliminary and post-test models using the newly created Structural Modeling PowerBasic Program instead of SAP2000. The Data Analysis and Conversion Program was modified to allow for quicker data conversion, and an Excel Program was created to quickly complete the load rating calculations. A candidate bridge was analyzed theoretically using AASHTO standards and benefits determined from load testing were incorporated into the rating. This investigation indicates the SCDoT should move forward and implement a bridge testing program.
KW  - Accuracy
KW  - Computer models
KW  - Cost savings
KW  - Design
KW  - Evaluation and assessment
KW  - Field tests
KW  - Highway bridges
KW  - Load tests
KW  - Quantification
KW  - Ratings
KW  - Reserve capacity
KW  - South Carolina Department of Transportation
KW  - Standards
KW  - Technology transfer
KW  - Traffic volume
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR%20655.pdf
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/Summary%20655.pdf
UR  - https://trid.trb.org/view/850162
ER  - 

TY  - RPRT
AN  - 01088870
AU  - Bomba, Michael
AU  - Mazumder, Diya
AU  - Hutson, Nathan
AU  - Harrison, Rob
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Landslide Access Needs for Deepwater Ports
PY  - 2006/01//Technical Report
SP  - 143p
AB  - The following report chronicles the landside access needs at Texas deepwater seaports. It focuses on how the needs for Landside Access improvements are assessed, planned and financed. Trends in maritime trade in Texas are analyzed. The report also provides guidelines for Metropolitan Planning Organizations and ports in prioritizing their landside access needs.
KW  - Access
KW  - Landside operations (Ports)
KW  - Metropolitan planning organizations
KW  - Ports
KW  - Strategic planning
KW  - Texas
KW  - Trade
KW  - Trend (Statistics)
KW  - Water transportation
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4437_1.pdf
UR  - https://trid.trb.org/view/849300
ER  - 

TY  - RPRT
AN  - 01088816
AU  - Prozzi, Jolanda
AU  - Mani, Akshay
AU  - Harrison, Rob
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Securing Truck Data for Texas
PY  - 2006/01//Technical Report
SP  - 135p
AB  - Freight transportation is critical to the economic prosperity of any region. Associated intercity and interstate truck flows, however, have an important impact on mobility, system performance, the safety of the road network, and the funding of the state-maintained road infrastructure. With the passage of the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991, increasing interest in freight modeling has emerged within statewide planning efforts, particularly the evaluation of the current and future freight transportation capacities necessary to ensure freight mobility. Although freight demand models are thus starting to emerge as tools to inform transportation policies, a critical challenge in the development of these models remains—namely, insufficient and inferior quality freight data. In August 2003, the Texas Department of Transportation (TxDOT) contracted with the Center for Transportation Research at The University of Texas at Austin to recommend a robust methodology to TxDOT planners for collecting and maintaining intercounty and interstate truck travel data in a format that can be used in the Statewide Analysis Model (SAM). This research has culminated in this document.
KW  - Data collection
KW  - Data quality
KW  - Forecasting
KW  - Freight data
KW  - Freight modeling
KW  - Freight transportation
KW  - States
KW  - Texas
KW  - Transportation planning
KW  - Truck traffic
KW  - Trucking
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4713_1.pdf
UR  - https://trid.trb.org/view/849367
ER  - 

TY  - RPRT
AN  - 01075273
AU  - Federal Highway Administration
TI  - Intercounty Connector from I-270 to US 1, Montgomery and Prince George's counties : environmental impact statement
PY  - 2006/01//Volumes held: Draft(2v) (v.2 folio), F(3v) (v.2 and v.3 folio)
KW  - Environmental impact statements
KW  - Maryland
UR  - https://trid.trb.org/view/834667
ER  - 

TY  - RPRT
AN  - 01037629
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - ACTT III - Transition to Tomorrow
PY  - 2006/01
SP  - 31p
AB  - This publication discusses Accelerated Construction Technology Transfer (ACTT), which is being incorporated into the project  development process from coast to coast.  It lists the ACTT workshops to date, and describes the skill sets that are represented at these workshops.  Some of these skill sets are included in the following areas: innovative contracting and financing, right-of-way and utilities, geotechnical and materials accelerated testing, traffic engineering, traffic safety, intelligent transportation systems, structures, roadway geometric design, construction, environment, public relations, long life pavements and pavement maintenance.  The report provides detailed findings, recommendations and contact individuals for each of the aforementioned skill set areas.  It also lists projects by state, and provides a schedule of upcoming ACTT workshops.
KW  - Accelerated Construction Technology Transfer (ACTT)
KW  - Accelerated tests
KW  - Construction
KW  - Contacts (People)
KW  - Contracting
KW  - Environmental protection
KW  - Financing
KW  - Geometric design
KW  - Geotechnical engineering
KW  - Innovation
KW  - Intelligent transportation systems
KW  - Materials
KW  - Motor skills
KW  - Pavement maintenance
KW  - Perpetual pavements
KW  - Project development
KW  - Public relations
KW  - Public utilities
KW  - Recommendations
KW  - Right of way (Land)
KW  - Schedules
KW  - States
KW  - Structures
KW  - Technology transfer
KW  - Traffic engineering
KW  - Traffic lanes
KW  - Traffic safety
KW  - Workshops
UR  - http://www.fhwa.dot.gov/construction/accelerated/acttiii.pdf
UR  - https://trid.trb.org/view/794364
ER  - 

TY  - RPRT
AN  - 01037207
AU  - Buckle, Ian
AU  - Friedland, Ian
AU  - Mander, John
AU  - Martin, Geoffrey
AU  - Nutt, Richard
AU  - Power, Maurice
AU  - Multidisciplinary Center for Earthquake Engineering Research
AU  - Federal Highway Administration
TI  - Seismic Retrofitting Manual for Highway Structures: Part 1 - Bridges
PY  - 2006/01//Final Report
SP  - 656p
AB  - This manual, which is comprised of two parts, represents the most current state-of-practice in assessing the vulnerability of highway structures to the effects of earthquakes, and implementing retrofit measures to improve performance.  Part 1 of this manual focuses on highway bridges, and is a replacement for the Federal Highway Administration (FHWA) publication "Seismic Retrofitting Manual for Highway Bridges" which was published in 1995 as report FHWA-RD-94-052.  Revisions have been made to include current advances in earthquake engineering, field experience with retrofitting highway bridges, and the performance of bridges in recent earthquakes.  It is the result of several years of research with contributions from a multidisciplinary team of researchers and practitioners.  In particular, a performance-based retrofit philosophy is introduced similar to that used for the performance-based design of new buildings and bridges.  Performance criteria are given for two earthquake ground motions with different return periods, 100 and 1000 years.  A higher level of performance is required for the event with the shorter return period (the lower level earthquake ground motion) than for the longer return period (the upper level earthquake ground motion).  Criteria are recommended according to bridge importance and anticipated service life, with more rigorous performance being required for important, relatively new bridges, and a lesser level for standard bridges nearing the end of their useful life.  Minimum recommendations are made for screening, evaluation and retrofitting according to an assigned Seismic Retrofit Category.  Bridges in Category A need not be retrofitted whereas those in Categories B, C and D require successively more rigorous consideration and retrofitting as required.  Various retrofit strategies are described and a range of related retrofit measures explained in detail, including restrainers, seat extensions, column jackets, footing overlays, and soil remediation.
KW  - Earthquake engineering
KW  - Earthquake resistant design
KW  - Footing overlays
KW  - Highway bridges
KW  - Jacketing (Strengthening)
KW  - Manuals
KW  - Performance
KW  - Recommendations
KW  - Restrainers (Bridges)
KW  - Retrofitting
KW  - Seat extensions (Bridges)
KW  - Seismicity
KW  - Soil remediation
KW  - Strategic planning
UR  - http://ntl.bts.gov/lib/31000/31300/31318/FHWA-HRT-06-032.pdf
UR  - https://trid.trb.org/view/794156
ER  - 

TY  - RPRT
AN  - 01033059
AU  - Bomba, Michael
AU  - Mazumder, Diya
AU  - Hutson, Nathan
AU  - Harrison, Robert
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Landside Access Needs for Deepwater Ports
PY  - 2006/01//Technical Report
SP  - 142p
AB  - This report chronicles the landside access needs at Texas deepwater seaports.  It focuses on how the needs for landside access improvements are assessed, planned and financed.  Trends in maritime trade in Texas are analyzed.  The report also provides guidelines for Metropolitan Planning Organizations and ports in prioritizing their landside access needs.
KW  - Access
KW  - Financing
KW  - Guidelines
KW  - Improvements
KW  - International trade
KW  - Landside access
KW  - Landside operations (Ports)
KW  - Maritime commerce
KW  - Metropolitan planning organizations
KW  - Planning
KW  - Ports
KW  - Seaports
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4437_1.pdf
UR  - https://trid.trb.org/view/790081
ER  - 

TY  - RPRT
AN  - 01030715
AU  - Swanson, James A
AU  - Linzell, Daniel G
AU  - Bennett, Caroline R
AU  - Lin, Min
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Verification of Performance and Design Criteria for High Performance Steel Bridge Girders
PY  - 2006/01
SP  - 144p
AB  - High Performance Steel (HPS) has quickly gained popularity in United States bridge applications due to its high yield strength and better weldability, toughness, ductility, and weathering characteristics. However, a great deal of information is missing from the body of knowledge on HPS performance and design criteria, especially concerning HPS-70W (485W) produced by thermo-mechanical controlled processing (TMCP). This research examines material characteristics and fatigue performance of HPS-70W (485W) TMCP, as well the performance of Ohio’s first HPS bridge in service. Data from 96 tensile tests show that yield and ultimate strengths of HPS-70W (485W) TMCP are dependent upon plate thickness and orientation. 75 Charpy V-Notch (CVN) specimens were tested, and all met the ASTM A709 requirement for minimum toughness. Twenty-nine specimens were tested to investigate the fatigue resistance of continuous plates with punched, drilled, and reamed holes. Results from this investigation suggest that current restrictions mandated by some state departments of transportation concerning punching holes are not overly restrictive when HPS-485W (70W) is utilized. Performance of drilled and sub-punched and reamed specimens met or exceeded American Association of State Highway and Transportation Officials (AASHTO) (2004) requirements for Category B details. Performance of Submerged Arc Weld (SAW) and Narrow Gap Improved Electroslag Weld (NGI-ESW) welded butt-splices utilizing HPS-70W (485W) were examined. All specimens performed considerably better than predicted by the AASHTO fatigue life equation.
KW  - Bridge design
KW  - Ductility
KW  - Electroslag welding
KW  - Fatigue (Mechanics)
KW  - Girders
KW  - High performance steel
KW  - Ohio
KW  - Performance
KW  - Plate girder bridges
KW  - Submerged arc welding
KW  - Tension tests
KW  - Thermo-mechanical controlled processing
KW  - Toughness
KW  - Ultimate strength
KW  - Weathering
KW  - Weldability
KW  - Yield strength
UR  - http://www.dot.state.oh.us/research/2006/Structures/14789-FR.pdf
UR  - http://ntl.bts.gov/lib/55000/55700/55794/FHWA-OH-2006-2.PDF
UR  - http://ntl.bts.gov/lib/55000/55700/55795/FHWA-OH-2006-2_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/786792
ER  - 

TY  - RPRT
AN  - 01029872
AU  - Chatterjee, Samrat
AU  - White, Ronald P
AU  - Smit, Andre
AU  - Prozzi, Jolanda
AU  - Prozzi, Jorge A
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development Of Mix Design And Testing Procedures For Cold Patching Mixtures
PY  - 2006/01//Technical Report, 1st Revision
SP  - 100p
AB  - The objective of this study is to address the use and performance of homemade and containerized patching maintenance mixtures for repairs in cold and wet weather. The Texas Department of Transportation (TxDOT) reported problems relating to the durability, workability, and shelf life of homemade patching mixtures under these conditions. TxDOT requires an improved mix design procedure to develop patching mixtures with a durability of at least 6 months that accounts for traffic volume. Various failure mechanisms pertaining to the use of cold patch mixtures were identified and current mix design, materials, performance evaluation, and field application procedures were assessed. Based on results from screening experiments, a preliminary mixture design procedure was developed. A laboratory experiment was developed to evaluate the performance of patching materials by investigating the influence of pertinent material characteristics, including gradation, aggregate type, binder viscosity and content, compaction temperature, curing time, and use of admixture. The materials selected for homemade mix design in the laboratory are consistent with those used by the Lubbock district in its homemade mix design. The Cold Patch Slump Test (CPST), a slump-based laboratory workability test, was developed to quantify workability for cold patch materials. It is an inexpensive and quick test and shows correlation between laboratory and field values. The Hamburg Wheel Tracking Device (HWTD) was used for stability testing on cold patch mix, which was first cured and then compacted at elevated temperatures. Indirect Tensile Strength (ITS) and stripping tests will be conducted on the homemade mixes. The initial field evaluation included six containerized medium-curing products, three homemade mixes made by district maintenance yards in the Lubbock district, and one commercially produced stockpile mix in Lufkin. The study area for the field evaluations is the Lubbock and Lufkin districts of TxDOT. The results of the field evaluation are still being collected and will be reported in the coming year. A preliminary evaluation of the effectiveness of various cold patching mix containers was also conducted and guidelines for further durability testing in the laboratory were developed.
KW  - Admixtures
KW  - Aggregate gradation
KW  - Aggregates
KW  - Binder content
KW  - Binders
KW  - Bituminous mixtures
KW  - Cold weather
KW  - Compaction
KW  - Curing time
KW  - Durability
KW  - Field tests
KW  - Hamburg Wheel Tracking Device
KW  - Indirect tensile strength
KW  - Mix design
KW  - Patching
KW  - Pavement maintenance
KW  - Performance
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Slump test
KW  - Stripping (Pavements)
KW  - Temperature
KW  - Test procedures
KW  - Viscosity
KW  - Wet weather
KW  - Workability
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4872_1.pdf
UR  - https://trid.trb.org/view/786692
ER  - 

TY  - RPRT
AN  - 01029080
AU  - Ozbay, Kaan
AU  - Boile, Maria
AU  - Doshi, Harsh
AU  - Mudigonda, Sandeep
AU  - Chen, Jihong
AU  - Bongiovanni, Tom
AU  - Shah, Jignesh
AU  - Desai, Jvot
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Adaptive Control Strategies for NJ Highways
PY  - 2006/01//Final Report
SP  - 253p
AB  - In this project, a prototype knowledge-based expert system (KBES) integrated with a Geographic Information System (GIS) is developed.  Geomedia Pro is used as the GIS interface for data entry.  A software bridge is also implemented to ensure swift data exchange between Synchro, which is a commercial signal optimization software package used by the New Jersey Department of Transportation (NJDOT), and the developed prototype.  This integration will allow the users to transfer intersection data between Synchro and the prototype KBES tool in an efficient way.  The rule base of the prototype KBES was developed using the information that exists in the literature, including surveys conducted by other researchers and the simulation studies conducted by the Rutgers research team.  The performance of three distinct adaptive control strategies were assessed by using a macroscopic and a microscopic simulation tool namely, PARAMICS.  Prototypes for reactive (SCOOT-like), case-based/reactive (SCATS-like) and proactive/predictive (OPAC-like algorithms), each using a different control logic, were developed.  These prototypes were tested for various well-calibrated New Jersey intersections.  The outcome of these simulation studies was then used to develop general rules in terms of the effectiveness of using adaptive control strategies under various network and traffic conditions.  The developed rule base was implemented in Visual Basic and integrated with the developed prototype.  The prototype also has the capability of performing interactive macroscopic simulation of OPAC-like, SCOOT-like, and SCATS-like control strategies given the intersection and traffic characteristics.  This feature was added to the KBES system to enable the user to further analyze each individual intersection.  Finally, a benefit-cost analysis function is implemented and integrated to further support the decision making process.  In short, the developed tool provides the NJDOT traffic engineers and decision makers with a user-friendly suite of tools to guide them in identifying the most suitable intersections for adaptive control and in accurately assessing the potential benefits over existing control.
KW  - Adaptive control
KW  - Algorithms
KW  - Benefit cost analysis
KW  - Data transfers
KW  - Decision making
KW  - Expert systems
KW  - Geographic information systems
KW  - Macroscopic simulation
KW  - New Jersey
KW  - Paramics (Computer program)
KW  - Prototypes
KW  - Signalized intersections
KW  - Synchro (Computer program)
KW  - Traffic signal control systems
UR  - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2006-001.pdf
UR  - https://trid.trb.org/view/786335
ER  - 

TY  - RPRT
AN  - 01029075
AU  - Jacobson, Leslie
AU  - Stribiak, Jason
AU  - Nelson, Lisa
AU  - Sallman, Doug
AU  - PB Farradyne, Incorporated
AU  - Federal Highway Administration
TI  - Ramp Management and Control Handbook
PY  - 2006/01//Final Report
SP  - 342p
AB  - This handbook provides guidance and recommended practices on managing and controlling traffic on ramps with freeway facilities.  The use or application of the guidance and recommendations provided will in time serve to enhance the use and effectiveness of the ramp management and control strategies.  This handbook also describes in greater depth the issues and concepts specific to ramp management and control that were presented in Chapter 7 of the "Freeway Management and Operations Handbook."  The "Freeway Management and Operations Handbook" was released by the Federal Highway Administration in September 2003, and has since been updated to summarize the guidance presented in this handbook.
KW  - Freeway management systems
KW  - Freeways
KW  - Handbooks
KW  - Highway traffic control
KW  - Ramp closure
KW  - Ramp metering
KW  - Ramps (Interchanges)
UR  - http://www.ops.fhwa.dot.gov/freewaymgmt/freeway_ops.htm
UR  - http://www.ops.fhwa.dot.gov/publications/ramp_mgmt_handbook/manual/manual/pdf/rm_handbook.pdf
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14242.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14242_files/14242.pdf
UR  - https://trid.trb.org/view/786252
ER  - 

TY  - RPRT
AN  - 01029072
AU  - Department of Transportation
AU  - Federal Highway Administration
AU  - Federal Transit Administration
AU  - Federal Motor Carrier Safety Administration
TI  - U.S. Department of Transportation's Summary of Intelligent Transportation Systems (ITS) Integration Projects, January 2006
PY  - 2006/01
SP  - 601p
AB  - This document provides summarized information on Intelligent Transportation Systems (ITS) projects initiated as a result of the enactment of the ITS Integration Component of the ITS Deployment Program as defined in Section 5208 of the Transportation Equity Act for the 21st Century (TEA-21).  The ITS Integration Component provides Federal funding for the integration of multimodal ITS components in a variety of settings, including large regional areas (for example, statewide, multistate, or multicity), metropolitan areas, and rural areas.  ITS integration projects should improve transportation efficiency; promote safety; enhance transit integration; provide for enhanced infrastructure security; improve paratransit/demand-responsive transit operations, including operations of health and human service providers; improve traffic flow, including the flow of intermodal freight at ports of entry; reduce emissions of air pollutants; improve traveler information; promote tourism; enhance alternative transportation modes; or support improved transportation systems operations, management and maintenance.  This document includes ongoing ITS integration projects that were initiated, and whose Federal funding was approved, through September 30, 2005.  In some cases, project deployment/integration activity has terminated, but final evaluation reports are under development.  The submission of a final evaluation report constitutes project completion.
KW  - Advanced traveler information systems
KW  - Air quality management
KW  - Demand responsive transportation
KW  - Freight flow
KW  - Human service transportation
KW  - Improvements
KW  - Infrastructure
KW  - Intelligent transportation systems
KW  - ITS Integration Projects
KW  - Paratransit services
KW  - Security
KW  - Tourism
KW  - Traffic flow
KW  - Transportation efficiency
KW  - Transportation Equity Act for the 21st Century
KW  - Transportation operations
KW  - Transportation safety
KW  - Transportation system management
UR  - https://trid.trb.org/view/784476
ER  - 

TY  - RPRT
AN  - 01029065
AU  - Federal Highway Administration
TI  - Transportation Air Quality: Selected Facts and Figures
PY  - 2006/01
SP  - v.p.
AB  - This brochure provides an overview of facts and figures regarding the linkages between transportation and air quality.  The focus of this brochure is primarily on transportation-related emissions trends, policies, technologies, and standards that affect on-road mobile sources, including automobiles, light-duty trucks, and heavy-duty trucks.
KW  - Air quality
KW  - Automobiles
KW  - Brochures
KW  - Exhaust gases
KW  - Heavy duty trucks
KW  - Light trucks
KW  - Standards
KW  - Statistics
KW  - Technology
KW  - Transportation policy
KW  - Trend (Statistics)
UR  - http://www.fhwa.dot.gov/environment/air_quality/publications/fact_book/
UR  - http://www.fhwa.dot.gov/environment/air_quality/publications/fact_book/page00.cfm
UR  - https://trid.trb.org/view/786310
ER  - 

TY  - RPRT
AN  - 01026403
AU  - Wang, Kejin
AU  - Ge, Zhi
AU  - Grove, Jim
AU  - Ruiz, J Mauricio
AU  - Rasmussen, Robert Otto
AU  - Iowa State University, Ames
AU  - Federal Highway Administration
TI  - Developing a Simple and Rapid Test for Monitoring the Heat Evolution of Concrete Mixtures for Both Laboratory and Field Applications
PY  - 2006/01//Final Report
SP  - 75p
AB  - Various test methods exist for measuring heat of cement hydration; however, most current methods require expensive equipment, complex testing procedures, and/or extensive time, thus not being suitable for field application.  The objectives of this research are to identify, develop, and evaluate a standard test procedure for characterization and quality control of pavement concrete mixtures using a calorimetry technique.  This research project has three phases.  Phase I was designed to identify the user needs, including performance requirements and precision and bias limits, and to synthesize existing test methods for monitoring the heat of hydration, including device types, configurations, test procedures, measurements, advantages, disadvantages, applications, and accuracy.  Phase II was designed to conduct experimental work to evaluate the calorimetry equipment recommended from the Phase I study and to develop a standard test procedure for using the equipment and interpreting the test results.  Phase II also includes the development of models and computer programs for prediction of concrete pavement performance based on the characteristics of heat evolution curves.  Phase III was designed to study for further development of a much simpler, inexpensive calorimeter for field concrete.  In this report, the results from the Phase I study are presented, the plan for the Phase II study is described, and the recommendations for Phase III study are outlined.  Phase I has been completed through three major activities:  (1) collecting input and advice from the members of the project Technical Working Group, (2) conducting a literature survey, and (3) performing trials at the CP Tech Center's research lab.  The research results indicate that in addition to predicting maturity/strength, concrete heat evolution test results can also be used for (1) forecasting concrete setting time, (2) specifying curing period, (3) estimating risk of thermal cracking, (4) assessing pavement sawing/finishing time, (5) characterizing cement features, (6) identifying incompatibility of cementitious materials, (7) verifying concrete mix proportions, and (8) selecting materials and/or mix designs for given environmental conditions.  Besides concrete materials and mix proportions, the configuration of the calorimeter device, sample size, mixing procedure, and testing environment (temperature) also have significant influences on features of concrete heat evolution process.  The research team has found that although various calorimeter tests have been conducted for assorted purposes and the potential uses of calorimeter tests are clear, there is no consensus on how to utilize the heat evolution curves to characterize concrete materials and how to effectively relate the characteristics of heat evolution curves to concrete pavement performance.  The goal of the Phase II study is to close these gaps.
KW  - Calorimeters
KW  - Concrete curing
KW  - Concrete maturity
KW  - Concrete tests
KW  - Field tests
KW  - Heat of hydration
KW  - Laboratory tests
KW  - Literature reviews
KW  - Mix design
KW  - Quality control
KW  - Setting (Concrete)
KW  - Test procedures
UR  - http://www.ctre.iastate.edu/reports/calorimeter.pdf
UR  - https://trid.trb.org/view/783458
ER  - 

TY  - RPRT
AN  - 01026401
AU  - Federal Highway Administration
TI  - Long-Term Pavement Performance Program (LTPP): Year in Review, 2005
PY  - 2006/01
SP  - 8p
AB  - Improving the productivity and mobility of the national highway transportation system are key goals of the Federal Highway Administration (FHWA).  During 2005, FHWA's Long-Term Pavement Performance (LTPP) program continued to work toward these goals through its efforts to provide answers to "how" and "why" pavements perform as they do.  To better understand pavement performance, the LTPP program gathers and processes data describing the structure, service conditions, and performance of more than 2,400 pavement test sections in North America.  Highway engineers can use these data and findings from the analyses conducted to date to help them make decisions leading to more cost-effective and better performing pavements.  The LTPP program was designed as a partnership when it was initiated as a 20-year Strategic Highway Research Program (SHRP) project in 1987.  The State and Canadian Provincial highway agencies, the American Association of State Highway and Transportation Officials (AASHTO), the Transportation Research Board (TRB), the Canadian Strategic Highway Research Program (C-SHRP), and FHWA all continued to play key roles in helping the program achieve its goals in 2005.  The partners stay informed about research results and other program activities through the Web site, e-mail newsletter, publications, meetings, and workshops in cooperation with State highway agencies, industry trade associations, and professional societies.  In 2005, LTPP worked hard to develop a new operational plan for the future under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU).  In addition, LTPP continued to focus on improving the quality and quantity of data in the LTPP database, and on addressing gaps in the materials and traffic data through the Materials Data Action Plan and the Specific Pavement Study (SPS) Traffic Data Collection Pooled Fund Study.
KW  - Annual reviews
KW  - Long-Term Pavement Performance Program
KW  - North America
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Specific Pavement Studies (LTPP)
KW  - Strategic Highway Research Program
KW  - Test sections
UR  - http://www.fhwa.dot.gov/pavement/ltpp/pubs/06086/ltpp2005yir.pdf
UR  - https://trid.trb.org/view/783442
ER  - 

TY  - RPRT
AN  - 01025862
AU  - Barrett, Michael
AU  - Kearfott, Pam
AU  - Malina, Joseph
AU  - Landphair, Harlow
AU  - Li, Ming-Han
AU  - Olivera, Francisco
AU  - Rammohan, Pavitra
AU  - University of Texas, Austin
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Pollutant Removal on Vegetated Highway Shoulders
PY  - 2006/01//Technical Report
SP  - 130p
AB  - Nonpoint source pollution is an environmental problem that is a concern among regulatory agencies and water quality professionals. A portion of this pollution is conveyed to receiving waters by stormwater drainage from highways, often via vegetated roadside shoulders, also called borrow ditches. The vegetated shoulders may act as filter strips, reducing the concentrations of pollutants in highway runoff. Vegetated filter strips are recognized by many regulatory agencies as a Best Management Practice for the control and treatment of stormwater; however the relationship between performance and design parameters such as length, width, and vegetative cover are not well understood. Therefore, it is important to evaluate and document the extent to which these vegetated areas may reduce pollutant loads in runoff and mitigate the effects of discharging untreated highway runoff directly into receiving bodies of water. The primary objective of this study is the documentation of the stormwater quality benefits of these vegetated sideslopes typical of common rural highway cross sections in Texas. The scope of this project included the selection of six sampling sites in the Austin and College Station areas that met a predetermined set of site criteria; the installation of 24 passive stormwater samplers and collection systems; monitoring of the sites and collection of runoff samples from storm events over a 14-month period; laboratory analyses of each of the runoff samples; compilation of the results into a database; statistical and graphical analyses of the results to determine differences between sites; and the evaluation of the performance of each of the vegetated filters and recommendations of site conditions conducive to maximum pollutant removal. Results from this study indicate that significant removal of some pollutants occurs over the width of vegetated filter strips, often within the first four meters of the edge of pavement. The results also indicate that vegetation density has a direct effect on the performance of vegetated filter strips. Dense vegetative cover within close proximity to the edge of pavement and vegetative cover of at least 90% are recommended to allow for maximum pollutant removal. The effects of a permeable friction course on the quality of runoff leaving the road surface were also examined. These results indicate that the porous surface appears to have a substantial impact on the quality of runoff leaving a road surface. These improvements in water quality are as great, if not greater, than the improvements gained from the vegetated filter. Overall, the results from this study indicate that vegetated filter strips should be utilized by the Texas Department of Transportation as a best management practice for controlling and treating stormwater runoff from Texas highways. These filter strips demonstrate consistently high removal efficiencies for many of the pollutants of concern in stormwater runoff. In addition to providing water quality benefits, these vegetated areas are inexpensive and easy to implement, are easy to manage, and provide aesthetic benefits to the surrounding environment.
KW  - Aesthetics
KW  - Austin (Texas)
KW  - Best practices
KW  - College Station (Texas)
KW  - Data collection
KW  - Databases
KW  - Ditches
KW  - Drainage
KW  - Laboratory tests
KW  - Nonpoint sources
KW  - Pollutant removal
KW  - Pollutants
KW  - Road shoulders
KW  - Runoff
KW  - Sideslopes
KW  - Statistical analysis
KW  - Storm water management
KW  - Vegetated filter strips
KW  - Water quality management
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_4605_1.pdf
UR  - https://trid.trb.org/view/782693
ER  - 

TY  - RPRT
AN  - 01025516
AU  - Chavez, Eric
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Portland Cement Concrete Pavement Review of QC/QA Data 2000 Through 2004
PY  - 2006/01//Final Report
SP  - 79p
AB  - This report analyzes the Quality Control/Quality Assurance (QC/QA) data for Portland Cement Concrete Pavement (PCCP) constructed in the years 2000 through 2004.  Analysis of the overall performance of the projects was accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DP).  Analysis of each of the test elements: thickness, compressive strength, sand equivalent, and flexural strength has been completed.  The results of the evaluation are presented in tables, figures, and reports.  The PCCP on the projects evaluated from 2000 through 2004 have shown good test results.  The average incentive payment is above 3.8% in each of the years.  Over the five-year time period the average is above 3.9%, maximum incentive being 5%.  All projects evaluated received some amount of incentive payment for the PCCP.  Of the 36 projects evaluated 19 received incentive payments greater than 4%.  Two of these projects received the maximum incentive of 5%.  Over the five-year time period the CPFC has remained at a constant level.  When evaluating each of the test elements the author found that of the twenty data groupings used, year and test element, only two of these have an average quality level that is less than 98% within specification limits.  All of the average pay factors for the elements are above the 1.0 mark signifying that on average incentives have been paid on those elements.  Many of the pay factors for the individual elements are approaching the maximum allowable values.  Two factors affect the quality level calculations, the mean for the process in relationship to the target value and the standard deviation of the process in comparison to the V value.  The mean to TV calculations show that the material being produced is above the target value for the elements.  When analyzing the standard deviations for the test elements the author found that most of the material being produced is below the variation of the historical data.  All of the element quality levels are essentially remaining at a constant level.  The percent within specification limits is at a very high percentage, above 98%.
KW  - Calculated pay factor composite
KW  - Compressive strength
KW  - Concrete pavements
KW  - Disincentives
KW  - Flexural strength
KW  - Incentives
KW  - Pavement performance
KW  - Pay factors
KW  - Payment
KW  - Portland cement concrete
KW  - Quality assurance
KW  - Quality control
KW  - Sand equivalent test
KW  - Thickness
UR  - http://www.dot.state.co.us/Publications/PDFFiles/pccp06.pdf
UR  - https://trid.trb.org/view/782513
ER  - 

TY  - RPRT
AN  - 01024756
AU  - Williams, Allen L
AU  - Stensland, Gary J
AU  - Illinois State Water Survey Division
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Atmospheric Dispersion Study of Deicing Salt Applied to Roads: Part II Final Report for Period July, 2002 to June, 2004
PY  - 2006/01//Final Report
SP  - 66p
AB  - This report describes results from a project to characterize the atmospheric emission and deposition of deicing road salt composed mainly of sodium chloride (NaCl).  The focus of the effort has been to determine the airborne concentrations and deposition of road salt aerosol due to the proposed construction of a roadway, FAP 340, which would join Interstate 55 (I-55) and Interstate 80 (I-80) southwest of Chicago.  Five monitoring sites were established to characterize the road salt deposition.  The report gives an overview of the sampling sites, presents data from the different instruments deployed at the sampling sites, and describes a model developed for the study to simulate salt deposition.  The road salt model is the combination of an emissions model and a deposition model.  The deposition parameterization is based on measurements following several snow events of salt collected in snow samples at different distances along I-55, which show the salt deposition to essentially vary inversely with the distance from the roadway.  The emissions model is based on an assumed exponential decay with time of emissions from a roadway for which the start time and decay rate of emissions were determined from wind-directed measurements of the salt deposition at the different sampling sites.  The initial emission rate is determined by applying the emission model and recorded wind direction measurements with time for the periods following the snow events after which the snow samples were collected.  Finally, the annual deposition in the road salt model is computed as the average deposition pattern from different snow events using the above parameterization and recorded measurements of the wind direction with time scaled to the annual number of snow events.  Results of the model are compared to measurements of deposition at the five sampling sites and the model is applied to simulate the deposition patterns following construction of FAP 340.
KW  - Air pollution
KW  - Computer models
KW  - Deicing chemicals
KW  - Deposition
KW  - Dispersion (Atmospheric)
KW  - Monitoring
KW  - Salt dispersion
KW  - Sampling
KW  - Simulation
KW  - Sodium chloride
KW  - Wind direction
UR  - http://www.dot.state.il.us/materials/research/pdf/prr149.pdf
UR  - https://trid.trb.org/view/782488
ER  - 

TY  - RPRT
AN  - 01024671
AU  - Huijser, Marcel P
AU  - Gunson, Kari E
AU  - Abrams, Carla
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Animal-Vehicle Collisions and Habitat Connectivity Along Montana Highway 83 in the Seeley-Swan Valley, Montana: A Reconnaissance
PY  - 2006/01//Final Research Report
SP  - 160p
AB  - Montana Highway 83 in northwestern Montana, USA, is known for its great number of animal-vehicle collisions, mostly with white-tailed deer (Odocoileus virginianus). This document reports on the first phase of an effort to produce an effective implementation plan that has broad support from natural resource management agencies as well as the local community. Phase 1 is aimed at acquiring information and at identifying potential additional research and resource needs. This document identifies and ranks high-frequency zones for white-tailed deer-vehicle collisions, identifies road- and landscape characteristics associated with white-tailed deer-vehicle collisions, identifies and ranks (additional) habitat linkage zones based on expert knowledge, and identifies and documents additional research and resource needs that may need to be addressed before proceeding with the following phases of an effort to produce an effective implementation plan that has broad support.
KW  - Animal vehicle collisions
KW  - Data collection
KW  - Deer-vehicle collisions
KW  - Environmental protection
KW  - Expert knowledge
KW  - Habitat (Ecology)
KW  - High risk locations
KW  - Highway safety
KW  - Land use
KW  - Landscape
KW  - Montana
KW  - Needs assessment
KW  - Ranking (Statistics)
KW  - Research
KW  - Road kill
KW  - Traffic characteristics
KW  - Traffic mitigation
KW  - White tailed deer
UR  - http://www.mdt.mt.gov/research/projects/env/seeley.shtml
UR  - https://trid.trb.org/view/781243
ER  - 

TY  - RPRT
AN  - 01024666
AU  - American Trade Initiatives
AU  - Federal Highway Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - National Cooperative Highway Research Program
TI  - Safety Applications of Intelligent Transportation Systems in Europe and Japan
PY  - 2006/01
SP  - 54p
AB  - With nearly 43,0000 deaths a year on U.S. roads, a need exists for countermeasures to reduce the number and severity of crashes. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of intelligent transportation systems (ITS) applications deployed in France, Germany, and Japan to mitigate traffic safety problems. Among the safety applications of ITS technologies the scan team observed were changeable message signs to manage traffic flow, automated speed management and control efforts to reduce crashes, video incident detection and an eCall system to improve emergency personnel response times, and driver assistance initiatives such as adaptive cruise control, lane keeping, and assisted braking. The team’s recommendations for U.S. implementation include projects to increase support for and document benefits of automated enforcement systems, evaluate advanced video detection and incident analysis technology, deploy dynamic sign technologies, and conduct variable speed limit pilots. The team also recommends an initiative to encourage top-down leadership commitment to fatality reduction throughout the country.
KW  - Automatic braking
KW  - Automatic speed control
KW  - Automatic steering control
KW  - Autonomous intelligent cruise control
KW  - Countermeasures
KW  - Crash severity
KW  - Emergency response time
KW  - Fatalities
KW  - France
KW  - Germany
KW  - Highway safety
KW  - Incident detection
KW  - Intelligent transportation systems programs
KW  - ITS program applications
KW  - ITS program technologies
KW  - Japan
KW  - Scanning studies
KW  - Top down leadership
KW  - Traffic crashes
KW  - Traffic flow
KW  - Traffic law enforcement
KW  - Traffic safety
KW  - Variable message signs
KW  - Video imaging detectors
UR  - http://international.fhwa.dot.gov/ipsafety/ipsafety.pdf
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14286.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14286_files/14286.pdf
UR  - https://trid.trb.org/view/781682
ER  - 

TY  - RPRT
AN  - 01024452
AU  - Ruiz, J Mauricio
AU  - Rasmussen, Robert O
AU  - Chang, George K
AU  - Dick, Jason C
AU  - Nelson, Patricia K
AU  - Schindler, Anton K
AU  - Turner, Dennis J
AU  - Wilde, W James
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - Computer-Based Guidelines for Concrete Pavements, Volume III: Technical Appendices
PY  - 2006/01//Final Report
SP  - 361p
AB  - This report documents enhancements incorporated in the HIgh PERformance PAVing (HIPERPAV) II software.  Enhancements made within this project include the addition of two major modules:  a module to predict the performance of Jointed Plain Concrete Pavement (JPCP) as affected by early-age factors; and a module to predict the early-age behavior (first 72 hours) and early life (up to 1 year) of Continuously Reinforced Concrete Pavement (CRCP).  Two additional Federal Highway Administration (FHWA) studies were also incorporated:  one that predicts dowel bearing stresses as a function of environmental loading during the early age; and a module for optimization of concrete paving mixes as a function of 3-day strength, 28-day strength, and cost.  Additional functionality to the software was also incorporated by reviewing and prioritizing the feedback provided by users of the first generation of the software, HIPERPAV I.  This volume includes the following technical appendices:  A) annotated outline of the references investigated during this project; B) description of the models selected for incorporation in HIPERPAV II; C) field investigation of JPCP and CRCP sites used for model validation; D) validation of the enhanced HIPERPAV II computer guidelines; and E) finite-difference temperature model validation.
KW  - Computer program documentation
KW  - Concrete pavements
KW  - Continuously reinforced concrete pavements
KW  - Field studies
KW  - Guidelines
KW  - HIPERPAV (Computer program)
KW  - Optimization
KW  - Pavement design
KW  - Road construction
KW  - Software
KW  - Software enhancements
KW  - Validation
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/04127/
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/04127/04127.pdf
UR  - https://trid.trb.org/view/782333
ER  - 

TY  - RPRT
AN  - 01023898
AU  - Anderson, Stuart
AU  - Blaschke, Byron
AU  - Trejo, David
AU  - Erbatur, Cuneyt
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Warranty-Based Specifications for Construction
PY  - 2006/01//Technical Report
SP  - 122p
AB  - The Texas Department of Transportation (TxDOT) has continued to be proactive in finding innovative practices in programming and administering projects, including the construction contracting area. Warranty specifications show potential for reducing the life-cycle cost of facilities while ensuring the quality of constructed facilities. This report documents the research effort and findings for TxDOT Project 0-4498, “Warranty Based Specifications for Construction.” The overall approach to this research leverages off of the guidelines documented in National Cooperative Highway Research Program (NCHRP) Report 451. The researchers modified these guidelines for consistency with TxDOT design, contracting, and maintenance systems.
KW  - Construction
KW  - Contracting
KW  - Design
KW  - Guidelines
KW  - Life cycle costing
KW  - Maintenance
KW  - National Cooperative Highway Research Program
KW  - NCHRP Report 451
KW  - Programming (Planning)
KW  - Quality of work
KW  - Specifications
KW  - Warranty
UR  - http://tti.tamu.edu/documents/0-4498-3.pdf
UR  - https://trid.trb.org/view/781312
ER  - 

TY  - RPRT
AN  - 01023895
AU  - Barbu, Bogdan George
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Repeatability and Reproducibility Study for Tube Suction Test
PY  - 2006/01//Technical Report
SP  - 38p
AB  - The Tube Suction Test (TST) was developed in a cooperative effort between the Finnish National Road Administration and the Texas Transportation Institute (TTI) for assessing the moisture susceptibility of granular base materials. This project was initiated by the Texas Department of Transportation (TxDOT) in order to develop a standard test procedure for the TST. The Materials & Pavements Division at the Texas Transportation Institute (TTI) and the Geotechnical Soils & Aggregates Branch of the Texas Department of Transportation (TxDOT) conducted a series of tests for determination of repeatability and reproducibility of the Tube Suction Test (TST) in a single lab and inter-laboratory between TTI and TxDOT. Four TxDOT districts (Yoakum, Tyler, Austin, and Waco) participated in the reproducibility study program. Brigham Young University also participated in this program as a subcontractor under TTI. Further research was conducted for determining different aspects with potential negative effects on the testing readings. The following factors were considered: the quality of the porous stones, the use of tap water versus distilled water in the sample molding procedure, and the surface texture of the sample.
KW  - Austin (Texas)
KW  - Granular bases
KW  - Laboratory tests
KW  - Moisture susceptibility
KW  - Porous stone
KW  - Repeatability
KW  - Reproducibility
KW  - Test procedures
KW  - Texture
KW  - Tielaitos (Finland)
KW  - Tube suction test
KW  - Tyler (Texas)
KW  - Waco (Texas)
KW  - Water
KW  - Yoakum (Texas)
UR  - https://trid.trb.org/view/781287
ER  - 

TY  - CONF
AN  - 01023739
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Lewis, Steve
AU  - Ammah-Tagoe, Felix
TI  - Improving Estimation Process for Shipment Distances in the 2007 CFS: 
A Multimodal Approach and Integrated Interface
PY  - 2006/01
IS  - E-C088
SP  - 1p
AB  - The Bureau of Transportation Statistics (BTS), in partnership with the Census Bureau, conducts the Commodity Flow Survey (CFS) every 5 years. As a shipper survey, the CFS collects a wealth of information on commodity flows, including mode of transportation, commodity types, value, and weight of goods. However, the survey does not collect information on the detailed actual routes used by carriers or the total miles traveled by the shipments. For each shipment, the survey respondents provide zip code of origin, zip code of destination, and mode sequence (e.g. truck–rail–truck). BTS turns this information into a multimodal route for each shipment in the survey and estimates the total mileages by mode of transportation. For each of the past CFSs, this task was performed using routing models developed in FORTRAN and FoxPro by the Oak Ridge National Laboratory (ORNL). The logic that went into these routines is very good, but the implementation of the logic is now technologically outdated. For the 2007 CFS, BTS is now partnering with ORNL, ESRI, and MacroSys to translate this logic to a current generation programming platform within a geographic information system-based application environment. This presentation covered the work plan and progress to date. It described the plans to improve the mileage estimation process and develop a new solver application tool that combines data preprocessing, mileage solver, and data post-processing in an integrated programming platform. It highlighted some of the system requirements involved in developing a database layer, an analytical layer, and a visualization layer. Also, the presentation described the combined multimodal network to be used in estimating distances for a given modal sequence and intermodal transfer.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - 2007 Commodity Flow Survey
KW  - Computer programming
KW  - Distance
KW  - Estimating
KW  - Geographic information systems
KW  - Intermodal transfer
KW  - Mileage
KW  - Multimodal transportation
KW  - Origin and destination
KW  - Routes
KW  - Shipments
KW  - Ton miles
KW  - Transportation modes
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781210
ER  - 

TY  - CONF
AN  - 01023738
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Dennis, Scott M
TI  - Benchmarking the CFS to Waybill Data
PY  - 2006/01
IS  - E-C088
SP  - pp 173-176
AB  - This presentation compares railroad traffic estimates from the 2002 Commodity Flow Survey (CFS) to benchmark values found in the Surface Transportation Board’s (STB’s) Carload Waybill Sample (Waybill). The CFS is an establishment-based survey of freight traffic conducted by the Bureau of Transportation Statistics and the Census Bureau. The 2002 CFS population estimates were developed from a 50,000 establishment stratified sample, and included all modes of freight transportation. The CFS sample frame excludes agricultural shipments from farm to first point of processing, imports from port of entry to first point of processing, crude petroleum, printed matter, commodities carried in non-revenue transportation, and shipments by government, service industries, utilities, most retailers, and households. The Waybill is an annual carrier-based survey conducted by the STB. The Waybill includes railroad-only transportation, as well as the railroad portion of rail–truck and rail–water transportation presented in the CFS. The sample frame for the Waybill includes essentially all railroad traffic. The 2002 Waybill population estimates were developed from a 600,000 record stratified sample which included 22% of all railroad traffic. The Waybill is regarded as a benchmark estimate of railroad industry traffic. Comparison of the CFS estimates of railroad traffic to the benchmark Waybill values illustrates the magnitude of in-scope issues, and identifies the differences in the railroad industry, rail–truck, rail–water, and rail–only estimates in the most recent data.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - 2002 Commodity Flow Survey
KW  - Benchmarks
KW  - Estimates
KW  - Freight traffic
KW  - Freight transportation
KW  - Intermodal transportation
KW  - Piggyback transportation
KW  - Rail marine interface
KW  - Railroad equipment industry
KW  - Railroad traffic
KW  - Railroads
KW  - Waybill samples
KW  - Waybills
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781208
ER  - 

TY  - CONF
AN  - 01023737
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - White, Karen
TI  - Why Regional and State Data Are Not Enough: Potential Solutions
PY  - 2006/01
IS  - E-C088
SP  - pp 178-182
AB  - The Commodity Flow Survey (CFS) remains the first, best, and, frankly only, gateway to understanding freight movements in the United States. Without the creation of the CFS analysts were forced to rely upon anecdotal evidence, expert opinion and suspect data sets. The purpose of this paper is not to diminish the tremendous accomplishment of the CFS. Without the touchstone of the CFS many analysts (myself included) would just be poking in the dark and reading tea leaves. In the CFS’s current manifestation the U.S. Department of Transportation (DOT) participates as both a value added producer, creating the Freight Analytical Framework (FAF) and Geofreight; and a user, relying upon the CFS, FAF, and Geofreight as primary sources for analytical reports and recommendations to political decision makers. This paper will discuss the DOT uses of the CFS (and related products), deficiencies in the current CFS release formats and products, and solutions to improve the CFS products.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Data sources
KW  - Freight Analytical Framework
KW  - Freight traffic
KW  - Freight transportation
KW  - Geofreight
KW  - Products
KW  - Regions
KW  - States
KW  - United States
KW  - Utilization
KW  - Value added
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781211
ER  - 

TY  - CONF
AN  - 01023685
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Hwang, Holing
AU  - Chin, Shih-Miao
AU  - Han, Lee D
AU  - Yuan, Fang
TI  - Synthesizing Truck Origin–Destination Table for Local Transportation Analysis Zones: A Nashville Metropolitan Area Case Study
PY  - 2006/01
IS  - E-C088
SP  - pp 145-148
AB  - The objective of this study is to explore the feasibility of adapting freight transportation data that was prepared at the state level to traffic studies for the Metropolitan Planning Organization (MPO). This study synthesized a truck Origin-Destination (O-D) matrix for transportation analysis zones (TAZs) defined by the local MPO so that the assigned truck traffic is consistent with those observed on the roadway network.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Case studies
KW  - Commodity Flow Survey
KW  - Feasibility analysis
KW  - Freight traffic
KW  - Freight transportation
KW  - Highway traffic
KW  - Local transportation
KW  - Metropolitan planning organizations
KW  - Nashville Metropolitan Area
KW  - Origin and destination
KW  - States
KW  - Traffic data
KW  - Transportation analysis zones
KW  - Truck traffic
KW  - Trucking
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781132
ER  - 

TY  - CONF
AN  - 01023684
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Duych, Ronald J
TI  - Scope and Industry Coverage of the 2007 Commodity Flow Survey
PY  - 2006/01
IS  - E-C088
SP  - pp 17-28
AB  - This resource paper provides information and background material to facilitate a workshop discussion on the scope and industry coverage of the 2007 Commodity Flow Survey (CFS). The topic of the scope and industry coverage of the CFS for discussion purposes can be broken into five research areas: 1. Those commodities and industries that have been out-of-scope to the CFS; 2. Incomplete and inconsistent industry coverage that occurred in the 2002 CFS when the commodity classification scheme changed from the standard industrial classification (SIC) codes to  the North American Industrial Classification System (NAICS) system; 3. The dramatic growth of auxiliaries and their role in our increasingly sophisticated transportation system; 4. The role of third-party logistic providers (3PLs) in transportation brought about by the adoption of supply chain logistics and the outsourcing by shippers of their transportation functions; and 5. The necessity to better understand how to capture and identify intermodal shipments in the CFS. This paper will comment on all five of these research areas but will focus primarily on the last four because they are the most achievable given budget and technical considerations and are important to producing an accurate and comprehensive CFS.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - 2007 Commodity Flow Survey
KW  - Commodity classification
KW  - Contracting out
KW  - Freight transportation
KW  - Freight transportation support businesses
KW  - Intermodal transportation
KW  - North American Industrial Classification Scheme
KW  - Shipments
KW  - Supply chain management
KW  - Third party logistics providers
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781096
ER  - 

TY  - CONF
AN  - 01023683
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Schmitt, Rolf
AU  - Tang, Tianjia
AU  - Curlee, T Randall
TI  - Freight Analysis Framework and the Commodity Flow Survey
PY  - 2006/01
IS  - E-C088
SP  - pp 140-143
AB  - The Freight Analysis Framework (FAF) estimates commodity flows and related freight transportation activity over the national highway network, waterways, and rail system among states, sub-state regions, and major international gateways. The end product of the FAF provides not only trade and economic pattern data but also congestion/capacity data associated with all the transportation networks carrying out all the trade activities. To make the FAF a more effective tool for measuring and analyzing the changing world of freight transportation, FHWA is depending heavily on the 2002 Commodity Flow Survey (CFS) to update the FAF and assure that the next generation of FAF methods and products is both transparent and reproducible. The CFS will be the cornerstone of the FAF Origin and Destination Database of commodity flows among the 106 to 114 CFS regions plus major international gateways, benchmarked every 5 years and updated annually with provisional estimates. The 2002 benchmark Origin and Destination Database will include forecasts every 5 years from 2010 to 2035; the 2007 benchmark Origin and Destination Database will include forecasts through 2040.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Databases
KW  - Economic analysis
KW  - Freight Analysis Framework
KW  - Freight transportation
KW  - Highway capacity
KW  - Highways
KW  - International
KW  - Origin and destination
KW  - Railroads
KW  - Trade
KW  - Traffic congestion
KW  - Waterways
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781131
ER  - 

TY  - CONF
AN  - 01023682
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Crowther, Kenneth G
AU  - Haimes, Yacov Y
TI  - Enhancing Interdependency Analysis with the CFS
PY  - 2006/01
IS  - E-C088
SP  - pp 168-172
AB  - Our modern era is characterized by a large-scale web of interconnected and interdependent economic and infrastructure sectors, coupled with threats of terrorism. This research demonstrates the value of integrating the Commodity Flow Survey (CFS) databases with the Inoperability Input–Output Model (IIM) to enable the analysis of interdependencies among connected economic and infrastructure sectors spanning various regions of the United States. The IIM estimates the cascading inoperability and economic losses that result from interdependencies within large-scale economic and infrastructure systems in a specified region. It has been applied in various studies for the Commission on High-Altitude Electromagnetic Pulse, the U.S. Department of Homeland Security, and the Defense Threat Reduction Agency. Derived from Bureau of Economic Analysis (BEA) data and a Nobel Prize-winning W. Leontief macroeconomic model, the IIM is a quick, inexpensive, holistic method for estimating economic impacts. The integration of the CFS databases with the IIM to enhance the capability and performance of the model is presented in three applications. First, the authors have used CFS databases to quantify direct disruptions resulting from an attack to a transportation asset (e.g., bridge), which prohibits or delays commodities from reaching their destinations. Second, they employ the CFS databases to enable interregional analyses and estimate how a disruption cascades across regions. Third, they plan future work that involves integrating CFS databases into a geographic information systems framework for spatial interdependency analysis.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Assets
KW  - Commodities
KW  - Commodity Flow Survey
KW  - Databases
KW  - Economic impacts
KW  - Future
KW  - Geographic information systems
KW  - Infrastructure
KW  - Inoperability Input-Output Model
KW  - Interdependence
KW  - Losses
KW  - Macroeconomics
KW  - Regional analysis
KW  - Regions
KW  - Terrorism
KW  - Threats
KW  - United States
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec089.pdf
UR  - https://trid.trb.org/view/781177
ER  - 

TY  - CONF
AN  - 01023681
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Schmitt, Rolf
TI  - Intermodal Shipments, Warehousing, and Third Parties: A Special Measurement Issue
PY  - 2006/01
IS  - E-C088
SP  - pp 71-76
AB  - The Commodity Flow Survey (CFS) is designed to capture shipments moving by more than one mode, but appears to significantly under represent intermodal shipments. Possible reasons include gaps in coverage of shippers, misclassification of shipments because the shipper outsourced supply chain management or the carrier changed modes, and disparities between presumed definitions of intermodal shipments and actual definitions based on record-keeping practices. This paper suggests alternate strategies for resolving these problems. Many of the gaps in coverage are also explored in the resource paper on the CFS scope.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Commodities
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Contracting out
KW  - Freight traffic
KW  - Freight traffic measurement
KW  - Gaps in coverage (Commodity Flow Survery)
KW  - Intermodal transportation
KW  - Recordkeeping
KW  - Shipments
KW  - Shippers
KW  - Strategic planning
KW  - Supply chain management
KW  - Third party logistics providers
KW  - Warehousing
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781121
ER  - 

TY  - CONF
AN  - 01023680
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Chard, Richard E
TI  - Estimating Regional Trade Models in the Presence of Missing Data
PY  - 2006/01
IS  - E-C088
SP  - pp 164-167
AB  - The Commodity Flow Survey (CFS) is the only publicly available survey measuring trade flows among and between the states of the United States. This is an important data source for researchers interested in a variety of applications. However, the public use version of the CFS is not an ideal data source for two primary reasons: the degree and scope of data missing because of suppression; and, the use of the Standard Classification of Transported Goods for commodity classification. In this paper, The author explains how he overcame these problems to use the CFS in estimating Regional Purchase Coefficients (RPC). A RPC for a commodity is defined as the proportion of regional demand for a particular commodity that is met by regional production. Given that the CFS measures the value of shipments based on origin and destination by commodity, it would seem that the calculation of RPCs would be a simple task. However, given the limitations of the data collected in the CFS, the actual process becomes more complex.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Commodity classification
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Data collection
KW  - Data completeness
KW  - Demand
KW  - Estimating
KW  - Origin and destination
KW  - Present value
KW  - Production
KW  - Regional modeling
KW  - Regional purchase coefficients
KW  - Regional trade
KW  - Shipments
KW  - United States
KW  - Utilization
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781176
ER  - 

TY  - CONF
AN  - 01023679
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Erlbaum, Nathan
AU  - Holguin-Veras, Jose
TI  - Some Suggestions for Improving CFS Data Products
PY  - 2006/01
IS  - E-C088
SP  - pp 77-97
AB  - The Commodity Flow Survey (CFS) collects data on the movement of goods in the United States and the District of Columbia. It provides information on commodities shipped, their value, weight, and mode of transportation (air, motor carrier, rail, water and pipeline and intermodal combinations). To a certain extent, the origin and destination (O-D) of shipments of mining, manufacturing, wholesale trade and selected retail establishments are covered. Analysts and researchers in both the public and private arena use data from the CFS. However, CFS data are often inadequate because of gaps in shipment and industry coverage, the lack of geographic and commodity flow detail at state and local levels, lack of international flows, and the inability to capture rapid changes in economic and global trade cycles. On average, the CFS data (1993, 1997) were released 3 years after it was collected. As a result, the CFS must be supplemented with data from other sources or models to support analysis and mapping of spatial commodity flow patterns. The purpose of this discussion is to examine some alternative data collection, packaging, and products that may improve the usefulness of the CFS by understanding the data issues that transportation professionals expect the CFS to fulfill. In this way it may be possible to both alter what is collected and how data should be packaged to better serve the CFS end user. The paper starts with a brief summary of the Saratoga Freight Data Needs Conference because its findings provide a rather compact definition of freight data needs as perceived by a wide spectrum of users. Then, the paper focuses on identifying the expectations of CFS users (section III). Subsequent sections discuss ways to improve the CFS data products from different perspectives: within the current CFS structure (section IV), by adopting combinations of selective statistical aggregation and improving linkages to other data products (section V), by taking advantage of and fostering freight transportation research (section VI), and finally by defining the kind of data products the freight transportation modeling community would like to have. For the most part, the authors have focused on data needs for the most demanding of users, referred to here as “power users,” which are the ones that make intensive use of the CFS for both modeling and policy analyses. This group is comprised of professionals and researchers from consulting companies, state and metropolitan planning organizations (MPOs), software developers, and universities.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Air transportation
KW  - Alternatives analysis
KW  - Cluster analysis
KW  - Commodities
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Data collection
KW  - Data users
KW  - Freight traffic
KW  - Freight transportation
KW  - Gaps in coverage (Commodity Flow Survery)
KW  - Geographic coverage
KW  - Highways
KW  - International trade
KW  - Local data
KW  - Manufacturing
KW  - Mining
KW  - Needs assessment
KW  - Origin and destination
KW  - Pipelines
KW  - Present value
KW  - Products
KW  - Railroads
KW  - Research
KW  - Retail trade
KW  - Shipments
KW  - States
KW  - Statistical analysis
KW  - Transportation modes
KW  - United States
KW  - Usefulness
KW  - Water transportation
KW  - Weight
KW  - Wholesale trade
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781122
ER  - 

TY  - CONF
AN  - 01023678
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Canning, Patrick
TI  - Economic Geography of Food Distribution in the United States
PY  - 2006/01
IS  - E-C088
SP  - pp 160-163
AB  - The Economic Research Service (ERS) studies food markets. To measure food and ingredient supply chains, ERS researchers have developed a modeling framework for estimating a multiregional social accounting system. The framework uses information from the Economic Census, including the Commodity Flows Survey (CFS), plus U.S. Department of Agriculture (USDA) data and other statistical series to gain efficient and unbiased estimates of interregional trade. In turn, the modeling framework may be used to carry out diagnostic tests on the CFS. This poster presents some salient aspects of the research that pertain to the CFS.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Agricultural economics
KW  - Commodity Flow Survey
KW  - Estimates
KW  - Food
KW  - Markets
KW  - Physical distribution
KW  - Statistical analysis
KW  - Supply chain management
KW  - Trade
KW  - United States
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781175
ER  - 

TY  - CONF
AN  - 01023677
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Lambert, Bruce
TI  - Shipment Characteristics in the Commodity Flow Survey: Can One Describe an Elephant?
PY  - 2006/01
IS  - E-C088
SP  - pp 47-70
AB  - John Godfrey Saxe’s Poem “Describing the Elephant” transforms a Hindu folk story about six blind men who come upon an elephant into the familiar poem and moral tale. Each blind man describes what part of the elephant he first touched. The elephant’s parts were described (in order) as a wall (its side), a spear (its tusk), a snake (its trunk), a tree (its legs), a fan (its ears), and finally a rope (its tail). Understanding transportation can be as difficult as the blind man describing an elephant, because of the complexities of the nature of transportation. For example, an export shipment leaves a plant in the Atlanta, Georgia, area by truck, goes to a railhead to move intermodally by rail to the West Coast. That shipment involved two or more railroads, and the product arrives at Long Beach, California, where the container is drayed into the port, loaded on a vessel, and moved to Japan. During that movement, the product changed mode several times and may have also changed ownership. The shipment passed through several states and urban areas during its journey. The rail traffic moved on a stack train with other shipments, related only to each other by the rail shipment itself. There were costs associated with the shipment, such as rates, etc., but also economic benefits. The Commodity Flow Survey (CFS) serves as a source for understanding the gross movement of freight in the United States. There currently exists no database within the public dominion that links geography, modes, and commodities within a common collection and analytical framework that will satisfy every user's expectations. Given a renewed focus on freight movements and the data and analytical tools necessary to assist decision makers, the current CFS may not provide enough information on shipment characteristics, but would serve as one instrument in developing new freight data architecture. The questions regarding shipment characteristics and the CFS involve: What are shipment characteristics and which shipment characteristics are useful for both planning and policy purposes? What shipment characteristics are in the CFS survey, and what additional items are necessary to either maintain or improve the CFS in 2007?
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Commodities
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Containers
KW  - Costs
KW  - Data architecture
KW  - Economic benefits
KW  - Freight traffic
KW  - Freight transportation
KW  - Geography
KW  - Intermodal transportation
KW  - Ownership
KW  - Ports
KW  - Railroads
KW  - Shipments
KW  - Shipping
KW  - Transportation modes
KW  - Travel and shipment characteristics
KW  - Trucking
KW  - United States
KW  - Water transportation
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781098
ER  - 

TY  - CONF
AN  - 01023676
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Boyd, Gale
AU  - Mintz, Marianne
AU  - Park, Ki Young
AU  - Vyas, Anant
TI  - Modal Choice in Product Shipments: Analysis of Nonpublic Census Microdata
PY  - 2006/01
IS  - E-C088
SP  - pp 135-139
AB  - This paper explores how micro data within the Census itself can be used to supplement the Commodity Flow Survey (CFS). By establishing research using the raw CFS and other economic data collected at Census we gain a more comprehensive understanding of the uses of CFS data. This paper presents preliminary results from a project that examines the raw, non-public shipments data from the CFS linked to the corresponding non-public establishment data from the Census of Manufacturing (CM). Through a cooperative research program with the Census Center for Economic Studies (CES), the raw data from the CFS and CM have been linked. The raw data for the CFS are detailed shipment specific records for those establishments in the CFS sample. Each data element represents an individual shipment from that establishment, categorized by Standard Classification of Transported Goods (SCTG), mode, destination, and other economic characteristics. For any establishment in the CFS sample, multiple shipment records are common. The multiple data records representing each establishments’ shipment data have been linked to the establishment level data from the CM and the Standard Statistical Establishment List (SSEL), also called the Business Register. The CM provides detailed data on the operations of the establishment for 1997; the SSEL provides detailed data on the location and firm ownership of the specific establishment. In particular the SSEL provides the establishment classification based on the North American Industrial Classification System (NAICS) and on the standard industrial classification (SIC) system. The data from the CFS has been linked to the CM and SSEL by using the appropriate permanent plant identifiers in the respective data bases.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Census
KW  - Census of Manufacturing
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Databases
KW  - Economic analysis
KW  - Industrial location
KW  - Microdata
KW  - Mode choice
KW  - North American Industrial Classification Scheme
KW  - Operations
KW  - Origin and destination
KW  - Ownership
KW  - Products
KW  - Raw data
KW  - Shipments
KW  - Standard Classification of Transported Goods
KW  - Standard Industrial Classification System
KW  - Standard Statistical Establishment List
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781130
ER  - 

TY  - CONF
AN  - 01023675
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Southworth, Frank
TI  - Filling Gaps in the U.S. Commodity Flow Picture: Using the CFS with Other Data Sources
PY  - 2006/01
IS  - E-C088
SP  - pp 29-46
AB  - The U.S. Commodity Flow Surveys (CFS) provide a wealth of data on the movement of freight within the country, by mode of transportation, dollar value, annual tonnage, door-to-door shipment distance, and shipment size. Yet gaps in CFS coverage and a lack of spatial and commodity detail limit the value of this data for planning and policy supporting studies. This paper identifies these gaps and considers how supplementary data sources combined with statistical modeling techniques can be used to create a more complete picture of national and regional commodity flows. The first half of the paper describes current data gaps and available data resources. The second half of the paper discusses possible gap-filling solutions. Solutions fall into two categories: data synthesis using current data sources, and improved and expanded data collection methods.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Data collection
KW  - Data sources
KW  - Data synthesis
KW  - Distance
KW  - Freight traffic
KW  - Freight transportation
KW  - Gaps in coverage (Commodity Flow Survery)
KW  - Modeling
KW  - Present value
KW  - Shipments
KW  - Size
KW  - Statistical analysis
KW  - Tonnage
KW  - Transportation modes
KW  - United States
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781097
ER  - 

TY  - CONF
AN  - 01023674
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Drumm, Scott
TI  - Using CFS Data to Guide Regional Transportation Policy and Investment
PY  - 2006/01
IS  - E-C088
SP  - 1p
AB  - Commodity Flow Survey (CFS) data has played a significant role to help set the context for regional transportation policy and investment decisions in the Portland–Vancouver region. Data from the CFS has been a primary input into the region’s Commodity Flow Forecast (1997) and the update in 2002. The CFS has also provided data that has helped answer business community questions about freight flows and engaged them in policy discussions regarding the Columbia River crossing as part of the Interstate 5 Trade Corridor project. Both directly and indirectly, the CFS has been very helpful in helping us set the context for freight movement and to put freight issues on the regional transportation agenda. CFS data gives us the ability to frame the issues, convey the order of magnitude of freight’s importance, and to identify areas where further data is needed. Ultimately, we would like to be able to use the data at a project level, but the CFS doesn’t provide enough detail. That is to say, we would like to have the data at detail level sufficient to help make the case for a specific investment or to prioritize among competing investments. However, even at current levels of detail, the CFS has been useful. Due in part to CFS data in our Commodity Flow Forecast, we have secured $500,000 in regional funding for a freight data collection project that will provide us with some of the detail we need to make specific investment decisions, such as origin–destination and time of day data. This presentation showed how and why our region has successfully used CFS data, identified where we have found gaps and problems, and suggested alternatives for making CFS data more accessible and more useful at a regional level.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Columbia River
KW  - Commodity Flow Survey
KW  - Data collection
KW  - Decision making
KW  - Financing
KW  - Freight traffic
KW  - Freight transportation
KW  - Investments
KW  - Origin and destination
KW  - Periods of the day
KW  - Policy
KW  - Portland (Oregon)
KW  - Regional transportation
KW  - Traffic flow
KW  - Vancouver (Canada)
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781171
ER  - 

TY  - CONF
AN  - 01023673
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Giuliano, Genevieve
AU  - Gordon, Peter
AU  - Park, Jiyoung
AU  - Wang, Lanlan
AU  - Pan, Qisheng
TI  - Estimating Freight Flows for Metropolitan Area Highway Networks Using Secondary Data Sources
PY  - 2006/01
IS  - E-C088
SP  - pp 154-158
AB  - The authors suggest that it is possible to estimate most of a metropolitan area's (MA) highway network truck shipments from secondary data sources, using these sources to generate relatively inexpensive and updateable link-specific estimates. The major research steps involved are the following. 1. Utilize a regional input-output transactions table to estimate intraregional commodity-specific trip attractions and trip productions, and allocate these to small-area units. 2. Estimate commodity-specific interregional and international trip attractions and trip productions for those locations where airports, seaports, rail yards, or regional highway entry-exit points are located. 3. Create a regional commodity origin-destination (O-D) matrix using estimates from steps 1 and 2. 4. Load the O-D matrix onto a regional highway network with known passenger flows. This paper discusses the first two steps of the authors' approach. It is complicated by the fact that freight data from the most important data sources are described via various (often independent) classificatory systems and definitions. Much of their work has been devoted to reconciling data from these various sources. In what follows, the authors describe a prototypical application of their approach to the Los Angeles metropolitan area [the five-county central metropolitan statistical area (CMSA)]. They describe the steps required to reconcile Commodity Flow Survey (CFS) data with other important data.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Airports
KW  - Commodities
KW  - Commodity classification
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Data sources
KW  - Estimating
KW  - Freight traffic
KW  - Freight transportation
KW  - Highways
KW  - Los Angeles Metropolitan Area
KW  - Metropolitan areas
KW  - Origin and destination
KW  - Railroad yards
KW  - Regional transportation
KW  - Seaports
KW  - Secondary data
KW  - Shipments
KW  - Trucking
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781173
ER  - 

TY  - CONF
AN  - 01023672
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Zmud, Johanna P
TI  - Commodity Flow Survey: Improving Methods to Enhance Data Quality and Usefulness
PY  - 2006/01
IS  - E-C088
SP  - pp 98-112
AB  - This resource paper provides a foundation for a workshop discussion on potential survey methods improvements for the 2007 Commodity Flow Survey (CFS). It presents background information on the CFS, such as survey objectives, data users and uses, and 2002 CFS survey methods. The paper offers brief discussions on methods issues and challenges and presents survey design considerations that would enhance data quality and usefulness.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - 2007 Commodity Flow Survey
KW  - Commodity flow
KW  - Data quality
KW  - Data users
KW  - Methodology
KW  - Strategic planning
KW  - Survey methods
KW  - Usefulness
KW  - Utilization
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781127
ER  - 

TY  - CONF
AN  - 01023671
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Chin, Shih-Miao
AU  - Hwang, Holing
AU  - Han, Lee D
AU  - Yuan, Fang
TI  - Using National Freight Information to Study the Interactions Between Heavy Trucks and Passenger Cars Under Traffic Incidents or Emergencies
PY  - 2006/01
IS  - E-C088
SP  - pp 149-152
AB  - Our nation’s economy depends heavily on transportation infrastructure. Most businesses and industries depend on effective freight transportation systems to reach state, regional, national, and global markets. As shown in the most recent Commodity Flow Survey (CFS) results released by the Bureau of Transportation Statistics (BTS), the majority of our goods are moved by truck, accounting for more than $6 trillion in value and about 8 billion tons in weight in 2002. Specifically, trucks carry three-quarters of the value of the total freight shipped in the United States and two-thirds of the weight, according to this survey. With the ever-increasing demand for freight and people movement on our relatively steady highway infrastructure, traffic congestion and delay have become major factors that impede the economic growth and degrade our quality of life. The degradation in the nation’s mobility is further aggravated when traffic incidents and emergency conditions occur. Re-routing heavy trucks during such events requires thorough consideration of numerous constraints because of the height, width, clearance, weight, turning radius, etc., of these vehicles as well as the availability of suitable alternative roadways. The objective of this paper is to explore the feasibility of using national-level freight movement information in tandem with traffic simulation software to study the interactions between heavy vehicles and passenger cars during traffic incidents or emergency conditions. This research was conducted using a case study approach.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Case studies
KW  - Commodity Flow Survey
KW  - Emergencies
KW  - Freight traffic
KW  - Freight transportation
KW  - Heavy duty trucks
KW  - Mobility
KW  - Private passenger vehicles
KW  - Software
KW  - Traffic congestion
KW  - Traffic delays
KW  - Traffic incidents
KW  - Traffic simulation
KW  - Trucking
KW  - United States
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781133
ER  - 

TY  - CONF
AN  - 01023670
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
AU  - Ciannavei, Paul
TI  - How TRANSEARCH Uses the CFS
PY  - 2006/01
IS  - E-C088
SP  - pp 131-134
AB  - TRANSEARCH is a proprietary nationwide database of freight traffic flows that provides coverage of highway, rail, air, water, and intermodal activity. The database has many conceptual similarities with the Commodity Flow Survey (CFS), but has been produced on an annual basis for the last 20 years. TRANSEARCH does, however, utilize several discrete inputs from the CFS. This presentation explores how and why specific elements of the CFS are used: Commodity $/ton values, For-hire/private trucking mode share split, Selected origin-to-destination (O-D) truck flow volumes, Truck length-of-haul profiles, and Identification of commodities moving via air mode. In addition, much of the CFS information is reviewed and used in the annual TRANSEARCH development quality control process. A more general discussion will outline why additional information from the CFS is not integrated into TRANSEARCH, and a brief discussion of the background and history of the proprietary database is also included.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Databases
KW  - For hire carriers
KW  - Freight traffic
KW  - Modal split
KW  - Origin and destination
KW  - Private trucking
KW  - Service by length of haul
KW  - Tonnage
KW  - TRANSEARCH
KW  - Truck flow
KW  - Trucks
KW  - Volume
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781128
ER  - 

TY  - CONF
AN  - 01023669
JO  - Transportation Research E-Circular
PB  - Transportation Research Board
TI  - Commodity Flow Survey Conference
PY  - 2006/01
IS  - E-C088
SP  - 222p
AB  - The Commodity Flow Survey (CFS) is a key data source for a myriad of freight planning activities. Two Transportation Research Board (TRB) standing committees, the Committee on Freight Data and the Committee on Travel Survey Methods Committee, initiated a conference to understand the survey better, see how other data sources are being used to supplement it, and explore possible improvements to future iterations of the survey. The conference, convened 6 months after the release of detailed CFS data and coinciding with planning for the 2007 CFS conference, offered an interactive format for a diverse set of users to engage in productive dialogue. The conference was called Commodity Flow Survey Conference.  It took place July 7-8, 2005, in Boston, Massachusetts. This circular consists of individually attributed papers and summaries.
U1  - Commodity Flow Survey ConferenceFederal Highway AdministrationU.S. Census BureauAmerican Association of State Highway and Transportation Officials (AASHTO)Research and Innovative Technology AdministrationTransportation Research BoardBoston,Massachusetts,United States StartDate:20050708 EndDate:20050709 Sponsors:Federal Highway Administration, U.S. Census Bureau, American Association of State Highway and Transportation Officials (AASHTO), Research and Innovative Technology Administration, Transportation Research Board
KW  - Commodities
KW  - Commodity flow
KW  - Commodity Flow Survey
KW  - Conferences
KW  - Freight transportation
KW  - Freight transportation support businesses
KW  - Future
KW  - Planning
UR  - http://onlinepubs.trb.org/onlinepubs/circulars/ec088.pdf
UR  - https://trid.trb.org/view/781095
ER  - 

TY  - RPRT
AN  - 01022929
AU  - Roque, R
AU  - Birgisson, B
AU  - Kim, Sanling
AU  - Guarin, A
AU  - University of Florida, Gainesville
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Mix Design Guidelines for Improved Performance of Asphalt Mixtures
PY  - 2006/01//Final Report
SP  - 115p
AB  - The importance of aggregate structure on asphalt mixture performance has been well established on the basis of experience and is well documented in the literature.  Furthermore, coarse aggregate structure is most important for resistance to rutting, and recent work has shown that it can also play a significant role in resistance to damage and fracture.  This study focused on the development of a conceptual and theoretical approach to evaluate coarse aggregate structure based on gradation.  A theoretical analysis procedure was developed to calculate the center-to-center spacing between specific size particles within a compacted assemblage of particles of known gradation.  Calculations performed with this procedure indicated that the relative proportion of two contiguous size particles, as defined by the standard arrangement of Superpave sieves, can be no greater than 70/30 in order to form an interactive network.  Thus, the 70/30 proportion can be used to determine whether particles on contiguous Superpave sieves can form an interactive network of particles in continuous contact with each other.  The range of particle sizes determined to be interactive was referred to as the dominant aggregate size range (DASR) and its porosity must be no more than 50% for the particles to be in contact with each other.  The DASR concept and porosity criterion were evaluated using an extensive range of mixtures from existing databases including the Superpave Monitoring Projects, Florida Department of Transportation (FDOT) heavy vehicle simulator (HVS) test sections, as well as WestTrack and NCAT test sections.  Results clearly indicated that mixtures identified by the system developed as having poor or marginal gradations (DASR porosity greater than 50% or gradations that were marginally interactive), resulted in poor rutting performance.
KW  - Aggregate gradation
KW  - Aggregates
KW  - Asphalt mixtures
KW  - Bituminous mixtures
KW  - Calculation
KW  - Grain size (Geology)
KW  - Guidelines
KW  - Hot mix asphalt
KW  - Mix design
KW  - Particles
KW  - Pavement performance
KW  - Porosity
KW  - Rutting
KW  - Shear strength
KW  - Sieve analysis
KW  - Spacing
KW  - Superpave
KW  - Theory
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD545_16_rpt.pdf
UR  - https://trid.trb.org/view/775852
ER  - 

TY  - RPRT
AN  - 01022928
AU  - Dailey, Donald J
AU  - Cathey, F W
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - CCTV Technical Report--Phase 3
PY  - 2006/01//Final Technical Report
SP  - 51p
AB  - The Washington Department of Transportation (WSDOT) has a network of several hundred closed-circuit television (CCTV) traffic surveillance cameras deployed on the freeways and arterials around Seattle for congestion monitoring.  No camera parameters are known a priori for these cameras; WSDOT operators dynamically change their focal length (f), pan angle (theta), and tilt angle (phi).  The goal of this project was to create algorithms and prototype software to allow these cameras to be used to make continuous quantitative measurements of vehicle speed.  However, to use the cameras for quantitative measures, the camera parameters have to be estimated.  In order to measure speeds of vehicles from a series of video images it is not necessary to completely calibrate the camera; rather, by using the vanishing point of lines in the image algebraic constraints can be established on the parameters that are sufficient to straighten the image and compute a scale factor for estimating speed.
KW  - Algorithms
KW  - Arterial highways
KW  - Cameras
KW  - Closed circuit television
KW  - Focal length
KW  - Freeways
KW  - Image analysis
KW  - Pan angle
KW  - Parameters
KW  - Points (Geometry)
KW  - Prototypes
KW  - Seattle (Washington)
KW  - Software
KW  - Speed measurement
KW  - Tilt angle
KW  - Traffic congestion
KW  - Traffic surveillance
UR  - https://trid.trb.org/view/775850
ER  - 

TY  - RPRT
AN  - 01022927
AU  - Dailey, Daniel J
AU  - Cathey, Frederick W
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - The Automated Use of Un-Calibrated CCTV Cameras As Quantitative Speed Sensors--Phase 3
PY  - 2006/01//Final Research Report
SP  - 37p
AB  - The Washington State Department of Transportation (WSDOT) has a network of several hundred closed-circuit television (CCTV) traffic surveillance cameras that are deployed for congestion monitoring on the freeways and arterials around Seattle.  The goal of the first two phases of this project was to create algorithms that would allow these cameras to make continuous quantitative measurements of vehicle speed.  In the first two phases, a number of algorithms were developed and tested; the most successful of these was chosen for implementation in this, Phase 3.  The goal of this third phase was to implement the algorithms as prototype software.
KW  - Algorithms
KW  - Arterial highways
KW  - Calibration
KW  - Cameras
KW  - Closed circuit television
KW  - Freeways
KW  - Implementation
KW  - Prototypes
KW  - Seattle (Washington)
KW  - Software
KW  - Speed detectors
KW  - Speed measurement
KW  - Traffic congestion
KW  - Traffic surveillance
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/635.1.pdf
UR  - https://trid.trb.org/view/775849
ER  - 

TY  - RPRT
AN  - 01022925
AU  - Sillick, Susan C
AU  - Abernathy, Craig
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - FFY 2005 Annual Report for the Montana Department of Transportation Research Programs
PY  - 2006/01//Annual Report
SP  - 105p
AB  - The Montana Department of Transportation (MDT) conducts research to discover, develop, or extend knowledge needed to operate, maintain, and improve the statewide multimodal transportation system. Specific goals include: evaluation and advancement of new technologies, materials and methods; development of design and analysis techniques; and study of current transportation challenges. The purpose of this report is to give an overall description of research, development, and technology transfer activities for federal fiscal year 2005 within the Research Programs of the Montana Department of Transportation (MDT). Through these activities the Research Programs enhances MDT’s ability to deliver efficient and effective transportation services. MDT's mission is to serve the public by providing a transportation system and services that emphasize quality, safety, cost effectiveness, economic vitality and sensitivity to the environment. MDT’S Research Programs impacts each and every part of MDT’s mission. Research projects completed in FFY 2005 yielded results that when fully implemented will improve: MDT efficiency and effectiveness, including cost-effectiveness, of MDT operations and technology transfer; increase sensitivity to the environment, including decreasing the release of pollutants to Montana’s air and water from vehicle emissions, improving consideration of the health and survival of wildlife species during inspection and construction, and decreasing vehicle-wildlife collisions; improve safety by decreasing roadside hazards and through training and technology transfer; increase Montana’s economic development and vitality through transportation projects and the encouragement of the development of Montana products; and improve the quality of what we do and how we do it, including bridge design and inspection, and materials testing and acceptance.
KW  - Air pollution
KW  - Animal vehicle collisions
KW  - Annual reports
KW  - Bridge design
KW  - Cost effectiveness
KW  - Design methods
KW  - Economic development
KW  - Environmental protection
KW  - Evaluation and assessment
KW  - Exhaust gases
KW  - Improvements
KW  - Inspection
KW  - Materials tests
KW  - Methodology
KW  - Montana
KW  - Multimodal transportation
KW  - Pollutants
KW  - Quality of work
KW  - Research projects
KW  - Road construction
KW  - Roadside hazards
KW  - Safety
KW  - Statewide
KW  - Technology assessment
KW  - Technology transfer
KW  - Training
KW  - Transportation operations
KW  - Transportation services
KW  - Water pollution
KW  - Wildlife
UR  - http://www.mdt.mt.gov/research/docs/annual_report/2005.pdf
UR  - https://trid.trb.org/view/775802
ER  - 

TY  - RPRT
AN  - 01022901
AU  - Zwahlen, Helmut T
AU  - Oner, Erdinc
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Improved Work Zone Design Guidelines and Enhanced Model of Travel Delays in Work Zones. Phase I: Portability and Scalability of Interarrival and Service Time Probability Distribution Functions for Different Locations in Ohio and the Establishment of Improved Work Zone Design Guidelines
PY  - 2006/01//Final Report
SP  - 224p
AB  - The project focuses on two major issues - the improvement of current work zone design practices and an analysis of vehicle interarrival time (IAT) and speed distributions for the development of a digital computer simulation model for queues and travel delays in work zones.  Important considerations in the development of work zone design guidelines include guidance, delineation, and the safety of workers and drivers.  A nationwide survey of current work zone best practices was conducted.  Based on the review of the existing Ohio Department of Transportation (ODOT) guidelines, superior practices available in other states, relevant research, and professional judgment of personnel involved in work zone activities, a set of guidelines for work zone design are proposed.  It is anticipated that these research findings will result in the better design of work zones which will minimize traffic delays and improve safety.  In the second part of the project trailers, each using two Wavetronix microwave radar units in side-fire mode, were developed to nonuntrusively measure traffic.  The traffic was measured at six work zones sites with different types of lane configurations at different freeways in Ohio. Traffic on the road was also independently measured using video and radar, and the results compared to records from the trailers to verify that the trailers were measuring the traffic with reasonable accuracy.  IAT data of successive vehicles in free-flowing traffic ahead of work zones were analyzed and IAT distributions were generated as a function of the traffic volume for each lane and relationships between traffic volumes and cumulative IAT distributions were established allowing a direct conversion from hourly traffic counts to corresponding cumulative IAT distributions.  This conversion method produces fairly accurate cumulative IAT distributions for selected hourly traffic volumes.  It was also found that the same cumulative IAT distribution can be used to model the free-flowing traffic at other freeway locations in Ohio, which means that the IAT distributions are portable and scalable and a microscopic digital computer simulation model based on queuing theory may be developed to investigate traffic delays in work zones.
KW  - Accuracy
KW  - Analysis
KW  - Best practices
KW  - Computer models
KW  - Delineation
KW  - Design
KW  - Distributions (Statistics)
KW  - Drivers
KW  - Freeways
KW  - Guidance
KW  - Guidelines
KW  - Hourly
KW  - Ohio
KW  - Portability
KW  - Queuing
KW  - Queuing theory
KW  - Radar
KW  - Research
KW  - Road construction workers
KW  - Safety
KW  - Scalability
KW  - Service time
KW  - Simulation
KW  - Speed distribution
KW  - Surveys
KW  - Traffic counts
KW  - Traffic delays
KW  - Traffic measurement
KW  - Traffic volume
KW  - Vehicle interarrival time
KW  - Video cameras
KW  - Work zone safety
KW  - Work zones
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A63681849
UR  - https://trid.trb.org/view/775793
ER  - 

TY  - RPRT
AN  - 01022883
AU  - Diefenderfer, Stacey
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Detection of Polymer Modifiers in Asphalt Binder
PY  - 2006/01//Final Report
SP  - 18p
AB  - This study addressed the evaluation of alternative test methods to identify the presence of polymer modifiers in performance-graded binders for the purpose of quality assurance. A method of identification is presented in American Association of State Highway and Transportation Officials (AASHTO) T302, Polymer Content of Polymer-Modified Emulsions and Asphalt Binders, that uses Fourier transform infrared (FTIR) spectroscopy to evaluate the constituent elements in binders or emulsions. With proper calibration, output from FTIR can be used to determine the presence and approximate content of polymers in an asphalt binder. AASHTO T301, Elastic Recovery Test of Bituminous Materials by Means of a Ductilometer, offers an alternative method to determine the presence of polymer by evaluating the elasticity of the binder. Samples of binder were collected from contractor tanks and tested in accordance with AASHTO T301 and AASHTO T302. The performance grade was verified in accordance with AASHTO M320. Test results were evaluated to identify calibration needs, test variability, and choice of preferred methodologies for adoption into the quality assurance program. Results of the study identified the use of either FTIR analysis or elastic recovery as a timesaving alternative to full-fledged performance grading in the initial investigation of concerns about the presence of polymer. Both methods identified binders containing varying polymer contents with no instances of false positive identification. However, based on the results of this study, neither method is suitable to determine binder grade. The investigator recommends that the elastic recovery and FTIR analysis be incorporated as quality assurance tests to verify the presence of polymer in mixtures that specify the use of polymer-modified asphalt binders. Following this, the frequency of quality assurance sampling of polymer modified binders should be increased to ensure that inferior material is not being used in premium mixtures. Further, AASHTO T301 should be adopted in place of Virginia Test Method 104 for use with unaged binders. Incorporating the use of elastic recovery testing and FTIR spectroscopy as alternatives to performance grading will benefit Virginia Department of Transportation (VDOT) by allowing increased quality assurance testing of premium asphalt mixtures. This will result in minimizing VDOT’s risk of acceptance of inferior material and maximizing the benefits of using premium materials. Typically, performance grading is performed once per month on one binder sample from each active grade of binder in a VDOT district. This is estimated to result in testing less than 5% of the binder lots used in any district during a typical month. Although neither elastic recovery testing nor FTIR spectroscopy was shown conclusively to determine binder grade, almost all PG 76-22 binders shipped into Virginia contain polymer modifiers. Thus, the detection of the polymer is a first level indicator for quality assurance. The potential cost of these tests is approximately $200 per test for elastic recovery and approximately $120 per test for FTIR spectroscopy. Overall, the increased testing is expected to result in improved pavement quality by reducing the acceptance of inferior material.
KW  - Asphalt mixtures
KW  - Binder content
KW  - Bituminous binders
KW  - Bituminous materials
KW  - Calibration
KW  - Costs
KW  - Elasticity (Mechanics)
KW  - Evaluation
KW  - Fourier transforms
KW  - Infrared spectroscopy
KW  - Materials tests
KW  - Performance
KW  - Polymer asphalt
KW  - Quality assurance
KW  - Recovery (Mechanics)
KW  - Test procedures
KW  - Virginia
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r18.pdf
UR  - https://trid.trb.org/view/775767
ER  - 

TY  - RPRT
AN  - 01022696
AU  - Sargand, Shad M
AU  - Wu, Shin
AU  - Figueroa, J Ludwig
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 1: Influence of Drainage on Selection of Base
PY  - 2006/01//Final Report
SP  - 60p
AB  - The primary objective of this study was to investigate how base materials should be properly selected for specific types of pavement, not only considering the performance of individual layers but also how they interact in the total pavement structure.  Base types considered in this study included granular (GB), lean concrete (LCB), asphalt treated (ATB), cement treated (CTB), and permeable asphalt treated (PATB) bases as constructed under both asphalt concrete (AC) and Portland cement concrete (PCC) pavements.  The Long Term Pavement Performance (LTPP) Seasonal Monitor Program (SMP) sites investigated for this report included four SMP sections in the North Carolina SPS-2 experiment on US52 and thirteen SMP sections in the SPS-1 and SPS-2 experiments on the Ohio SHRP Test Road on US23.  The NC site contained two GB and two LCB sections, and the OH site contained eight GB, one ATB, two PATB, and two LCB sections.  The NC sites are located in a wet-no-freeze zone and OH sites are located in a wet-freeze zone.  Environmental data were collected via seasonal monitors and time domain reflectometry.  The effects of service were measured by conducting surface profiles and falling weight deflectometer (FWD) measurements.  It was found that the type of base had little impact on subgrade moisture.  The choice of base depends chiefly on three requirements: appropriate stiffness, sufficient permeability, and good constructability.  Guidelines for the selection of base under flexible and rigid pavements are given.
KW  - Asphalt concrete pavements
KW  - Asphalt treated permeable base
KW  - Base course (Pavements)
KW  - Cement treated soils
KW  - Concrete pavements
KW  - Constructability
KW  - Construction sites
KW  - Drainage
KW  - Economic models
KW  - Environmental data
KW  - Falling weight deflectometers
KW  - Field tests
KW  - Flexible pavements
KW  - Granular bases
KW  - Guidelines
KW  - Lean concrete
KW  - Long-Term Pavement Performance Program
KW  - Measurement
KW  - Moisture content
KW  - Pavement layers
KW  - Pavement performance
KW  - Permeability
KW  - Portland cement concrete
KW  - Reflectometry
KW  - Rigid pavements
KW  - Seasonal Monitoring Program
KW  - Stiffness
KW  - Subgrade (Pavements)
KW  - Test roads
UR  - http://digitalarchive.oclc.org/request?id%3Doclcnum%3A64588327
UR  - http://ntl.bts.gov/lib/55000/55700/55796/FHWA-OH-2006-3A.PDF
UR  - http://ntl.bts.gov/lib/55000/55700/55797/FHWA-OH-2006-3A_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/778613
ER  - 

TY  - RPRT
AN  - 01022650
AU  - Harris, J Patrick
AU  - von Holdt, Johanna
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Recommendations for Stabilization of High-Sulfate Soils in Texas
PY  - 2006/01//Technical Report
SP  - 62p
AB  - Over the last 15 years, the Texas Department of Transportation (TxDOT) has seen an increase in pavement failures during and immediately after construction on roads designed to last 20 years or more.  The cause of many of these failures is sulfate-induced heave where an expansive mineral called ettringite is formed from a calcium-based stabilizer (lime or cement) reacting with clay and sulfate minerals (usually gypsum) in the soil.  Traditionally, TxDOT has removed and replaced soils with more than 2000 ppm sulfates.  Earlier in this research project, lime was identified as a plausible stabilizer in soils bearing sulfate concentrations up to 7000 ppm.  This portion of the research investigates if anything can be used to stabilize soils (reduce swell and increase strength) with sulfate concentrations above 7000 ppm.  Three-dimensional swell was measured on laboratory prepared specimens with sulfate concentrations of 0, 10,000, and 20,000 ppm.  Twelve stabilizers were selected for the 3-D swell testing based upon positive results obtained by other researchers.  Stabilizers that significantly reduced swell in the high-sulfate soils were then subjected to unconfined compressive strength testing.  Three stabilizers (Claystar 7, ground granulated blast furnace slag + lime, and class F fly ash + lime) provided significant swell reduction (10 to 12%) over the untreated soil; two of the stabilizers were selected for strength testing.  The fly ash swell test results were obtained too late to include in strength testing.  The Claystar 7 showed an improvement of 41 lb/sq in. over the untreated sample for retained strength in the unconfined compressive strength after 10 days capillary rise.  The ground granulated blast furnace slag showed a 79 lb/sq in. retained strength.  This project showed that soils with sulfate concentrations up to 20,000 ppm can be treated in a timely manner without having to remove the high-sulfate soil and replace it with a select material.
KW  - Calcium oxide
KW  - Clay
KW  - Compressive strength
KW  - Ettringite
KW  - Fly ash
KW  - Granulated slag
KW  - Gypsum
KW  - Laboratory tests
KW  - Recommendations
KW  - Soil stabilization
KW  - Sulfates
KW  - Swelling soils
KW  - Texas
UR  - https://trid.trb.org/view/778722
ER  - 

TY  - RPRT
AN  - 01019154
AU  - Straus, Sandy H
AU  - Semmens, John
AU  - ESRA Consulting Corporation
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Estimating the Cost of Overweight Vehicle Travel on Arizona Highways
PY  - 2006/01//Final Report
SP  - 83p
AB  - This study quantifies state highway damage on the basis of the impacts of overweight vehicles.  Each year, millions of dollars of damage associated with life span, design, and maintenance of state highways and structures are attributed to vehicles that exceed state weight limits.  Our best guess is that overweight vehicles impose somewhere between $12 million and $53 million per year in uncompensated damages to Arizona roadways.  Arizona currently budgets about $5.8 million per year for mobile enforcement efforts aimed at, among other things, penalizing and deterring overweight vehicle operations.  If a doubling of the mobile enforcement budget were 50% effective toward the objective of eliminating illegally overweight vehicles from Arizona roadways, the savings from avoided pavement damage would range from $6 million to $27 million per year.  At the lower figure, the expansion of mobile enforcement would be a little better than a "break-even" proposition.  The savings from avoided pavement damage would slightly exceed the cost of the program.  Any safety gains from detecting and taking out-of-service vehicles with safety deficiencies would come on top of the pavement damage avoidance gains.  At the higher figure, the expansion of mobile enforcement would have about a four- or five-to-one benefit/cost ratio.  That is, for every dollar invested in motor carrier enforcement efforts, there would be $4.50 in pavement damage avoided.  Furthermore, the authors introduce a new truck lane design that may ultimately improve safety and optimize pavement usage in Arizona and other states.
KW  - Arizona
KW  - Benefit cost analysis
KW  - Cost estimating
KW  - Highway safety
KW  - Law enforcement
KW  - Motor carriers
KW  - Overweight loads
KW  - Pavement damage
KW  - Truck lanes
UR  - http://azmemory.azlibrary.gov/cdm/singleitem/collection/statepubs/id/3603/rec/2
UR  - https://trid.trb.org/view/773167
ER  - 

TY  - JOUR
AN  - 01020699
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Kerenyi, Kornel
AU  - Jones, J Sterling
TI  - Energy Losses in Storm Drain Access Holes
PY  - 2006/01
VL  - 69
IS  - 4
SP  - pp 50-55
AB  - This article reports on a re-analysis of a Federal Highway Administration (FHWA) study from 1986-1992 of energy losses through storm drain access holes (junction holes), using relatively large-scale physical models.  The new analysis separated the 1986 - 1992 data into two groups: base runs with the simplest configurations (one inflow and one outflow pipe with the same base elevations); the second group included the more complex configurations used to derive adjustments to the first approximations.  The new analyses were undertaken to evaluate the proposed procedure and to characterize the energy level in an access hole with various inflow and outflow pipe configurations.  The authors note that characterizing energy in the access hole is highly problematic because the flow is so chaotic, and arbitrary assumptions have to be made to obtain results that fall between intuitive limits.  The authors conclude that the proposed new methodology addresses the problem of super-critical flows in outflow pipes.  The use of inlet control culvert equations to estimate the initial depth in the access hole for these situations appears to also work well.  In addition, the new technology allows use of much smaller scale models while maintaining (or improving) the accuracy of results, and allowing testing of different configurations and junction types.
KW  - Access
KW  - Culvert inlets
KW  - Culvert outlets
KW  - Equations
KW  - Flow equations
KW  - Outflow pipes
KW  - Scale models
KW  - Storm sewers
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/06jan/07.cfm
UR  - https://trid.trb.org/view/778741
ER  - 

TY  - JOUR
AN  - 01020698
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Sedor, Joanne
TI  - Improving Freight Transportation
PY  - 2006/01
VL  - 69
IS  - 4
SP  - pp 40-49
AB  - According to the Federal Highway Administration (FHWA), the volume of freight traffic on the United States road system will increase 70 percent by 2020.  This increase presents significant challenges for the freight transportation industry and for State departments of transportation (DOTs) across the country.  This article reviews the data from a survey conducted by the FHWA Office of Freight Management and Operations in 2000-2002 to elicit insights on freight transportation issues and determine how best to prioritize and fund freight-related transportation projects.  The data was gathered from Federal, State, local, and industry stakeholders.   Responses emphasized the need for better coordination and cooperation between the public and private sectors.  Innovative mechanisms for financing projects, better research data, and improved data analysis also ranked high in the responses.  In the area of human resources, the responses highlighted a need for transportation professionals to have greater access to knowledge of data sources and freight trends and issues.  They also cited a need for new skills, such as freight forecasting techniques using different data sources and analytical tools, and creating Freight Advisory Committees to develop cooperation between the public and private sector on freight issues.   Finally, nearly all respondents stressed the importance of having one or several specially-designated people to serve as focal points for freight interests at the State level.  The author also briefly describes the results obtained from a conference of private sector representatives convened as a follow-up to the survey.
KW  - Cooperation
KW  - Data analysis
KW  - Financing
KW  - Forecasting
KW  - Freight and passenger traffic
KW  - Freight transportation
KW  - Public private partnerships
KW  - State departments of transportation
KW  - Truck traffic
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/06jan/06.cfm
UR  - https://trid.trb.org/view/778740
ER  - 

TY  - JOUR
AN  - 01020702
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Hall, Megan
AU  - Moler, Steve
TI  - Mimicking Mother Nature
PY  - 2006/01
VL  - 69
IS  - 4
SP  - pp 34-39
AB  - This article describes how Washington State constructed an engineered logjam (ELJ) to help safeguard a vital roadway from chronic flooding and, at the same time, improved fish habitat.  The highway in question, in addition to being one of the State's most scenic routes, is a critical economic lifeline to Washington's northwestern coast, because it is the only route on the Olympic Peninsula capable of carrying commercial truck traffic.  The authors describe the vulnerable segment of U.S. Highway 101, about 15 miles south of Forks, WA, in Jefferson County, and then consider the options for a long-term solution to protect the highway infrastructure and still minimize environmental impacts.  The authors explain the logjam structures used, how they were engineered, initial results of the project, and the potential use of ELJs in other situations.  The authors conclude that, in the appropriate settings, well-designed ELJs can provide bank protection that emulates the natural character of the river, increases channel complexity, dissipates energy, and creates quality habitat with improved fish passage over a range of flow conditions.
KW  - Engineered logjam
KW  - Environmental engineering
KW  - Environmental impacts
KW  - Fishes
KW  - Flood protection
KW  - Floods
KW  - Forks (Washington)
KW  - Highway engineering
KW  - Highways
KW  - Infrastructure
KW  - Washington (State)
UR  - http://www.fhwa.dot.gov/publications/publicroads/06jan/05.cfm
UR  - https://trid.trb.org/view/778739
ER  - 

TY  - JOUR
AN  - 01020700
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Granda, Thomas M
AU  - Thompson, Shirley
TI  - The Older Driver Comes of Age
PY  - 2006/01
VL  - 69
IS  - 4
SP  - pp 26-33
AB  - A major factor in quality of life for older people is their need for continued safety and mobility as they age.  Transportation that enables seniors to remain in their homes, to remain engaged in community life as active and contributing members, has been cited as the critical link that makes all else in life possible. This article is the first in a series that looks at how various groups across the country are managing issues related to the older road user, including program development, projects, and activities.  The authors discuss the demographics of older road users, selected national activities related to the older road activities, including those of industry (car manufacturers and after-market vendors), organizations and associations, and academia.  The authors include an introduction to the additional articles that will be published in the series.
KW  - Aged
KW  - Aging (Biology)
KW  - Demographics
KW  - Development
KW  - High risk drivers
KW  - Mobility
KW  - Organizations
KW  - Pedestrian safety
KW  - Quality of life
KW  - Safety
KW  - Transportation planning
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/06jan/04.cfm
UR  - https://trid.trb.org/view/778738
ER  - 

TY  - JOUR
AN  - 01020701
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Scriba, Tracy
AU  - Seplow, Jennifer
TI  - Rule on Work Zone Safety and Mobility
PY  - 2006/01
VL  - 69
IS  - 4
SP  - pp 19-25
AB  - This article describes the Federal Highway Administration (FHWA) updated 23 CFR 630 Subpart J, the Rule of Work Zone Safety and Mobility (the Rule), published on September 9, 2004.  The Rule provides a decision-making framework for considering the broader safety and mobility impacts of work zones across all stages of a project.  The updated Rule fosters customer-focuses project delivery that considers both the safety and mobility impacts of work zones, from initial systems planning through construction and maintenance.  All State and local governments that received Federal-aid highway funding must implement the Rule by October 12, 2007.  The authors provide an overview of the Rule, discuss how the new policies can be defined and implemented, how to assess and manage work zone impacts systematically during project development and implementation, how to identify significant projects, transportation management plans (TMP), and resources to help State and local agencies implement the updated Rule.  The final section of the article describes a guide, Developing and Implementing Transportation Management Plans for Work Zones (FHWA-HOP-05-066), that can help agencies develop, implement, and monitor TMPs.  The guide includes a matrix of strategies for managing work zone impacts, such as traffic control devices, project coordination, motorist information, incident management, and enforcement.  Another guide, Work Zone Public Information and Outreach Strategies Guide (FHWA-HOP-05-067) presents information based on a review of approximately 30 project-specific outreach campaigns for work zones located across the country.  The underlying focus of this guide is that successful public information and outreach campaigns must be thought out and planned by project partners well before construction.
KW  - Federal aid highways
KW  - Federal government agencies
KW  - Highway planning
KW  - Incident management
KW  - Mobility
KW  - Project management
KW  - Public information programs
KW  - Traffic control devices
KW  - Traffic law enforcement
KW  - U.S. Federal Highway Administration
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/publications/publicroads/06jan/03.cfm
UR  - https://trid.trb.org/view/778737
ER  - 

TY  - JOUR
AN  - 01020694
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Capka, J Richard
TI  - Financing Megaprojects
PY  - 2006/01
VL  - 69
IS  - 4
SP  - pp 12-18
AB  - This article discusses the financing of megaprojects, defined as $500 million-plus major infrastructure projects designed to increase the capacity of the transportation infrastructure and improve mobility.  The author notes that states and localities are already busy meeting the requirements of operating, maintaining, and rehabilitating existing highway systems.  Also, the size of megaprojects makes traditional financing approaches unfeasible.  The author considers the emerging trend of using private-sector dollars to partially or totally finance megaprojects.  Other topics covered include major projects completed during the 1990s, federal legislation related to megaprojects, funding variations, GARVEE and TIFIA programs, public-private partnerships, developing valid estimates, new skills required of public-sector decisionmakers, and financing for the future.  The author concludes that by combining the various tools and techniques available, including stretching public dollars with private investment, highway agencies will have more options to deliver innovation, cost savings, and quality improvements.
KW  - Capital
KW  - Cost effectiveness
KW  - Federal government agencies
KW  - Financing
KW  - Highway planning
KW  - Infrastructure
KW  - Legislation
KW  - Megaprojects
KW  - Public private partnerships
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/06jan/02.cfm
UR  - https://trid.trb.org/view/778736
ER  - 

TY  - JOUR
AN  - 01020696
JO  - Public Roads
PB  - Federal Highway Administration
AU  - Weingroff, Richard F
TI  - The Year of the Interstate
PY  - 2006/01
VL  - 69
IS  - 4
SP  - pp 2-11
AB  - These article describes the activities that will commemorate the 50 years of the Interstate Highway System.  The author first reviews the history of the Interstate System, including the Federal-Aid Highway Act of 1944, the role of President Dwight D. Eisenhower, the Federal-Aid Highway Act of 1956, the role of Frank Turner, and the evolution of the Interstate System from drawing-board to reality.  The author notes that one of the most important features of the Interstate System is uniformity in design and signage to eliminate surprises that could result in safety and operational problems.  In addition, the close partnership between Federal and State agencies played an important role in establishing standards in design, operations, and safety.  The public and private partners who created the Interstate System adapted the highways to operational and safety experience, criticism from the environmental community and safety advocates, and advances in bridge, pavement, and tunnel technologies.  The author concludes that the 50th anniversary is an opportunity not only to tell a big story about the past, but also to focus public attention on the future of the Interstate.
KW  - Design standards
KW  - Federal Aid Highway Act
KW  - Federal aid highways
KW  - Federal government agencies
KW  - Highway operations
KW  - History
KW  - Interstate highways
KW  - Interstate transportation
KW  - Traffic control devices
KW  - U.S. Federal Highway Administration
UR  - http://www.fhwa.dot.gov/publications/publicroads/06jan/01.cfm
UR  - https://trid.trb.org/view/778735
ER  - 

TY  - RPRT
AN  - 01020182
AU  - Dailey, Daniel J
AU  - Wall, Zach
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - A General Simulation Model for Use with Real Freeway Data to Perform Congestion Prediction--Phase 3
PY  - 2006/01//Final Research Report
SP  - 52p
AB  - The overall goal of this project is to create a method for predicting traffic congestion on freeway corridors.  This report documents the calibration of the model and demonstrates its verisimilitude across full days and over 10 mi.  In addition, it provides a demonstration of the utility of the model by testing its ability to perform simulation of vehicle behavior under unusual conditions.  Inter-vehicle communication via wireless communication to improve safety is simulated, and the resulting safety and congestion reduction that can be gained by sharing vehicle states is demonstrated.
KW  - Calibration
KW  - Freeways
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Reduction (Decrease)
KW  - Simulation
KW  - Traffic congestion
KW  - Traffic safety
KW  - Vehicle to vehicle communications
KW  - Wireless communication systems
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/633.1.pdf
UR  - https://trid.trb.org/view/775611
ER  - 

TY  - RPRT
AN  - 01019587
AU  - Lee, Jim C
AU  - Kidd, Brennan D
AU  - Bonneson, James A
AU  - Zimmerman, Karl H
AU  - Lee Engineering, LLC
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Off-Ramp Right Turn Control at Single Point Urban Interchanges Without Frontage Roads
PY  - 2006/01//Final Report
SP  - 161p
AB  - This study focused on the control of the off-ramp right turn movement at single point urban interchanges (SPUIs) without frontage roads.  The objective of this research project was to evaluate the safety and efficiency of traffic control for off-ramp right turns.  For the purposes of this project, two common forms of off-ramp right turn traffic control were investigated: signal control and yield control.  The process followed during this research focused on two main aspects of the off-ramp right turn movement:  safety and operations.  The project was composed of the following stages:  literature review, safety analysis and operation analysis.  Literature Review: A literature review was conducted to provide the research team a broader perspective on other studies concerned with this aspect of SPUIs.  The review was looking for the various traffic controls and interchange configurations that could particularly affect the safety and operation efficiency of off-ramp right turn movement.  Safety Analysis: Long-term trends in crash occurrences and short-term observations of conflicts at six study sites (12 off-ramp locations) were analyzed.  Crash rates and conflict rates were determined in order to compare and contrast the two means of assessing safety as well as how they relate to the type of the traffic control used at the off-ramps.  Operations Analysis:  Detailed traffic data collected at the study sites were used to calculate actual delays for off-ramp right turn movements at the study sites.  These field data were also used to conduct simulations of interchange sites, which supplemented the calculations based on the limited sample of study sites.  The simulation models provided a means of testing different combinations of off-ramp right turn control types and overall interchange conditions in order to determine the effects of signal and yield control.
KW  - Crash rates
KW  - Crashes
KW  - Efficiency
KW  - Evaluation
KW  - Frontage roads
KW  - Highway operations
KW  - Literature reviews
KW  - Off ramps
KW  - Right turns
KW  - Single point urban interchanges
KW  - Traffic conflicts
KW  - Traffic control
KW  - Traffic data
KW  - Traffic delays
KW  - Traffic safety
KW  - Traffic signals
KW  - Traffic simulation
KW  - Yield control
KW  - Yield signs
UR  - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ556.pdf
UR  - https://trid.trb.org/view/775443
ER  - 

TY  - RPRT
AN  - 01019585
AU  - LaForce, Robert
AU  - Yeh and Associates, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Performance of Colorado's First Rubblization Project on I76 Near Sterling
PY  - 2006/01//Final Report
SP  - 59p
AB  - This report documents the six-year performance of the Colorado Department of Transportation's (CDOT’s) first rubblization of portland cement concrete pavement (PCCP) project. The project is located on I 76 near Sterling, Colorado, and was selected to demonstrate the use of the resonant breaker and multi-head hammer methods of rubblization and the performance of the new hot mix asphalt (HMA) overlay. Edge drains were also installed and evaluated. Crack and seat technology was also to be constructed, but the equipment was unable to adequately fracture the interlocked reactive aggregate slabs, so the treatment was not used for construction. Findings from this study include the following: (1) Falling-weight deflectometer data from 2004 shows that the pavement has adequate structure to carry the traffic loading on I 76. (2) The HMA pavement has no distresses associated with reflective cracking from the old concrete pavement and has not demonstrated any settlement, permanent deformation (rutting), or other distresses as a result of the rubblization processes. (3) Both rubblization methods appear to have accomplished the required break-up of the old concrete pavement and both methods should be allowed on future projects. (4) The tightly locked slabs resulting from reactive aggregate problems did not require any special requirements for rubblization. The standard fracturing required for each rubblization method was adequate to prevent damage to the new HMA overlay. (5) The HMA pavement is performing similar to other newly constructed asphalt pavements and therefore any life cycle calculations should be treated the same as far as rehabilitation cycles or maintenance costs, except construction costs should include the cost of rubblization and the installation of edge drains. Maintenance costs will need to address edge drain maintenance in the future. (6) The edge drains performed adequately in preventing moisture buildup under the pavement although only small amounts of moisture were encountered. (7) Rubblization may provide CDOT with a cost competitive tool for the rehabilitation of old concrete pavements.
KW  - Asphalt mixtures
KW  - Colorado
KW  - Comminution
KW  - Concrete pavements
KW  - Crack and seat treatment
KW  - Edge drains
KW  - Falling weight deflectometers
KW  - Hot mix asphalt
KW  - Life cycle costing
KW  - Maintenance costs
KW  - Multi-head breakers
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Reactive aggregates
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Resonant breakers
KW  - Rutting
KW  - Slabs
UR  - http://www.dot.state.co.us/Publications/PDFFiles/rubblization.pdf
UR  - https://trid.trb.org/view/775670
ER  - 

TY  - RPRT
AN  - 01019157
AU  - Simpson, Jim
AU  - Harik, Issam
AU  - Chiaw, Choo Ching
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Shear Repair of P/C Box Beams Using Carbon Fiber Reinforced Polymer (CFRP) Fabric
PY  - 2006/01//Final Report
SP  - 39p
AB  - This report documents the retrofit work carried out on the KY3297 Bridge over Little Sandy River in Carter County, Kentucky.  Field investigation and evaluation revealed that the bridge superstructure was deficient in shear.  The repair work was carried out using externally bonded carbon fiber reinforced polymer (CFRP) fabric system.  The repair, using externally bonded fiber system, offers the following benefits: (1) the use of light construction equipment, hand kits and tools, (2) minimal traffic disruption as all lanes were open to traffic while work was being performed underneath the bridge, and (3) cost saving; the cost of the repair and 3-years monitoring was USD $105,000.00 compared to the estimated superstructure replacement cost of USD $600,000.00.  The repair began in June 2001 and was completed in October 2001.  After the repair, crack gauges were used to monitor all shear cracks that existed in the bridge.  Inspection of the bridge was carried out at specific intervals from October 2001 to July 2005.  No crack movement has been observed during the inspections.  This indicates that the retrofit was a success.
KW  - Benefits
KW  - Box beams
KW  - Carbon fibers
KW  - Carter County (Kentucky)
KW  - Cost savings
KW  - Fiber reinforced plastics
KW  - Highway bridges
KW  - Inspection
KW  - Monitoring
KW  - Repairing
KW  - Retrofitting
KW  - Shear strength
KW  - Strengthening (Maintenance)
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_06_01_FRT_114_01_1F.pdf
UR  - https://trid.trb.org/view/773152
ER  - 

TY  - RPRT
AN  - 01019155
AU  - Chiaw, Choo Ching
AU  - Harik, Issam
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Performance Evaluation of Concrete Bridge Decks Reinforced with MMFX and SSC Rebars
PY  - 2006/01//Final Report
SP  - 25p
AB  - This report investigates the performance of bridge decks reinforced with stainless steel clad (SSC) and micro-composite multistructural formable steel (MMFX) rebars.  The two-span Galloway Road Bridge on route CR5218 over North Elkhorn Creek in Scott County, KY, was reinforced with SSC rebars in one span and MMFX rebars in the second span.  The reinforcements are intended to prolong the service life of the newly constructed bridge decks due to the expected corrosion-resistance capability.  Moment-curvature analyses indicated that MMFX RC decks had 57% and 85% higher strengths than SSC RC decks in positive and negative moment regions, respectively.  The areas under the moment-curvature curves, a ductility indicator, of the MMFX RC decks, however, were 5% and 14% less than that of SSC RC decks in similar regions.  Field performance of the bridge decks was monitored beginning in August 2001, following their completion in July 2001.  Field evaluation consists of locating and measuring crack formation.  As of September 2005, the cracks in the deck were not measurable since the maximum observed crack width was less than the smallest unit (1/100 in.) on the crack comparator.  This is also less than the maximum crack width (0.013 in.) allowed by the American Association of State Highway and Transportation Officials (ASSHTO) Standard for exterior exposure.
KW  - Bridge decks
KW  - Corrosion resistance
KW  - Cracking
KW  - Curvature
KW  - Ductility
KW  - Microcomposite steel
KW  - Moments (Mechanics)
KW  - Monitoring
KW  - Performance
KW  - Reinforcing bars
KW  - Scott County (Kentucky)
KW  - Stainless steel
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_06_02_FRT_113_01_1F.pdf
UR  - https://trid.trb.org/view/773153
ER  - 

TY  - RPRT
AN  - 01019093
AU  - AAA Foundation for Traffic Safety
AU  - Federal Highway Administration
AU  - National Highway Traffic Safety Administration
TI  - Traffic Safety Issues of the Future: A Long Range Research Agenda
PY  - 2006/01
SP  - 75p
AB  - To stimulate multi-disciplinary and multi-organizational thinking on traffic safety research issues, the AAA Foundation for Traffic Safety (AAAFTS), in cooperation with the Federal Highway Administration (FHWA) and the National Highway Traffic Safety Administration (NHTSA), sponsored a planning workshop at AAAFTS in Washington, DC on October 11-12, 2005. Over forty invited traffic safety researchers and practitioners attended. The workshop’s objectives were to identify and prioritize national long-term traffic safety research needs, with special emphasis on identifying gaps in existing research plans. At the workshop three interdisciplinary groups were formed to address issues relating to: highway and the environment, human factors, and vehicles.  Recommendations were also targeted to these three interdisciplinary traffic safety groups.
KW  - Future
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Human factors in crashes
KW  - Infrastructure
KW  - Research
KW  - Strategic planning
KW  - Traffic safety
KW  - Vehicle design
KW  - Vehicle factors in crashes
KW  - Vehicle safety
KW  - Workshops
UR  - http://www.aaafoundation.org/pdf/FuturesReport.pdf
UR  - https://trid.trb.org/view/775139
ER  - 

TY  - SER
AN  - 01019037
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Federal Highway Administration University Course on Bicycle and Pedestrian Transportation
PY  - 2006/01
SP  - 4p
AB  - This TechBrief discusses the second edition of the Federal Highway Administration (FHWA) University Course on Bicycle and Pedestrian Transportation, which is now available from the FHWA.  The publication is a set of resources designed to provide background materials for an undergraduate or graduate university course on bicycling or walking.  The course is divided into five modules, as follows: 1. Course Introduction; 2. Bicycle and Pedestrian Planning; 3. Pedestrian Facility Design; 4. Bicycle Facility Design; 5. Issues Common to Bicycle and Pedestrian Transportation.
KW  - Bicycle facilities
KW  - Bicycles
KW  - Bicycling
KW  - Curricula
KW  - Design
KW  - Pedestrian areas
KW  - Pedestrians
KW  - Transportation planning
KW  - U.S. Federal Highway Administration
KW  - Universities and colleges
KW  - Walking
UR  - http://www.fhwa.dot.gov/publications/research/safety/pedbike/05085/index.cfm
UR  - https://trid.trb.org/view/775679
ER  - 

TY  - SER
AN  - 01019029
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Protocol for Selecting ASR-Affected Structures for Lithium Treatment
PY  - 2006/01
SP  - 8p
AB  - This TechBrief describes a protocol for evaluating damaged concrete structures to determine whether they are suitable candidates for lithium treatment to address alkali-silica reaction (ASR).  A major part of the TechBrief's source document, Protocol for Selecting Alkali-Silica Reaction (ASR)-Affected Structures for Lithium Treatment (FHWA-HRT-04-113), deals with the approach/tools that can be used to determine whether ASR is the principal cause, or only a contributing factor to, the observed deterioration (diagnosis); determine the extent of deterioration due to ASR in the structure; and evaluate the potential for future expansion due to ASR (prognosis).  A full version of the report is available through the Federal Highway Administration (FHWA).
KW  - Aggregates
KW  - Alkali silica reactions
KW  - Concrete pavements
KW  - Concrete structures
KW  - Deterioration
KW  - Diagnosis
KW  - Evaluation
KW  - Expansion
KW  - Future
KW  - Lithium
KW  - Prognosis
KW  - Protocols
UR  - http://www.fhwa.dot.gov/pavement/pccp/pubs/06071/06071.pdf
UR  - https://trid.trb.org/view/775678
ER  - 

TY  - RPRT
AN  - 01019027
AU  - Department of Transportation
AU  - Federal Highway Administration
AU  - National Highway Traffic Safety Administration
TI  - Traffic Signal Preemption for Emergency Vehicles: A Cross Cutting Study. Putting the "First" in "First Response"
PY  - 2006/01
SP  - 52p
AB  - A key issue facing localities in the U.S. is the challenge that rapid growth in populated areas places on the fire/rescue and Emergency Medical Services (EMS) community. Constrained by tight budgets, officials must make decisions on how to provide appropriate levels of service while at the same time coping with increasing demand for services and increasing congestion levels. Emergency vehicles (EVs) operating in higher congestion levels are at higher risk for involvement in crashes and are subject to unpredictable delays in reaching the scene of a fire or crash. One means to offset the effects of congestion is the installation of emergency vehicle preemption (EVP) equipment at signalized intersections. This Intelligent Transportation Systems (ITS) technology provides a special green interval to the EV approach while providing a special red interval on conflicting approaches. The material presented in this cross-cutting study is derived primarily from two types of sources: written sources and interviews. Interviews were conducted at three sites—Fairfax County, Virginia; Plano, Texas; and St. Paul, Minnesota—that were selected to show a wide range of EVP deployment options, including jurisdiction size, scope of EVP deployment, jurisdictional responsibilities, and the use of the system by police and transit. Individuals interviewed include local policy makers, fire chiefs, transportation and traffic engineers, fire/rescue and EMS vehicle drivers, police officers, and signal system technicians. This study includes a summary of the experience for the three sites with regard to the benefits experienced, costs incurred, and lessons learned. The purpose of the study is to enable other jurisdictions to benefit from the composite experience of others in an effort to reduce the time required to move from a good idea to real improvements in the delivery of emergency services.
KW  - Ambulances
KW  - Benefits
KW  - Costs
KW  - Deployment
KW  - Drivers
KW  - Emergency medical services
KW  - Emergency response time
KW  - Emergency vehicles
KW  - Fairfax County (Virginia)
KW  - Fire vehicles
KW  - Firefighters
KW  - Fires
KW  - Highway safety
KW  - Highway traffic control
KW  - Intelligent transportation systems
KW  - Interviewing
KW  - Jurisdictions
KW  - Lessons learned
KW  - Plano (Texas)
KW  - Police
KW  - Policy making
KW  - Public transit
KW  - Responsibilities
KW  - Saint Paul (Minnesota)
KW  - Search and rescue operations
KW  - Signalized intersections
KW  - Traffic congestion
KW  - Traffic crashes
KW  - Traffic delays
KW  - Traffic engineers
KW  - Traffic signal preemption
KW  - Transportation engineers
KW  - Utilization
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14097.htm
UR  - http://ntl.bts.gov/lib/jpodocs/repts_te/14097_files/14097.pdf
UR  - https://trid.trb.org/view/775779
ER  - 

TY  - RPRT
AN  - 01018733
AU  - Sharp, Stephen R
AU  - Virmani, Y Paul
AU  - Virginia Transportation Research Council
AU  - Virginia Department of Transportation
AU  - Federal Highway Administration
TI  - Factors that Influence the Efficiency of Electrochemical Chloride Extraction During Corrosion Mitigation in Reinforced Concrete Structures
PY  - 2006/01//Final Report
SP  - 30p
AB  - Electrochemical chloride extraction (ECE) is an electrochemical bridge restoration method for mitigating corrosion in reinforced concrete structures. ECE does this by moving chlorides away from the reinforcement and out of the concrete while simultaneously increasing the alkalinity of the electrolyte near the reinforcing steel. Despite its proven success, ECE is not used extensively in part because of an incomplete understanding of the following three issues: (1) the time required for ECE with varying water-to-cement ratios (w/c) and cover depths; (2) the cause of the decrease in current flow and, therefore, chloride removal rate during ECE; (3) the additional service life that can be expected following ECE when the treated member is subjected to chlorides. This study addressed the first two issues. Plain carbon steel reinforcing bars were embedded in portland cement concrete slabs of varying w/c and cover depths and then exposed to sodium chloride solutions. A fraction of the slabs contained sodium chloride as an admixture. All slabs were subjected to cyclical ponding with a saturated solution of sodium chloride. ECE was then used to remove the chlorides from the slabs while electrical measurements were made in the different layers between the reinforcing bar (cathode) and the titanium mat (anode) to follow the progress of the ECE process. The resistance of the outer concrete surface layer increased during ECE, inevitably restricting current flow, and the resistance of the underlying concrete either decreased or remained constant. During ECE, a white residue, or surface film, formed on the surface of the concrete. The residue contained calcium carbonate, calcium chloride, and other yet unidentified minor components when calcium hydroxide was used as the electrolyte. The surface film can be removed mechanically or, to some extent, inhibited chemically. There was no obvious relationship among cover depth, w/c, and chloride extraction efficiency, although cover depth did influence the current density. The investigators recommend that the Virginia Department of Transportation’s Structure & Bridge Division (1) require that contractors mechanically remove the latent surface layer of concrete prior to treatment using ECE and (2) discuss with corrosion consultants the potential for using a scale inhibitor during ECE to increase the efficiency of chloride removal. The benefits and costs assessment of treating a structure using ECE can not currently be determined, but research currently underway will provide the necessary information for the assessment.
KW  - Alkalinity
KW  - Anodes
KW  - Benefit cost analysis
KW  - Calcium carbonate
KW  - Calcium chloride
KW  - Calcium hydroxide
KW  - Carbon steel
KW  - Cathodes
KW  - Chlorides
KW  - Concrete structures
KW  - Corrosion
KW  - Costs
KW  - Cover depth
KW  - Electrical measurement
KW  - Electrochemical chloride extraction
KW  - Electrolytes
KW  - Reinforced concrete bridges
KW  - Reinforcing bars
KW  - Restoration
KW  - Slabs
KW  - Sodium chloride
KW  - Surfaces
KW  - Titanium
KW  - Water cement ratio
UR  - http://www.virginiadot.org/vtrc/main/online_reports/pdf/06-r16.pdf
UR  - http://ntl.bts.gov/lib/37000/37200/37275/06-r16.pdf
UR  - https://trid.trb.org/view/775152
ER  - 

TY  - RPRT
AN  - 01531742
AU  - Miller, Heather J
AU  - Guthrie, W Spencer
AU  - Crane, Rebecca A
AU  - Smith, Brad
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Evaluation of Cement-Stabilized Full-Depth-Recycled Base Materials for Frost and Early Traffic Conditions
PY  - 2006///Final Report
SP  - 107p
AB  - A primary goal of this research was to characterize the properties of cement-treated base (CTB) materials constructed from reclaimed asphalt pavement (RAP) and aggregates obtained from several locations in New England. Extensive laboratory testing was performed to evaluate the strength and durability of the materials in the untreated condition and after treatment with various levels of cement. Testing included determinations of particle-size distributions, moisture-density relationships, unconfined compressive strength (UCS) values, and moisture susceptibility classifications for the materials. The results of the laboratory testing were used to establish design parameters for field test sections constructed in the summer of 2005. Field testing was conducted to characterize the structural properties of both cement-treated and untreated full-depth recycling (FDR) base materials subjected to early trafficking. One of the field test sites was also monitored during the 2005-2006 winter and spring to examine variations in performance-related properties that result from seasonal changes in temperature and moisture content. In addition to conducting the laboratory and field testing, the scope of this project included evaluation of six mechanistic-empirical models for predicting fatigue of CTB layers. Knowledge of the fatigue life of CTB layers is useful to pavement engineers during the design process, especially in situations in which the base layer will be expected to bridge over weak subgrades. For example, during spring in cold regions, frost-susceptible subgrade soils may exhibit severe thaw weakening and markedly reduced bearing capacities. In this situation, the decreased support beneath the CTB layers permits the occurrence of greater horizontal tensile stress in the CTB layer at its interface with the subgrade. Depending on the magnitude of the induced tensile stress relative to the tensile strength of the CTB material, bottom-up cracking may occur, deteriorating the pavement integrity. Based upon the available numerical models, charts were developed to predict expected pavement life associated with varying asphalt concrete and CTB thicknesses and varying CTB and subgrade modulus values. This report describes the laboratory and field testing that was conducted, as well as the numerical modeling regarding the fatigue life of CTB layers. The research findings and design recommendations are summarized in the conclusion, and suggested specifications for construction of cement-treated FDR base layers are included in Appendix B.
KW  - Cement treated bases
KW  - Durability
KW  - Fatigue (Mechanics)
KW  - Field tests
KW  - Full-depth reclamation
KW  - Laboratory tests
KW  - Reclaimed asphalt pavements
KW  - Service life
KW  - Tensile strength
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/p28final.pdf
UR  - https://trid.trb.org/view/1316342
ER  - 

TY  - RPRT
AN  - 01531738
AU  - Melton, Jeffrey S
AU  - University of Wisconsin, Madison
AU  - University of New Hampshire, Durham
AU  - Federal Highway Administration
TI  - Accelerated Carbonation of Contaminated Soils for Beneficial Use Applications
PY  - 2006///Final Report
SP  - 8p
AB  - The goal of this research was to determine if a new processing technique for contaminated soils and sediment would produce artificial aggregates that could be utilized in beneficial use applications. The artificial aggregates are prepared using an accelerated carbonation technique where soil, water and Portland cement are mixed in a carbon dioxide rich atmosphere to form a solid material that essentially has a calcium carbonate/soil matrix. A statistical design of experiments approach was applied to analyze various artificial aggregate mixtures. In order to determine the key process parameters for process optimization, laboratory scale experiments were performed. Full scale experiments were carried out on optimum mixture taking into consideration key process parameters. For the suitability of these artificial aggregates in highway environment different kinds of analyses were performed to ensure solidification and stabilization of contaminated sediments.
KW  - Artificial aggregates
KW  - Calcium carbonate
KW  - Carbonation
KW  - Contaminated soils
KW  - Laboratory tests
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/10/P34Final.pdf
UR  - https://trid.trb.org/view/1316336
ER  - 

TY  - RPRT
AN  - 01512776
AU  - United States Federal Highway Administration
TI  - SR 167 Puyallup to SR 509, cities of Puyallup, Fife, Edgewood, Milton, and Tacoma Pierce County : environmental impact statement
PY  - 2006///Volumes held: Draft, Final
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1297100
ER  - 

TY  - RPRT
AN  - 01507021
AU  - United States Federal Highway Administration
TI  - St. Croix River Crossing Project, Trunk Highway 36, Washington County, Minnesota, State Trunk Highway 64, St. Croix County, Wisconsin : environmental impact statement
PY  - 2006///Volumes held: Supplement to the draft, Fsup
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/1291345
ER  - 

TY  - ABST
AN  - 01462772
TI  - Modification of Existing Prestressed Girder Cross-Sections for the Optimal Structural Use of Ultra-High Performance Concrete
AB  - The first stage of implementing UHPC into the bridge inventory in many States will likely be to use it in place of HPC in standard prestressed I-girders. These standard I-girders were designed for use with certain strengths of concrete, and are not structurally optimized for the high compressive strength and useable tensile capacity of UHPC. Research to date has demonstrated that the material characteristics of UHPC are well suited for use in precast bridge components, but that existing component cross-sections cast with UHPC exhibit excessively large reserve capacities. The leap between common prestressed girder designs and designs that are fully optimized for the properties of UHPC may be too great for many State Departments of Transportation. As such, an intermediate step wherein the bridge owner can become acquainted with the advanced properties of UHPC while still utilizing a familiar structural shape is necessary. This intermediate step also is valuable to other links in the supply chain (i.e., designer, fabricator, erector) as it will allow this traditionally risk averse industry to experience an advancement in the state-of-the-art without incurring what they perceive to be excessive risks. Therefore, the purpose of this research program is to investigate existing bridge girder cross-sections to determine which are best suited to modification for use with UHPC. This analytical study considers factors including structural efficiency in flexure, structural efficiency in shear, pre- and post-tensioning, popularity of the underlying structural form, and ease of existing girder shape modification to achieve desired form.
KW  - Compressive strength
KW  - Cross sections
KW  - Girder bridges
KW  - High performance concrete
KW  - I-girders
KW  - Posttensioning
KW  - Prestressed concrete bridges
KW  - Research projects
KW  - Tensile strength
KW  - Ultra high performance concrete
UR  - https://trid.trb.org/view/1230995
ER  - 

TY  - ABST
AN  - 01462771
TI  - Cylinder or Cube: Compression Strength Testing of 12 to 30 ksi Concrete
AB  - Accurate determination of the compressive strength of very high strength concretes is currently a difficult proposition due to large testing machine capacity requirements and the need for cylinder end preparation. An experimental program is being conducted to determine whether alternate specimen types can be reliably used to determine the compressive strength of an ultra-high performance concrete in the strength range from 12 to 30 ksi. 2 in., 3 in., and 4 in. cylinders were tested alongside 2 in., 2.78 in., and 4 in. cube specimens. Preliminary results have demonstrated that the 3 in. cylinder as well as the 2.78 in. and the 4 in. cubes were found to be acceptable alternatives to the standard 4 in. cylinder specimen. The 2.78 in. cube specimen results to date have indicated that it can provide acceptable results for situations where cylinder end preparation and machine capacity are concerns.
KW  - Compressive strength
KW  - Cubes
KW  - Cylinders
KW  - High performance concrete
KW  - Research projects
KW  - Testing equipment
KW  - Ultra high performance concrete
UR  - https://trid.trb.org/view/1230994
ER  - 

TY  - ABST
AN  - 01460073
TI  - LTPP - On-Site Technical Support Contractor
AB  - This contract shall provide for non-personal engineering, technical, and administrative support services required to effectively accomplish the objectives of the Federal Highway Administration's Long Term Pavement Performance (LTPP) research program. Services may require the provision of staff and the procurement of material. Travel may be required. Support for the Manual Distress Program and the LTPP program may include the preparation, editing, review and publication of documents and directives, and may also involve training, distribution assistance, and analysis as required. Other tasks may involve data processing and analysis services relating to the LTPP database, planning National Meetings/Workshops, and other technical and administrative assistance with the LTPP Customer Support Service Center.
KW  - Administration
KW  - Databases
KW  - Long-Term Pavement Performance Program
KW  - Procurement
KW  - Research projects
KW  - Technical support
KW  - Training
KW  - Workshops
UR  - https://trid.trb.org/view/1228289
ER  - 

TY  - RPRT
AN  - 01388896
AU  - Federal Highway Administration (FHWA)
AU  - American Council of Engineering Companies (ACEC)
AU  - American Association of State Highway and Transportation Officials (AASHTO)
TI  - Improving the quality of the environmental documents: a report of the Joint AASHTO/ACEC Committee in cooperation with the Federal Highway Administration
SN  - 1560513489
PY  - 2006
SP  - 35p
KW  - Documentation
KW  - Documentation
KW  - Documents
KW  - Environment
KW  - Environment
KW  - Environmental impact analysis
KW  - Environmental impact assessment (EIA)
KW  - Legislation
KW  - Legislation
KW  - Planning and Environment
KW  - Quality control
KW  - Quality control
KW  - Usa
UR  - http://environment.transportation.org/pdf/IQED-1_for_CEE.pdf
UR  - https://trid.trb.org/view/1156662
ER  - 

TY  - RPRT
AN  - 01388192
AU  - United States. Federal Highway Administration (FHWA). Turner-Fairbank Highway Research Center
AU  - United States. Federal Highway Administration. Turner-Fairbank Highway Research Center
TI  - Performance plan: fiscal year 2006-2007
PY  - 2006
IS  - FHWA-HRT-06-037
SP  - 35p
KW  - Research
KW  - Research and development
KW  - Research and educational facilities
KW  - Research organization
KW  - Strategic planning
KW  - Strategic planning
KW  - Usa
UR  - https://trid.trb.org/view/1155958
ER  - 

TY  - RPRT
AN  - 01155882
AU  - Federal Highway Administration
TI  - Prefabricated Bridge Elements and Systems Cost Study: Accelerated Bridge Construction Success Stories
PY  - 2006
SP  - 56p
AB  - The prefabricated bridge elements and systems (PBES) cost study documents the details related to savings in time and money on nine PBES projects in states across the country. All nine projects are replacement projects, and as such reducing the impact of onsite construction to motorists was a priority. Each project is an example of how various combinations of prefabrication and effective contracting strategies were used to achieve the accelerated onsite construction timeline. In all cases the onsite construction time was significantly reduced relative to conventional construction, and five of the replacement projects were completed with no impact to rush-hour traffic. The combined construction cost savings on these nine projects is $30M, where savings are defined as the difference between engineer’s estimate and awarded bid.
KW  - Accelerated construction
KW  - Case studies
KW  - Construction projects
KW  - Contracting
KW  - Costs
KW  - Prefabricated bridges
KW  - Replacement (Bridges)
KW  - United States
UR  - https://trid.trb.org/view/916540
ER  - 

TY  - RPRT
AN  - 01153216
AU  - Federal Highway Administration
TI  - Intelligent Transportation System Deployment Analysis System (IDAS)
PY  - 2006
SP  - 2p
AB  - Limited methods exist to analyze the costs and benefits of intelligent transportation systems (ITS) and operations projects and strategies as part of the transportation planning process. Few methods exist for transportation planners and engineers to analyze the costs and benefits of ITS and operations projects and strategies as part of the transportation planning process. The quantification of these costs and benefits is especially difficult for planners and engineers that use travel demand forecasting models to evaluate investments because these models cannot capture the benefits derived from ITS and operations technologies. Intelligent Deployment Analysis System (IDAS) provides information to facilitate the planning, programming, and integration of ITS and operations projects into State, regional, and local improvement programs.
KW  - Benefit cost analysis
KW  - Intelligent transportation systems
KW  - ITS Deployment Analysis System
KW  - Programming (Planning)
KW  - Public transit
KW  - Strategic planning
KW  - Transit operating agencies
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/operations/ops_mrt_idas.pdf
UR  - https://trid.trb.org/view/914774
ER  - 

TY  - RPRT
AN  - 01153215
AU  - Federal Highway Administration
TI  - Load and Resistance Factor Design (LRFD) and Rating of Structures
PY  - 2006
SP  - 2p
AB  - Transportation agencies seek a more uniform level of safety and reliability for highway structures. A 1987 Transportation Research Board study concluded that the American Association of State Highway and Transportation Officials’ (AASHTO) Standard Specifications for Highway Bridges contained gaps and inconsistencies and did not use the latest design philosophy and knowledge. In response, AASHTO first adopted the Load and Resistance Factor Design (LRFD) Bridge Design Specification in 1994 and the Guide Manual for Condition Evaluation and Load and Resistance Factor Rating (LRFR) of Highway Bridges in 2002. LRFD incorporates state-of-the-art analysis and design methodologies with load and resistance factors based on the known variability of applied loads and material properties. These load and resistance factors are calibrated from actual bridge statistics to ensure a uniform level of safety.
KW  - Bridge design
KW  - Highway bridges
KW  - Load and resistance factor design
KW  - Reliability
KW  - Safety
KW  - Structural design
KW  - Structures
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/structures/str_6LRF.pdf
UR  - https://trid.trb.org/view/914773
ER  - 

TY  - RPRT
AN  - 01153214
AU  - Federal Highway Administration
TI  - 511 Traveler Information
PY  - 2006
SP  - 2p
AB  - Access to 511 traveler information systems remains limited. Telephone services for travelers provide real-time information about work zones, traffic incidents, and other causes of congestion. They allow travelers to make more informed decisions about their travel routes or modes and increase safety by helping motorists avoid areas with congestion or incidents. The U.S. Department of Transportation (USDOT) petitioned the Federal Communications Commission in 1999 for a three-digit dialing code for travel information and was assigned 511 in 2000. In 2001, the Cincinnati, OH, area became the first location in the country to use 511 for travel information. Why is 511 needed? Before the 511 dialing code was assigned for travel information, more than 300 different telephone numbers provided travel information in the United States. A test drive in 1999 showed that 11 different numbers were required to access travel information on a trip from Washington, DC, to New York, NY. As 10-digit phone numbers and new area codes proliferate, a single, easy-to-remember number will help local and interstate travelers and shippers avoid delays and save time.
KW  - 511 (National Travel Information Number)
KW  - Cellular telephones
KW  - Real time information
KW  - Technological innovations
KW  - Traffic congestion
KW  - Traveler information and communication systems
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/operations/ops_1TI.pdf
UR  - https://trid.trb.org/view/914772
ER  - 

TY  - RPRT
AN  - 01153212
AU  - Federal Highway Administration
TI  - Improved Decisionmaking Using Geographic Information Systems
PY  - 2006
SP  - 2p
AB  - Geographic information systems (GIS) are underutilized in the transportation decision-making process. Transportation planners must incorporate a diversity of information into the planning process; however, this information often takes time to collect, is not centralized, and is not easily presentable. An accessible information tool would be useful in the planning, scoping, permitting, and evaluating processes associated with transportation decision-making. GIS can inform transportation planning GIS is a system of computer hardware and software that collects, stores, analyzes, and disseminates information about areas of the earth. While GIS often helps users create maps, the true power of GIS allows the user to maximize the quality and use of spatial data to answer questions of where, how far, how many, what size, and within what area.
KW  - Arkansas
KW  - Decision making
KW  - Geographic information systems
KW  - Information technology
KW  - Permits
KW  - Planning and design
KW  - Transportation corridors
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/planning/plan_5GIS.pdf
UR  - https://trid.trb.org/view/914775
ER  - 

TY  - RPRT
AN  - 01153210
AU  - Federal Highway Administration
TI  - Transportation, Economic, and Land Use System (TELUS)
PY  - 2006
SP  - 2p
AB  - Faced with numerous projects and limited funds, metropolitan planning organizations and State departments of transportation need to prioritize projects and streamline the transportation planning process. Each metropolitan planning organization (MPO) and State department of transportation (DOT) must decide which projects to include in their respective Transportation Improvement Program (TIP) and State Transportation Improvement Program (STIP). These decisions are based on a variety of factors, including future travel demand, project life cycle costs, land use changes, economic growth, and environmental impacts. MPOs and State DOTs also must be able track these projects as they pass through various stages toward actual construction, with such stages including facility planning, engineering, and design; right-of-way acquisition; advertising; bid review; construction scheduling; and related phases of work. These stages typically occur over several years, and projects frequently are being modified as they pass through the stages. In addition, MPOs and State DOTs are required under Federal transportation planning regulations to ensure increased participation by local officials and citizens in the transportation planning and decision-making processes. All of these duties and functions require MPOs and State DOTs to use increasingly sophisticated data management, decision support, and information dissemination techniques. To do this, transportation officials need an information management system that is easy to use, can store and manipulate large amounts of data, and can present these data to decision-makers and the public in a coherent and timely manner.
KW  - Decision making
KW  - Economic factors
KW  - Land use planning
KW  - Life cycle analysis
KW  - Metropolitan planning organizations
KW  - Right of way (Land)
KW  - State departments of transportation
KW  - State Transportation Improvement Program
KW  - Transportation Improvement Program
KW  - Travel demand
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/planning/plan_8TEL.pdf
UR  - https://trid.trb.org/view/914776
ER  - 

TY  - RPRT
AN  - 01153193
AU  - Federal Highway Administration
TI  - Roundabouts
PY  - 2006
SP  - 2p
AB  - Intersection crashes account for more than 45 percent of all crashes nationwide. Intersection safety is a serious problem in the United States. Addressing this problem is one of the Federal Highway Administration's (FHWA) top priorities. In 2004, more than 2.7 million intersection-related crashes occurred, accounting for more than 45 percent of all crashes in the United States. That same year, intersection fatalities were 9,117 or 21 percent of all traffic fatalities. In addition, approximately 45 percent of all injury crashes, or nearly 900,000 crashes, occurred at intersections. Each year, side-impact crashes, which occur mostly at intersections, cause more than one-third of all vehicle occupant deaths. Why are there so many intersection crashes? An intersection is a planned point of conflict in the roadway system. With different crossing and entering movements by both drivers and pedestrians, an intersection is one of the most complex traffic situations that motorists encounter. Add the element of speeding motorists who disregard traffic controls, and the dangers are compounded. Who is most likely to be affected? Situations involving complex speed-distance judgments under time constraints, as found at intersections, can be problematic for many drivers and pedestrians, especially senior drivers and pedestrians. Approximately half of fatal crashes involving drivers 80 or older take place at intersections.
KW  - Fatalities
KW  - Intersections
KW  - Pedestrian movement
KW  - Pedestrian traffic
KW  - Roundabouts
KW  - Traffic control
KW  - Traffic crashes
KW  - Traffic flow
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/safety/saf_7RND.pdf
UR  - https://trid.trb.org/view/914747
ER  - 

TY  - RPRT
AN  - 01153192
AU  - Federal Highway Administration
TI  - Air Void Analyzer (AVA)
PY  - 2006
SP  - 2p
AB  - Premature deterioration of cement-based concrete structures puts a tremendous financial burden on many transportation agencies. Moreover, badly deteriorated concrete in pavements, bridges, and other highway structures adversely affects economic productivity by increasing the number of work zones while indirectly placing motorists at risk. In much of the United States, concrete deteriorates as a result of repeated freezing and thawing. Damage often is exacerbated by multiple applications of deicing salts, which accelerate cracking, deterioration, and surface scaling. Concrete life can be increased by improving its ability to endure repeated freeze-thaw cycles over its expected design life. The presence of closely spaced air voids in concrete is commonly singled out as the primary factor in improving the freeze-thaw resistance of concrete. Researchers believe that as water expands during freezing, the pressure the water develops increases in relation to the distance it must travel to reach the nearest air void. Consequently, the more closely air voids in concrete are spaced, the less likely it is that the pressure of freezing water will damage the concrete. The air void analyzer (AVA) offers an efficient, real-time method for assessing the distribution of air voids in fresh concrete. The device can characterize the distribution of air voids in less than 30 minutes. With this information, adjustments can be made in the concrete batching process to ensure that air voids are spaced properly.
KW  - Air void analyzers
KW  - Air voids
KW  - Cracking
KW  - Deterioration
KW  - Freeze thaw durability
KW  - Fresh concrete
KW  - Pavement distress
KW  - Service life
UR  - http://www.fhwa.dot.gov/crt/lifecycle/airvoid.cfm
UR  - https://trid.trb.org/view/914722
ER  - 

TY  - RPRT
AN  - 01153191
AU  - Federal Highway Administration
TI  - Maintenance Decision Support System (MDSS)
PY  - 2006
SP  - 2p
AB  - Maintenance managers need better information to make decisions about winter road treatments. Managing winter maintenance activities is a complex endeavor. Ensuring that the plow blades are ready when the first flakes fall is only a small part of the task. Maintenance managers also must know the regulations about chemical applications and environmental impacts and be able to analyze and make sense of multiple and often contradictory weather forecasts. Many maintenance managers also are faced with tight budgets. All of these factors come together, challenging public agencies to meet the traveling public’s high expectation that roads be kept free of snow and ice. Thus, today’s maintenance managers require the ability to efficiently handle multiple tasks and process high volumes of information, or risk getting left behind in the onslaught of winter  weather. The Federal Highway Administration (FHWA) has long recognized the challenges faced by maintenance managers. With the creation of the Road Weather Management Program in the late 1990s, FHWA began to improve the kind of information that was available for winter maintenance. At that time, weather forecasts were plentiful, and a few companies issued road specific forecasts; however, there was no link between the available weather information and the decisions made by maintenance managers about winter road treatments, such as when it is best to treat which roads, and whether salting, plowing, or a combination of approaches is most effective. The recognition of this missing link led to the genesis of the winter Maintenance Decision Support System (MDSS). The MDSS project was a collaboration between a pool of maintenance practitioners from several State departments of transportation (DOT) and five national laboratories.
KW  - Decision support systems
KW  - Deicing chemicals
KW  - Road weather information systems
KW  - Snow and ice control
KW  - Snow removal
KW  - Weather forecasting
KW  - Winter maintenance
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/operations/ops_mrt1.pdf
UR  - https://trid.trb.org/view/914753
ER  - 

TY  - RPRT
AN  - 01153190
AU  - Federal Highway Administration
TI  - Accelerated Construction Technology Transfer (ACTT)
PY  - 2006
SP  - 2p
AB  - An aging system faces increasing traffic demand. Highway construction has intensified in recent years to address two challenges. First, much of the Nation’s aging highway infrastructure was built during the 1950s and 1960s and needs to be rehabilitated or replaced. Second, although highway capacity remained virtually unchanged during the past several decades, traffic demand increased tremendously, causing high levels of congestion. Large construction projects to improve outdated roads and bridges compound traffic problems during extensive construction periods. Today’s motorists demand high-quality roads, but they want them put in place as quickly as possible; they will not settle for a “business as usual” approach.
KW  - Accelerated construction
KW  - Accelerated tests
KW  - Aging infrastructure
KW  - Construction projects
KW  - Road construction
KW  - Technology transfer
KW  - Traffic congestion
KW  - Travel demand
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/construction/cpm_1ac.pdf
UR  - https://trid.trb.org/view/914763
ER  - 

TY  - RPRT
AN  - 01153189
AU  - Federal Highway Administration
TI  - QuickZone
PY  - 2006
SP  - 2p
AB  - Work zones contribute to traffic delays. According to a survey released by the Federal Highway Administration (FHWA), travelers view road repairs as a major contributor to traffic delays, and believe that improvements in traffic flow, pavement conditions, and work zones can enhance driver satisfaction significantly. Despite these findings, project planners typically do not consider the soft cost of traveler delay when making decisions about project staging and duration. The 1998 FHWA report, Meeting the Customer’s Needs for Mobility and Safety During Construction and Maintenance Operations (FHWA-PR-98-01-A), recommended developing an easy-to-master analytical tool to quickly and flexibly estimate and quantify work zone delays in all four phases of the project development process (policy, planning, design, and operations). The result was a traffic delay estimation tool called QuickZone, which is designed for State and local traffic construction, operations, and construction planning contractors.
KW  - Construction phasing
KW  - Highway operations
KW  - Nonrecurrent congestion
KW  - QuickZone (Computer program)
KW  - Traffic congestion
KW  - Traffic control
KW  - Traffic delays
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/operations/ops_5QZ.pdf
UR  - https://trid.trb.org/view/914755
ER  - 

TY  - RPRT
AN  - 01153188
AU  - Federal Highway Administration
TI  - Pavement Smoothness Methodologies
PY  - 2006
SP  - 2p
AB  - Pavement smoothness is probably the single most important indicator of performance from the standpoint of the traveling public. National surveys of road users list smooth pavements as a top highway characteristic. Rough or uneven pavements adversely affect driver safety, fuel efficiency, ride quality, and vehicle wear and tear. Rough pavements also negatively impact pavement durability.
KW  - Durability
KW  - Pavement distress
KW  - Pavement performance
KW  - Ride quality
KW  - Roughness coefficient
KW  - Smoothness
KW  - Wear
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/pavement/pave_5PSM.pdf
UR  - https://trid.trb.org/view/914721
ER  - 

TY  - RPRT
AN  - 01153187
AU  - Federal Highway Administration
TI  - Expanded Polystyrene (EPS) Geofoam
PY  - 2006
SP  - 2p
AB  - Highway capacity is insufficient to meet growing demand. Traffic congestion on highways in the United States continues to be an area of concern to the traveling public. Every year, congestion continues to grow as vehicle travel increases and the Nation’s bridges and roads deteriorate. To help alleviate this growing congestion, capacity on the Nation’s highways and major roads must be expanded. In many circumstances, however, roadway embankment widening or new alignments may require construction over soft or loose soils that are incapable of supporting increased loads. Embankment construction projects must identify innovative materials and construction techniques to accelerate project schedules by reducing vertical stress on the underlying soil.
KW  - Aging infrastructure
KW  - Embankments
KW  - Expanded polystyrene
KW  - Fills
KW  - Geofoam
KW  - Geotechnical engineering
KW  - Highway capacity
KW  - Lightweight materials
KW  - Polystyrene
KW  - Traffic congestion
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/geotech/geo_4EPS.pdf
UR  - https://trid.trb.org/view/914758
ER  - 

TY  - RPRT
AN  - 01153186
AU  - Federal Highway Administration
TI  - Highway Economic Requirements System, State Version (HERS-ST)
PY  - 2006
SP  - 2p
AB  - Transportation agencies need planning tools that help contain improvement costs while enhancing system performance. In the past, transportation agencies have had to rely on engineering applications for long-range planning and programming. However, many agencies are beginning to focus on system performance rather than simply on dollars spent or miles improved. This Transportation Asset Management approach has created a demand for planning tools that incorporate economic factors, especially user benefits and costs, in addition to traditional engineering considerations. Because existing engineering software packages were not designed specifically for managing transportation assets, they did not adequately address these agencies’ changing needs. To address this problem, the Federal Highway Administration (FHWA) developed the Highway Economic Requirements System, State Version (HERS-ST) from the national-level HERS program  that FHWA has used since the early 1990s.
KW  - Asset management
KW  - Economic factors
KW  - Highway Economic Requirements System
KW  - Highway engineering
KW  - System performance
KW  - Transportation engineering
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/planning/plan_hers.pdf
UR  - https://trid.trb.org/view/914761
ER  - 

TY  - RPRT
AN  - 01153185
AU  - Federal Highway Administration
TI  - PEDSAFE
PY  - 2006
SP  - 2p
AB  - Walking frequently has been overlooked in the quest to build sophisticated transportation systems. The tools available in the Pedestrian Safety Guide and Countermeasure Selection System (PEDSAFE) are designed to enable practitioners to effectively select and review engineering, education, or enforcement treatments to reduce pedestrian deaths and injuries and change motorist and/or pedestrian behaviors. The paper provides practitioners with the latest information available for improving Pedestrian safety and accessibility. PEDSAFE is an online system designed to assist practitioners with the selection of countermeasures to address pedestrian safety and accessibility problems.
KW  - Human factors in crashes
KW  - Mobility
KW  - Pedestrian safety
KW  - Pedestrian traffic
KW  - PedSafe Project
KW  - Travel behavior
UR  - https://trid.trb.org/view/914746
ER  - 

TY  - RPRT
AN  - 01153184
AU  - Federal Highway Administration
TI  - Dispute Resolution Guidance for Environmental Streamlining
PY  - 2006
SP  - 2p
AB  - Disputes that arise during the transportation development process can cause delays. As a transportation project moves through the project development and environmental review phases, conflicts may arise among the various Federal and State agencies involved in the process. The time and resources required to resolve these conflicts can add significant costs to the project and prevent it from being completed in a timely manner. Disputes may arise over competing interests, such as conservation versus development; different needs, such as mobility and air quality; and the range of influences under which the project is carried out, such as political, statutory, and philosophical. Competing priorities of resource impacts, mitigation, and desired outcomes come into play. Information disputes that can cause delays commonly involve disagreements on lack of data, data interpretation, underlying planning assumptions, and agency jurisdiction. Disputes also can relate to insufficient agency resources, an agency’s failure to fulfill a commitment, conflicts over various agencies’ missions and mandates, and interpretation of terms used in the planning and review process.
KW  - Conflict management
KW  - Disputes
KW  - Environmental policy
KW  - Environmental streamlining
KW  - Guidelines
KW  - Project management
KW  - Transportation projects
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/environment/env_2drg.pdf
UR  - https://trid.trb.org/view/914751
ER  - 

TY  - RPRT
AN  - 01153181
AU  - Federal Highway Administration
TI  - Rumble Strips
PY  - 2006
SP  - 2p
AB  - This paper describes how roadway departures account for more than half of all roadway fatalities. Roadway departure fatalities, which include runoff- the-road (ROR) and head-on fatalities, are a serious problem in the United States. In 2003, there were 25,562 roadway departure fatalities, accounting for 55 percent of all roadway fatalities in the United States. That same year: (1) more than 16,700 people died in ROR crashes (39 percent of all roadway fatalities); and (2) head-on crashes represented 12 percent of all fatal crashes. Why are there so many roadway departure crashes? There are many contributing factors. Driver fatigue and drowsiness can contribute to ROR crashes; a drowsy driver can be as dangerous as a drunk driver. In other cases, drivers are inattentive, careless, or distracted, and drift out of the lane and off the road. Visibility also is an issue. The majority of accidents happen at night. Moreover, 70 percent of ROR fatalities occur on rural highways, and about 90 percent occur on two-lane roads. Rural highways usually are not as well lit as urban roadways. Inclement weather such as fog, snow, smoke, or dust storms also can decrease the visibility of pavement markings. In these conditions, drivers may drive off the road accidentally.
KW  - Drowsiness
KW  - Fatalities
KW  - Ran off road crashes
KW  - Rumble strips
KW  - Traffic crashes
KW  - Traffic safety
KW  - Two lane highways
KW  - Weather conditions
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/safety/saf_8RUM.pdf
UR  - https://trid.trb.org/view/914745
ER  - 

TY  - RPRT
AN  - 01153180
AU  - Federal Highway Administration
TI  - Prefabricated Bridge Elements and Systems (PFBES)
PY  - 2006
SP  - 2p
AB  - Transportation agencies are challenged to improve safety, reduce congestion, and undertake necessary construction projects. The top priority of transportation agencies is to stem the loss of more than 40,000 lives each year to crashes. At the same time, transportation agencies are committed to offering motorists high-quality, longer lasting highways and bridges while reducing construction time and traffic congestion that, taken together, cost the Nation $63 billion each year in wasted time and fuel. These agencies, however, also operate against a backdrop of challenges: a need for intensified construction activities to restore the Nation’s aging transportation system, which largely was built in the 1950s and 1960s; capacity that has increased little in the past two decades; and growing communities and increasing traffic volumes.
KW  - Bents
KW  - Bridge construction
KW  - Precast concrete
KW  - Prefabricated bridges
KW  - Prefabricated structures
KW  - Road construction
KW  - Traffic delays
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/structures/str_7PBE.pdf
UR  - https://trid.trb.org/view/914759
ER  - 

TY  - RPRT
AN  - 01153179
AU  - Federal Highway Administration
TI  - Fiber-Reinforced Polymer (FRP)
PY  - 2006
SP  - 2p
AB  - Improperly maintained aluminum overhead sign structures create hazards. Overhead sign structures perform a valuable service to the traveling public. They support the signs that inform drivers well before any action is required, thereby making travel safer. If these structures are not properly maintained, however, they can collapse onto the roadway below and create serious driving hazards. How can the collapse of sign structures be prevented? The best insurance for preventing the collapse of overhead sign structures is a comprehensive inspection program. When the New York State Department of Transportation (DOT) launched a sign inspection program in 2000, it found that 10 percent of the State’s overhead sign structures were damaged. The most common problem was fatigue cracking in the welds connecting the diagonals and the main chords of the sign structure, with some joints totally severed. What causes cracks in sign structures? The causes of cracks are difficult to determine and may stem from several factors. Lack of inspection during fabrication can yield poor-quality joint welds.  Insufficient construction supervision may result in internal stresses in an overhead sign structure before the sign is attached. The greatest contributor may be that fatigue design was not a code requirement when many trusses were designed in the 1960s.
KW  - Collapse strength
KW  - Fiber reinforced polymers
KW  - Inspection
KW  - New York (State)
KW  - Overhead traffic signs
KW  - Quality control
KW  - Sign supports
KW  - Traffic signs by characteristics
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/structures/str_2FRP.pdf
UR  - https://trid.trb.org/view/914760
ER  - 

TY  - RPRT
AN  - 01153178
AU  - Federal Highway Administration
TI  - Cable Median Barriers
PY  - 2006
SP  - 2p
AB  - An alternative to traditional concrete and metal-beam barriers is needed because these structures can be expensive and difficult to install. Median crossover crashes often result in fatalities or severe injuries to occupants of the errant vehicle and the motorists in the opposing traffic lanes. State departments of transportation (DOT) are interested in reducing median crossover crashes through the use of median barriers. The concrete and metal beam barriers traditionally used to prevent these crashes, however, don't perform well on sloped terrain. In addition, concrete and metal beam barriers are expensive, and State and local agencies often lack the resources to rapidly deploy these technologies to areas where vehicles frequently cross over the adjacent medians. Recent research shows that cable median barriers are more forgiving than traditional concrete and metal beam barriers and can be designed to be effective when installed on sloping terrain. Collision forces are deflected laterally thereby reducing the forces transmitted to vehicle occupants.
KW  - Cables
KW  - Cross median accidents
KW  - Frontal crashes
KW  - Guardrails
KW  - Medians
KW  - Traffic lanes
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/safety/safe_mrt_cable.pdf
UR  - https://trid.trb.org/view/914750
ER  - 

TY  - RPRT
AN  - 01153177
AU  - Federal Highway Administration
TI  - DYNASMART-P
PY  - 2006
SP  - 2p
AB  - Engineers need a tool for unifying planning and operations analyses. Historically, traffic and transportation engineers have treated network planning and operational analyses as two distinct functions. In recent years, however, the use of intelligent transportation systems (ITS) to plan and operate the Nation’s transportation network has increased. In addition, the Transportation Equity Act for the 21st Century (TEA-21) requires transportation planners to promote efficient system management and operations as part of the transportation planning process. Due largely to these changing demands, engineers face an increasing need for tools that unify planning and operations analyses in a single, dynamic format. DYNASMART-P is a state-of-the-art dynamic network traffic planning tool.
KW  - Dynamic traffic assignment
KW  - DYNASMART-P (Computer program)
KW  - Highway operations
KW  - Intelligent transportation systems
KW  - Traffic control
KW  - Traffic simulation
KW  - Transportation planning
KW  - Variable message signs
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/operations/ops_mrt_dynasmart.pdf
UR  - https://trid.trb.org/view/914757
ER  - 

TY  - RPRT
AN  - 01153176
AU  - Federal Highway Administration
TI  - Road Safety Audits (RSA)
PY  - 2006
SP  - 2p
AB  - There is a need for an independent, multidisciplinary process for identifying and documenting safety issues on new and existing roadways. The toll from traffic crashes remains an important health and economic issue in the United States. Each year nearly 43,000 people are killed and 3 million people are injured in crashes. The estimated societal cost of these crashes is more than $230 billion annually. While there are many causes of vehicle crashes, research from the U.S. Department of Transportation indicates that approximately one-third of these fatalities could be avoided if poor road conditions or outdated geometry and road hardware were improved.
KW  - Crash injuries
KW  - Fatalities
KW  - Human factors in crashes
KW  - Roadside safety hardware
KW  - Safety audits
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/safety/saf_mrt_audit.pdf
UR  - https://trid.trb.org/view/914749
ER  - 

TY  - RPRT
AN  - 01153175
AU  - Federal Highway Administration
TI  - Red Light Cameras
PY  - 2006
SP  - 2p
AB  - Intersection crashes account for more than 40 percent of all crashes. Intersection safety is a serious problem in the United States, and it is one of the Federal Highway Administration’s (FHWA) top priorities. The National Highway Traffic Safety Administration (NHTSA) reports that in 2004 alone, more than 9,100 people died and another 1.5 million people were injured in intersection-related crashes. According to 2004 data from NHTSA’s Fatality Analysis Reporting and General Estimates Systems, crashes caused by red light running (RLR) resulted in as many as 854 fatalities and more than 168,000 injuries. In addition, approximately 40 percent of all crashes are intersection-related. RLR occurs when a driver enters an intersection after the traffic signal has turned red. The traditional way of enforcing this violation is to station a patrol vehicle(s) near an intersection. This method is dangerous for the officer, expensive to localities, and drains valuable police resources. Red light cameras can supplement police efforts by being where officers cannot be all of the time.
KW  - Cameras
KW  - Fatalities
KW  - Human factors in crashes
KW  - Intersections
KW  - Red interval (Traffic signal cycle)
KW  - Red light running
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://www.fhwa.dot.gov/resourcecenter/teams/safety/safe_mrt_redlight.pdf
UR  - https://trid.trb.org/view/914754
ER  - 

TY  - RPRT
AN  - 01152958
AU  - Federal Highway Administration
TI  - Comprehensive Intersection Resource Library Version 3
PY  - 2006
SP  - n.p.
AB  - Resources included in this library represent a broad cross section of publications, educational materials and other media published by the Federal Highway Administration and other transportation safety partners. Beyond the initial section with background Information, the library content is organized into five broad categories, including traditional signalized and unsignalized intersections, roundabouts, highway/rail grade crossings, and nontraditional intersection designs such as single-point intersections. The last section provides links to other transportation safety partner web sites for additional information. Please note: some publications on partner web sites are available for purchase only. Purchase information is included in the file, or follows directions to the bookstore on the organization's web site.
KW  - Intersections
KW  - Library operations
KW  - Railroad grade crossings
KW  - Resources
KW  - Roundabouts
KW  - Signalized intersections
KW  - Single point urban interchanges
KW  - Traffic safety
UR  - https://trid.trb.org/view/914485
ER  - 

TY  - CONF
AN  - 01124321
AU  - Papageorgiou, Markos
AU  - Wang, Yibing
AU  - Papamichail, Ioannis
AU  - Kosmatopoulos, Elias
AU  - Kotsialos, Apostolos
AU  - Transportation Research Board
TI  - Advanced Motorway Traffic Modelling, Simulation, Surveillance and Control Tools
PY  - 2006
SP  - 26p
AB  - Urban and interurban motorways were originally conceived so as to provide virtually unlimited mobility to road users. The on-going dramatic expansion of car ownership, however, has led to the daily appearance of recurrent and non-recurrent motorway congestions of thousands of kilometers in length around the world. It has been recently realized that the mere infrastructure expansion cannot provide a complete solution to these problems due to economic and environmental reasons or, in metropolitan areas, simply due to lack of space. What is urgently needed is to restore and maintain the full utilization of the motorway capacity along with an orderly and balanced satisfaction of the occurring demand. Clearly, the passage from chaotic to optimal traffic conditions is only possible if today’s “spontaneous” use of the motorway infrastructure is replaced by suitable surveillance and control measures aiming at the benefit of all users. Examples of such suitable measures are motorway surveillance, ramp metering, real-time driver information, route guidance and speed control via variable message signs. The implementation of such measures worldwide would lead to improvements of the traffic conditions with very positive social, economic and environmental implications. The Dynamic Systems and Simulation Laboratory (DSSL) of the Technical University of Crete in Greece has been active at an international level over the last decade in the field of Motorway Traffic Modeling, Simulation, Surveillance and Control (MTMSSC), and was directly involved in the development and implementation of MTMSSC methodologies and tools in many different traffic networks worldwide. The purpose of this article is to briefly outline the MTMSSC methodologies and tools developed or under development by the researchers of the DSSL along with some selected application results for specific motorway traffic networks.
U1  - 1st International Symposium on Freeway and Tollway OperationsAttiki Odos, S.A.Attikes Diadromes SAFederal Highway AdministrationHellenic Institute of TransportInternational Bridge, Tunnel and Turnpike AssociationUniversity of California, BerkeleyAthens,Greece,United States StartDate:20060604 EndDate:20060607 Sponsors:Attiki Odos, S.A., Attikes Diadromes SA, Federal Highway Administration, Hellenic Institute of Transport, International Bridge, Tunnel and Turnpike Association, University of California, Berkeley
KW  - Highway traffic control
KW  - Technological innovations
KW  - Traffic congestion
KW  - Traffic models
KW  - Traffic simulation
KW  - Traffic surveillance
UR  - https://trid.trb.org/view/885678
ER  - 

TY  - CONF
AN  - 01124320
AU  - Papaioannou, Panagiotis
AU  - Ntassiou, Natalia
AU  - Stogios, Yannis
AU  - Transportation Research Board
TI  - A Simulation-Based Assessment of Space-Constrained Toll Plaza Design: A Case Study in the Submerged Artery of Thessaloniki, Greece
PY  - 2006
SP  - 12p
AB  - Efficient toll operations are an important element in the overall operation of a tolled facility. Electronic toll collection (ETC) provides important benefits to both users and operators of a tolled facility. However, designing toll plazas with mixed toll collection facilities is not always an easy task. This paper examines the impact of various toll related factors to the operation of a toll plaza combining manual and ETC systems in order to identify the optimum design of the facility. The facility concerns the main toll plaza of the Thessaloniki Submerged Artery in Greece, expected to carry some 80,000 vehicles daily. The construction of the highway will start next year. Factors examined include arriving traffic flow level, distribution of vehicles according to payment method, geometry/configuration of toll approaching area, number of gates/booths per payment system and service time. The examination of the impacts of these factors was made by means of the Paramics microsimulation software. Special features of the above exercise include limited plaza space and large traffic variations within the day. The simulation results, presented in terms of average and total delay and travel time figures and queue lengths, allowed the identification of the most effective combinations of the above factors, for given total flow levels and their distribution per toll type. The use of the above microsimulation also provides information on the travel time reliability along the freeway for the different combinations examined. The whole exercise is quite useful in determining the simulation effort required to reach the sought results with a statistically acceptable confidence level.
U1  - 1st International Symposium on Freeway and Tollway OperationsAttiki Odos, S.A.Attikes Diadromes SAFederal Highway AdministrationHellenic Institute of TransportInternational Bridge, Tunnel and Turnpike AssociationUniversity of California, BerkeleyAthens,Greece,United States StartDate:20060604 EndDate:20060607 Sponsors:Attiki Odos, S.A., Attikes Diadromes SA, Federal Highway Administration, Hellenic Institute of Transport, International Bridge, Tunnel and Turnpike Association, University of California, Berkeley
KW  - Automated toll collection
KW  - Case studies
KW  - Design
KW  - Microsimulation
KW  - Paramics (Computer program)
KW  - Planning and design
KW  - Thessaloniki (Greece)
KW  - Toll collection
KW  - Toll plazas
KW  - Traffic delays
KW  - Traffic queue length
KW  - Travel time
UR  - https://trid.trb.org/view/885679
ER  - 

TY  - CONF
AN  - 01124319
AU  - Batanovic, Vladan
AU  - Senborn, Aleksandar
AU  - Radivojevic, Gordana
AU  - Transportation Research Board
TI  - Serbian Pay Toll System Integration in ITS
PY  - 2006
SP  - 12p
AB  - In the paper a new pay toll system is described, including toll lane equipment (vehicle pre and post classification based on subsystem without treadles, video system for license plate recognition, new optical character reader, electronic toll collection and PC-based lane controller), plaza system and central system. Basic technical features of all components are presented, especially those applied for the first time in tolling on motorways. The entire system architecture is presented and connections of different system layers are described. Also, the paper deals with integration of the toll system in the motorway intelligent transportation system(ITS), and problems and solutions which arise in implementation of the entire ITS. Special elaboration is devoted to the telecommunication system based on GPRS technology, which is used for data transfer. In conclusion, the interoperability of pay toll systems is elaborated, with special emphasis on further spreading of interoperability of tolling systems in the Southeast European Region. A review of tolling systems in neighboring countries is given underlining the ability of these systems to provide electronic toll collection interoperability.
U1  - 1st International Symposium on Freeway and Tollway OperationsAttiki Odos, S.A.Attikes Diadromes SAFederal Highway AdministrationHellenic Institute of TransportInternational Bridge, Tunnel and Turnpike AssociationUniversity of California, BerkeleyAthens,Greece,United States StartDate:20060604 EndDate:20060607 Sponsors:Attiki Odos, S.A., Attikes Diadromes SA, Federal Highway Administration, Hellenic Institute of Transport, International Bridge, Tunnel and Turnpike Association, University of California, Berkeley
KW  - Automated toll collection
KW  - Automatic license plate readers
KW  - Electronic data transfer
KW  - Implementation
KW  - Intelligent transportation systems
KW  - Interoperability
KW  - Optical character recognition
KW  - Serbia
KW  - Southern Europe
KW  - System architecture
KW  - System integration
KW  - Telecommunications
KW  - Toll plazas
UR  - https://trid.trb.org/view/885677
ER  - 

TY  - CONF
AN  - 01124318
AU  - Sermpis, Dimitris
AU  - Babis, Charilaos
AU  - Theofilis, Ioannis
AU  - Transportation Research Board
TI  - Travel Time Information via VMS in Athens
PY  - 2006
SP  - 16p
AB  - This paper deals with the way that the link travel times - for both urban road with signalized intersections and freeways - are estimated by the Athens Traffic Management Center (ATMC). The way the travel times are estimated and constantly fine-tuned by the calibration of specific algorithms is presented. In particular, the estimated travel times are regularly compared to the actual travel times of the vehicles traveling through the route, which are being monitored by the ATMC Operators with the use of the CCTV control cameras. In case of a higher than 20% difference between them, calibration of the travel time estimation algorithms takes place. The estimated travel times are used in conjunction with messages about possible congestion in the neighboring road sections for the information of road users via Variable Message Signs and hence, for the traffic optimization of the most heavily used roads of Athens.
U1  - 1st International Symposium on Freeway and Tollway OperationsAttiki Odos, S.A.Attikes Diadromes SAFederal Highway AdministrationHellenic Institute of TransportInternational Bridge, Tunnel and Turnpike AssociationUniversity of California, BerkeleyAthens,Greece,United States StartDate:20060604 EndDate:20060607 Sponsors:Attiki Odos, S.A., Attikes Diadromes SA, Federal Highway Administration, Hellenic Institute of Transport, International Bridge, Tunnel and Turnpike Association, University of California, Berkeley
KW  - Algorithms
KW  - Arterial highways
KW  - Athens (Greece)
KW  - Calibration
KW  - Closed circuit television
KW  - Estimating
KW  - Freeways
KW  - Traffic congestion
KW  - Traffic control centers
KW  - Travel time
KW  - Traveler information and communication systems
KW  - Variable message signs
UR  - https://trid.trb.org/view/885675
ER  - 

TY  - CONF
AN  - 01124317
AU  - de Oliveira, Marcelo Leismann
AU  - Cybis, Helena Beatriz Bettella
AU  - Transportation Research Board
TI  - An Artificial Neural Network Model for Evaluating Workers' Performance at Tollbooths
PY  - 2006
SP  - 13p
AB  - The Brazilian roadway concessions program significantly increased the number of toll plazas in highways. More than 65% of Brazilian tollbooths utilize manual toll collection. Manual toll collection causes most problems related to toll charging, i.e.: delays experienced by drivers, and costs of operating staff. The evaluation of the performance of tolling staff in manual toll collection is an important factor to increase service levels in these infrastructures. This paper presents an Artificial Neural Network forecasting model for service times at manual tollbooths. The technical literature shows that many factors influence service times. Data were collected at 13 toll plazas in the state of Rio Grande do Sul (Brazil), representing over 36% of the implemented toll plazas in the state. Artificial Neural Networks were used to construct three models: a model to predict the minimum service times, a model for maximum service times and a third model to predict the 85th Percentile. The models aim to analyze the variability of service times for the same group of input variables. The sensitivity analysis of the models indicates that service times are highly dependent on traffic flows at toll plazas. Average service time is usually used to evaluate toll workers’ performance but average service time cannot capture the variability of important factors involved in tolling operations. This model was used to evaluate the performance of manual toll workers, providing a sensitive procedure for performance evaluation.
U1  - 1st International Symposium on Freeway and Tollway OperationsAttiki Odos, S.A.Attikes Diadromes SAFederal Highway AdministrationHellenic Institute of TransportInternational Bridge, Tunnel and Turnpike AssociationUniversity of California, BerkeleyAthens,Greece,United States StartDate:20060604 EndDate:20060607 Sponsors:Attiki Odos, S.A., Attikes Diadromes SA, Federal Highway Administration, Hellenic Institute of Transport, International Bridge, Tunnel and Turnpike Association, University of California, Berkeley
KW  - Forecasting
KW  - Neural networks
KW  - Personnel performance
KW  - Rio Grande do Sul (Brazil)
KW  - Service time
KW  - Toll collection
KW  - Toll plazas
KW  - Traffic flow
UR  - https://trid.trb.org/view/885673
ER  - 

TY  - CONF
AN  - 01124316
AU  - Ben Aissa, Anis
AU  - El Faouzi, Nour-Eddin
AU  - de Mouzon, Olivier
AU  - Sau, Jacques
AU  - Transportation Research Board
TI  - Motorway Travel Time Estimation by Switching Algorithms and Its Assessment Using Toll Data
PY  - 2006
SP  - 8p
AB  - The goal of this work is to propose an innovative methodology for motorway travel time estimation based on the switching among different methods and the fusion of traffic data and toll data sources. More precisely, two data sources are considered in this paper: inductive loop detector data and toll data collection. Two classical methods are also used: the cumulative counts method and the speed extrapolation method. Toll data collections are used essentially to have a reference travel time to be compared to the estimated travel time.
U1  - 1st International Symposium on Freeway and Tollway OperationsAttiki Odos, S.A.Attikes Diadromes SAFederal Highway AdministrationHellenic Institute of TransportInternational Bridge, Tunnel and Turnpike AssociationUniversity of California, BerkeleyAthens,Greece,United States StartDate:20060604 EndDate:20060607 Sponsors:Attiki Odos, S.A., Attikes Diadromes SA, Federal Highway Administration, Hellenic Institute of Transport, International Bridge, Tunnel and Turnpike Association, University of California, Berkeley
KW  - Algorithms
KW  - Automatic data collection systems
KW  - Data fusion
KW  - Estimating
KW  - Loop detectors
KW  - Toll facilities
KW  - Traffic data
KW  - Travel time
UR  - https://trid.trb.org/view/885672
ER  - 

TY  - CONF
AN  - 01124315
AU  - Mouskos, Kyriacos C
AU  - Sisiopiku, Virginia P
AU  - Li, Xuping
AU  - Abro, Abdul Muqueet
AU  - Kamga, Camille
AU  - Ziliaskopoulos, Athanasios K
AU  - Barrett, Curtis
AU  - Transportation Research Board
TI  - Dynamic Traffic Assignment Applications for Incident Management
PY  - 2006
SP  - 8p
AB  - This paper showcases the utilization of a User Equilibrium (UE) Dynamic Traffic Assignment (DTA) model in the Visual Interactive System for Transport Algorithms (VISTA) to support incident management functions. More specifically, the paper presents results from a research case study in Chicago, IL that examined the effect of incidents of varying severity on traffic operations. The VISTA model was executed under a. normal conditions, b. incident conditions without traveler information availability, and c. incident conditions assuming that users had perfect knowledge of the incident conditions and could select paths to avoid the incident location. Incidents ranging from 15 to 120 minutes in duration were simulated and the impact of incident duration on travel time and incident delay was determined. The results confirm that an effective traveler information system can ease the impacts of incident conditions on traffic operations and reduce the incident-induced delays. However, attention should be given to the potential migration effects of rerouting on the operation of neighboring facilities.
U1  - 1st International Symposium on Freeway and Tollway OperationsAttiki Odos, S.A.Attikes Diadromes SAFederal Highway AdministrationHellenic Institute of TransportInternational Bridge, Tunnel and Turnpike AssociationUniversity of California, BerkeleyAthens,Greece,United States StartDate:20060604 EndDate:20060607 Sponsors:Attiki Odos, S.A., Attikes Diadromes SA, Federal Highway Administration, Hellenic Institute of Transport, International Bridge, Tunnel and Turnpike Association, University of California, Berkeley
KW  - Case studies
KW  - Chicago (Illinois)
KW  - Dynamic traffic assignment
KW  - Highway operations
KW  - Incident management
KW  - Time duration
KW  - Traffic delays
KW  - Traffic incidents
KW  - Travel time
KW  - Traveler information and communication systems
KW  - VISTA (Computer program)
UR  - https://trid.trb.org/view/885674
ER  - 

TY  - CONF
AN  - 01124314
AU  - Sisiopiku, Virginia P
AU  - Transportation Research Board
TI  - Analysis of Benefits and Costs from Ramp Metering Implementation
PY  - 2006
SP  - 13p
AB  - Freeway ramp metering has been used in a number of U.S. cities since the 1960s in order to improve traffic flow on urban freeways, increase freeway speeds, reduce overall travel times, and improve travel time consistency. Their purpose is to regulate the rate at which vehicles are allowed to enter the freeway at the entrance ramps. Despite their benefits, ramp metering strategies have been controversial and have not been used in many states including the state of Alabama. In this study, the IDAS sketch-planning software is used to develop estimates of benefits and costs from the implementation of ramp metering along selected interstate freeways in the Birmingham area. Both fixed and traffic actuated ramp metering strategies are being evaluated. An advantage of using IDAS is that it implements the modal split and traffic assignment steps associated with a traditional planning model. As a result it is capable of capturing the changes in modal, route, and temporal decisions of travelers resulting from ramp metering implementation. Moreover, this study assesses the potential impact of ramp metering on traffic operations using microsimulation modeling. More specifically, the CORSIM simulation model is employed to simulate traffic conditions along major interstate corridors in Birmingham, Alabama with and without ramp metering. Various types of ramp metering strategies are assessed including fixed, demand/capacity, speed control, multiple-threshold occupancy control and ALINEA control metering. Simulation outputs and animations are reviewed to determine the impact of the strategy on network operations. Potential spillback effects on neighboring arterials are also considered and recommendations are offered on effective ways to alleviate this problem. The results from the case study are used to determine if ramp metering is a vital option for the interstate corridors in the Birmingham region and if so, identify the type of ramp metering option that best suits the local needs, along with associated benefits and cost from potential deployment.
U1  - 1st International Symposium on Freeway and Tollway OperationsAttiki Odos, S.A.Attikes Diadromes SAFederal Highway AdministrationHellenic Institute of TransportInternational Bridge, Tunnel and Turnpike AssociationUniversity of California, BerkeleyAthens,Greece,United States StartDate:20060604 EndDate:20060607 Sponsors:Attiki Odos, S.A., Attikes Diadromes SA, Federal Highway Administration, Hellenic Institute of Transport, International Bridge, Tunnel and Turnpike Association, University of California, Berkeley
KW  - Benefits
KW  - Birmingham (Alabama)
KW  - Case studies
KW  - CORSIM (Traffic simulation model)
KW  - Costs
KW  - Freeway operations
KW  - IDAS (Computer program)
KW  - Microsimulation
KW  - Ramp metering
KW  - Sketch planning
KW  - Spillback effects (Traffic)
UR  - https://trid.trb.org/view/885676
ER  - 

TY  - RPRT
AN  - 01120616
AU  - Federal Highway Administration
TI  - Transportation Asset Management Case Studies: Highway Economic Requirements System-State: The New Mexico Experience
PY  - 2006
SP  - 16p
AB  - Developing and managing New Mexico’s transportation assets is a paramount challenge and the New Mexico Department of Transportation (NMDOT) has risen to the challenge. The agency delved into asset management by developing its own long-range planning software in the late 1990s. When database changes forced a change, the State joined the Highway Economic Requirements System-State (HERS-ST) national pilot program in February 2001. New Mexico did not take its participation in the pilot program lightly; rather, the agency committed the necessary resources to make the most of the HERS-ST program. New Mexico staff attended the national kickoff; tested the HERS-ST pilot software; provided feedback to the Federal Highway Administration's Office of Asset Management; and joined the developers’ group that helps prioritize software changes. Like many DOTs, New Mexico utilizes HERS-ST to develop its list of needs for the DOT’s long-range plan. However, New Mexico has taken the application one step farther by developing a series of customized reports and by using HERS-ST to conduct benefit-cost analyses on potential projects for the New Mexico State Legislature. The State sees the software as completely customizable and is looking to conduct specialized sensitivity analyses and prepare HERS-ST-generated systems condition summaries in the near future. This case study report examines the New Mexico experience with HERS-ST.
KW  - Asset management
KW  - Benefit cost analysis
KW  - Case studies
KW  - Highway Economic Requirements System
KW  - Long range planning
KW  - New Mexico
KW  - New Mexico Department of Transportation
KW  - Transportation infrastructure
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/csnm06.pdf
UR  - https://trid.trb.org/view/880482
ER  - 

TY  - RPRT
AN  - 01120615
AU  - Federal Highway Administration
TI  - Transportation Asset Management Case Studies: Highway Economic Requirements System-State: The Indiana Experience
PY  - 2006
SP  - 16p
AB  - The Indiana Department of Transportation (INDOT) began investigating the use of needs analysis models for statewide planning applications in the late 1980s. The program that held the most promise proved to be the Highway Economic Requirements System (HERS), a new investment/performance model that had just been introduced by the U.S. Department of Transportation (USDOT) for use at the Federal level. Indiana obtained a copy from the software consultant and then worked with that contractor to develop a customized version known as HERS-IN. Since that time, Indiana has utilized HERS-IN, along with a suite of tools it has developed, to build a comprehensive asset management program. One tangible outcome is the May 2006 release of the first fully funded 10-year production/construction plan in the agency’s history. As of the fall of 2006, Indiana is upgrading to the standard HERS-ST 4.0 software, as the latest release includes the features that were previously exclusive to HERS-IN. This case study report examines the Indiana experience with HERS-ST.
KW  - Asset management
KW  - Case studies
KW  - Highway Economic Requirements System
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Transportation infrastructure
UR  - http://www.fhwa.dot.gov/infrastructure/asstmgmt/csin06.pdf
UR  - https://trid.trb.org/view/880481
ER  - 

TY  - RPRT
AN  - 01120414
AU  - Wilson-Goure, Stephanie
AU  - Houston, Nancy
AU  - Easton, Andrea Vann
AU  - Booz Allen Hamilton, Incorporated
AU  - Federal Highway Administration
TI  - Assessment of the State of the Practice and State of the Art in Evacuation Transportation Management. Task Three. Technical Memorandum for Federal Highway Administration (ITS-JPO) on Case Studies
PY  - 2006///Final Report
SP  - 151p
AB  - Much of what is known about evacuations is based on preparations for incidents, such as hurricanes, for which there is advance warning. With advance warning, evacuations can be planned and managed using procedures and systems that have been developed as a result of extensive and methodical pre-planning. This approach, however, does not adequately support management of incidents when there is no advance warning or when conditions are changing rapidly. Evacuations in response to these types of incidents tend to be monitored, but not well managed. The Federal Highway Administration (FHWA) recognized the importance of and need for new tools and processes to help agencies plan for and manage evacuations where there is little or no advanced warning. Consequently, the FHWA initiated a project to assess the state of the practice and state of the art in evacuation transportation management. This report was prepared to document four case studies regarding no-notice evacuations from a transportation point of view: (1) El Dorado, Arkansas, hazardous material fire; (2) Graniteville, South Carolina, chlorine gas incident; (3) South Salt Lake City, Utah, hazardous chemical leak from a tanker car; and (4) Big Bear Valley, California wildfires. The intent of the case studies is to identify commonalities and unique distinctions among the cross-section of incidents to identify successes, lessons learned, and best practices to provide guidance to agencies in planning for and managing evacuations including transportation, public safety and other public organizations with a role in managing evacuations.
KW  - Best practices
KW  - Case studies
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Emergency transportation
KW  - Evacuation
KW  - State of the art
KW  - State of the practice
KW  - Transportation management
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop08014/index.htm
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop08014/task3_case.pdf
UR  - http://ntl.bts.gov/lib/38000/38800/38829/task3_case.pdf
UR  - https://trid.trb.org/view/878786
ER  - 

TY  - RPRT
AN  - 01110660
AU  - Federal Highway Administration
TI  - Report on the Value Pricing Pilot Program through April 2006
PY  - 2006
SP  - 14p
AB  - The U.S. Congress established the Congestion Pricing Pilot Program in 1991.  It was subsequently renamed the Value Pricing Pilot Program under Section 1216(a) of the Transportation Equity Act for the 21st Century (TEA-21) in 1998, and continued through the 2005 Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU).  This document updates activities reported previously in the "Report to Congress on the Value Pricing Pilot Program through March 2004," and it is the first report to Congress subsequent to passage of SAFETEA-LU.  Like earlier reports, it illustrates pricing's impact and success in affecting driver behavior, and it delineates individual state participants, projects, and further data sources on the extent and nature of the Program.
KW  - Congestion management systems
KW  - Congestion pricing
KW  - Impacts
KW  - Parking fees
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Transportation Equity Act for the 21st Century
KW  - Travel behavior
KW  - Value Pricing Pilot Program (FHWA)
KW  - Variable tolls
UR  - http://ops.fhwa.dot.gov/congestionpricing/value_pricing/pubs_reports/rpttocongress/pdf/vppp06rpt.pdf
UR  - https://trid.trb.org/view/870538
ER  - 

TY  - RPRT
AN  - 01105653
AU  - Federal Highway Administration
AU  - Modjeski and Masters
TI  - AASHTO Bridge Committee historical documents, 1928-2006
PY  - 2006
SP  - 1 DVD-ROM
KW  - Documents
KW  - History
KW  - Societies
KW  - Sources
KW  - Transportation
KW  - United States
UR  - https://trid.trb.org/view/865264
ER  - 

TY  - RPRT
AN  - 01102177
AU  - Federal Highway Administration
TI  - Interstate 5 (Santa Ana Freeway) from State Route 91 in Orange County to Interstate 605 in Los Angeles County : environmental impact statement
PY  - 2006///Volumes held: Draft, F(2v)
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/862138
ER  - 

TY  - RPRT
AN  - 01102132
AU  - Federal Highway Administration
TI  - Harrisonburg southeast connector location study, from U.S. Route 11 to U.S. Route 33, Rockingham County : environmental impact statement
PY  - 2006///Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Virginia
UR  - https://trid.trb.org/view/862093
ER  - 

TY  - CONF
AN  - 01080814
AU  - Veletzos, Marc J
AU  - Restrepo, Jose I
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Improved Seismic Performance of Precast Segmental Bridges Using Jointed Column Connections and Unbonded Tendons
PY  - 2006
SP  - 11p
AB  - Precast segmental construction of bridges can significantly reduce construction time and minimize construction cost of bridges in highly congested urban environments and environmentally sensitive regions. Recent research has shown that the seismic performance of precast segmental bridges can be similar to that of cast-in-place construction if designed and detailed properly. If designed to current seismic standards, full plastic hinges will develop in the columns during a Maximum Credible Earthquake and the structure will not collapse. The structure may, however, need extensive repairs or, as a worst case, may need to be demolished due to excessive residual displacements and damage. By allowing damage, the current design philosophy permits undue financial losses, as well as unnecessary traffic congestion. Using the Otay River Bridge as a case study, this paper will investigate the influence of the type of nonlinear response on the overall bridge behavior and will show that if the top and bottom column segment joints are allowed to open during a seismic event, the displacement capacity of the structure may increase, while simultaneously reducing the level of damage. The mechanism for this improved behavior is unbonded post-tensioning tendons that allow for large non-linear elastic column deformations and will pull the structure back into its original geometry and virtually eliminate residual deflections.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridges
KW  - Case studies
KW  - Columns
KW  - Connections
KW  - Construction
KW  - Costs
KW  - Deflection
KW  - Deformation
KW  - Design
KW  - Financial losses
KW  - Geometry
KW  - Hinges
KW  - Improvements
KW  - Mechanics
KW  - Nonlinear response
KW  - Otay River Bridge (California)
KW  - Precast concrete
KW  - Segmental bridges
KW  - Seismic performance
KW  - Time
KW  - Traffic congestion
KW  - Unbonded tendons (Materials)
UR  - https://trid.trb.org/view/839880
ER  - 

TY  - CONF
AN  - 01080813
AU  - Lee, Thomas S
AU  - Anderson, Randy
AU  - Murray, Rod
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Lessons Learned From the Seismic Retrofit of the Posey and Webster Street Tubes in Alameda County, California
PY  - 2006
SP  - 11p
AB  - Two historically significant traffic facilities - the Posey and the Webster Street Tubes - link the northern California cities of Oakland and Alameda. The tubes traverse beneath the Oakland Estuary, an arm of the San Francisco Bay. Both tubes are located in a seismically active area between two major active faults - the Hayward Fault (M = 7.25) approximately 5 miles to the east and the San Andreas Fault (M = 8.0) about 14 miles to the west. In 1989, the Loma Prieta Earthquake (M = 7.1), about 57 miles to the south, caused heavy damage to the San Francisco - Oakland Bay Bridge. Although the Posey and Webster Street Tubes sustained only minor damage, the California Department of Transportation (Caltrans) included these vital transportation facilities in its comprehensive seismic retrofit program due to their potential flotation risk from liquefiable soils. In 1995, Parsons Brinckerhoff Quade & Douglas was retained by Caltrans to prepare and develop a retrofit strategy and a Plan/Specification/Estimate package for the seismic retrofit of both tubes. The primary seismic retrofit consisted of jet grout columns and pipe pile stone columns constructed respectively at both sides of the Posey Tube and the Webster Street Tube. These ground improvement methods are the first of their kind ever applied to any immersed tubes of such length. Because of “the first of their kind” nature of the ground improvement work, a demonstration program was conducted in 2000 in order to verify design assumptions and methodologies. Construction of the ground improvement work started in 2002 and successfully completed in 2004. This paper will discuss the seismic retrofit employed, the lessons learned during construction of the jet grout columns and installation of the pipe pile stone columns, as well as the lessons learned from this entire project.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Alameda (California)
KW  - Assumptions
KW  - California Department of Transportation
KW  - Earthquake resistant design
KW  - Estimation theory
KW  - Flotation
KW  - George A. Posey Tube
KW  - Ground improvement
KW  - Jet grout columns
KW  - Liquefiable soils
KW  - Methodology
KW  - Oakland (California)
KW  - Oakland Estuary
KW  - Planning
KW  - Retrofitting
KW  - Risk assessment
KW  - San Francisco Bay
KW  - Seismicity
KW  - Specifications
KW  - Stone columns
KW  - Webster Street Tube
UR  - https://trid.trb.org/view/839800
ER  - 

TY  - CONF
AN  - 01080811
AU  - Padgett, Jamie Ellen
AU  - DesRoches, Reginald
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Evaluation of Bridge Retrofit in Regions of Low-to-Moderate Seismicity
PY  - 2006
SP  - 11p
AB  - Many states in the low-to-moderate seismic regions of the central and southeastern United States are beginning to develop programs aimed at retrofitting bridges that may be vulnerable during earthquakes. The types of bridges and the nature of the hazards in the central and southeastern United States require a different approach from that which is used in regions of high seismicity, such as the west coast. This paper outlines a methodology for bridge retrofit evaluation, based on the use of bridge fragility curves. Retrofitted bridge fragility curves offer the probability of reaching various levels of bridge damage with different retrofit measures, given a specific hazard level. The fragility curves facilitate assessment of the impact of retrofit on the bridge performance and reduction of vulnerability. In regions of low-to-moderate seismicity, funds for seismic upgrade and retrofit of bridges are limited. Therefore, the relative benefit and cost-effectiveness of different strategies are important in the overall assessment and decision-making for bridge retrofit. This study illustrates the use of fragility curves for identifying viable retrofit measures for common classes of bridges, and selection of the most effective retrofit measure for a given bridge type and performance objective. The retrofitted bridge fragility curves are then applied in a probabilistic cost-benefit analysis of bridge retrofit. This approach targets maximizing the impact of investing limited funds for improving the seismic performance of bridges in low-to-moderate seismic zones.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Benefit cost analysis
KW  - Bridges
KW  - Earthquakes
KW  - Evaluation and assessment
KW  - Financing
KW  - Fragility curves
KW  - Investments
KW  - Methodology
KW  - Regions
KW  - Retrofitting
KW  - Seismicity
KW  - United States
KW  - Upgrades (Bridges)
KW  - Vulnerabilities
UR  - https://trid.trb.org/view/839919
ER  - 

TY  - CONF
AN  - 01080810
AU  - Rollins, Kyle M
AU  - Cole, Ryan T
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Passive Force-Deflection Relationships from Full-Scale Tests
PY  - 2006
SP  - 13p
AB  - Cyclic passive force-deflection relationships were measured in a series of tests on a full scale pile cap and compared with existing theories. The pile cap was 3.67 feet high, 17 feet wide and 10 feet deep and was supported by 12 concrete-filled driven steel pipe piles with a 12.75 inch outside diameter. Four different soils (sand, silty sand, fine gravel and coarse gravel) were selected as backfill in front of the pile cap. The backfills were compacted to between 92 and 95% of the modified Procter maximum density. Tests were conducted with and without backfill to isolate the contribution from passive resistance. Load was applied incrementally and fifteen cycles of loading were applied at each deflection increment. The log spiral theory provided the best agreement with the measured passive resistance. The Rankine theory significantly underestimated the passive force while the Coulomb theory generally overestimated the resistance. The displacement necessary to mobilize the maximum passive force was compared with previous model and full-scale tests and ranged from 3.0 to 5.2% of the cap height. A hyperbolic model provided the best agreement with the measured monotonic passive force deflection curves and was superior to procedure recommendations by the California Department of Transportation and the U.S. Navy. However, this model overestimated the passive resistance for cyclic loading conditions due to the formation of a gap between the pile cap and backfill soil and backfill stiffness reduction. Based on the test results, a cyclic hyperbolic model was developed to define load deflection relationships for both virgin and cyclic loading conditions with the presence of a gap.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Alternatives analysis
KW  - California Department of Transportation
KW  - Coulomb charge
KW  - Cyclic tests
KW  - Deflection
KW  - Gravel
KW  - Loads
KW  - Mathematical models
KW  - Passive forces
KW  - Pile caps
KW  - Prototype tests
KW  - Rankine principle
KW  - Relationships
KW  - Resistance (Mechanics)
KW  - Sand
KW  - Silty sands
KW  - Soil compaction
KW  - Soils
KW  - Stiffness
KW  - Trench backfill
KW  - United States Navy
UR  - https://trid.trb.org/view/839710
ER  - 

TY  - CONF
AN  - 01080809
AU  - Murota, Nobuo
AU  - Kelly, James M
AU  - Fuller, Keith
AU  - Zhou, Fu Lin
AU  - Nishi, Toshio
AU  - Yoshizawa, Toshikazu
AU  - Suduo, Chiaki
AU  - Yazaki, Fumihiko
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - New International Standard for Elastomeric Seismic-Protection Isolators
PY  - 2006
SP  - 11p
AB  - Since the year 2000, the ISO standard for elastomeric isolators for buildings and bridges has been under development by the technical-committee 45/sub-committee 4/working-group 9, of International Organization for Standardization (ISO/TC45/SC4/WG9). Through five international meetings in Malaysia (2000), India (2001), Japan (2002), Great Britain (2003), and Germany (2004), the ISO standard for elastomeric isolators has been completed and was published on 2005 July as ISO 22762. The standard consists of three parts: Part-1- Test Methods, Part-2- Application for Bridges-Specifications, and Part-3- Application for Buildings-Specifications. Part-2 and Part-3 are the product specifications. Among many items in the product specifications, “Requirements” is considered as one of the most important and influential. These consist of performance requirements for the isolators and material requirements for the rubber. The performance requirements, and corresponding tolerances, specified for isolators include compression, compression-shear, and ultimate property characteristics. In this paper, an overview of the developed ISO standard is presented focusing on the isolator requirements.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Applications
KW  - Bridges
KW  - Compression
KW  - Elastomers
KW  - International Organization for Standardization
KW  - Isolators
KW  - Materials
KW  - Performance requirements
KW  - Rubber
KW  - Seismicity
KW  - Specifications
KW  - Structures
KW  - Test procedures
KW  - Tolerances (Engineering)
UR  - https://trid.trb.org/view/840100
ER  - 

TY  - CONF
AN  - 01080808
AU  - Zhang, Hongzhi
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Study on the Seismic Settlement of the Alaskan Way Viaduct After the February 28, 2001 Nisqually Earthquake
PY  - 2006
SP  - 9p
AB  - Immediately after the Nisqually earthquake (M=6.8, February 28, 2001), five to six inches of seismic settlement was reported at Piers 98 and 99 on Alaskan Way Viaduct, located in downtown Seattle, by comparing the measured elevations of the foundation and the “as built” drawings. A finite element analysis indicated that the edge girders of the structure should be severely damaged if a rapid  settlement had occurred. However no visible cracks or damage on the longitudinal edge girders were observed. The study suggested a possible construction error in the 1950’s as opposed to a seismic settlement. Long term settlement is also feasible without noticeable distress. Profile measurements along curb line showed the east side of Pier 93 experienced a three inch settlement accompanied by a 0.1 mm crack on the east side of the edge girder near Pier 94N, a month after the earthquake. The pile foundations of Piers 93 and 94 continued to settle progressively and the associated cracks on the edge girder were recorded by the crack monitoring system. After three years, the progressive settlement seems stabilized. The total settlement was four inches at Pier 93 and 94 and the progressive cracks on the edge girders widened to 4 mm. In order to determine structural effects due to the settlements, a PUSHOVER analysis (in vertical direction) was performed. The study concluded that the three inch settlement was the result of the approximate 30% vertical bearing capacity reduction of the pile foundations at Piers 93 E during the earthquake. The settlement at Pier 93 E then triggered a sequential settlement at the other piers in the structure unit, from Pier 92 to 94, by redistributing the vertical loads. The study predicted that the edge girders would fail if the settlement reached six inches.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Alaskan Way Viaduct
KW  - Analysis
KW  - Bearing capacity
KW  - Construction
KW  - Cracking
KW  - Damages
KW  - Distributions (Statistics)
KW  - Earthquake resistant design
KW  - Elevation
KW  - Finite element method
KW  - Foundations
KW  - Girders
KW  - Nisqually Earthquake (Washington)
KW  - Seattle (Washington)
KW  - Seismicity
KW  - Settlement (Structures)
KW  - Vertical loads
UR  - https://trid.trb.org/view/839810
ER  - 

TY  - CONF
AN  - 01080807
AU  - Wald, David J
AU  - Lin, Kuo-Wan
AU  - Worden, Bruce
AU  - Turner, Loren
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - ShakeCast: Facilitating the Use of ShakeMap for Post-Earthquake Decision-Making and Response Within Caltrans and Other Critical Lifeline Communities
PY  - 2006
SP  - 12p
AB  - ShakeMap is a tool used to portray the extent of potentially damaging shaking following an earthquake. It can be used for emergency response, loss estimation, and public information. When a potentially damaging earthquake occurs, utility and other lifeline managers, emergency responders, and other critical users have an urgent need for information about the impact on their facilities so they can make appropriate decisions and take quick actions to ensure safety and restore system functionality. ShakeCast, short for ShakeMap Broadcast, is a fully automated system for delivering specific Advanced National Seismic System (ANSS) ShakeMap products to critical users, generating maps, and triggering established post-earthquake response protocols. ShakeCast allows utilities, transportation agencies, and other large organizations to automatically determine the shaking value at their facilities, set thresholds for notification of damage states (typically: damage unlikely, possible, or likely) for each facility, and then automatically notify (via pager, cell phone, or email) specified operators, inspectors, etc., within their organizations who are responsible for those particular facilities so they can prioritize response. The California Department of Transportation (Caltrans), a current ShakeCast user, is responsible for rapid assessment of thousands of overpasses and bridges. Hence, ShakeCast is a natural tool for providing Caltrans with an instantaneous snapshot of the likelihood of damage to each facility, allowing them to prioritize rerouting traffic, closures, and inspections following a damaging event. Caltrans evaluates potential impact using ShakeMap’s 1- and 3- Hz response spectral acceleration values, in conjunction with well established (Basoz and Mander) vulnerability functions based on National Bridge Inventory (NBI) structural characteristics. In general, highway and bridge transportation engineers are well situated to take advantage of the ShakeCast system since they are concerned about numerous facilities and they typically have knowledge of the seismic vulnerability of their structures, a requirement for rapid estimation of potential damage based on ShakeMap ground motion metrics. ShakeCast will also provide visualization tools showing both the distribution and likely damage states of the users structures, allowing rapid mapping, analyses, and reconnaissance and response planning.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Advanced National Seismic System
KW  - California Department of Transportation
KW  - Communities
KW  - Decision making
KW  - Earthquake resistant design
KW  - Earthquake shaking
KW  - Emergency response
KW  - Engineering
KW  - Estimation theory
KW  - Functionality
KW  - Losses
KW  - Maps
KW  - Responses
KW  - Restoration
KW  - Safety
KW  - ShakeMap Broadcast (ShakeCast)
KW  - Utilities
KW  - Visualization
KW  - Vulnerability
UR  - https://trid.trb.org/view/839740
ER  - 

TY  - CONF
AN  - 01080806
AU  - Kasperski, Artur
AU  - Matarazzo, Joseph B
AU  - Santos, Jose A
AU  - Wang, Gary
AU  - Yiu, Chris S C
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Vulnerability Assessments of Bridges in Areas of Low to Moderate Seismic Activity
PY  - 2006
SP  - 9p
AB  - In the northeast United States, there has been an increased interest in seismic design over the past 15 to 20 years. Although this part of the country is mostly of a low to moderate seismic activity, a Magnitude 5 event could have severe consequences. In October 1985, a Magnitude 4 event occurred approximately 25 miles north of midtown Manhattan. This created much concern among government officials. In March 1990, the New York State Department of Transportation (NYSDOT) issued its first seismic policy, which primarily involved adopting the 1983 AASHTO Guide Specifications for Seismic Design of Highway Bridges. In October 1995, NYSDOT issued its first Seismic Vulnerability Assessment Manual (NYSDOT, 2004), which was based in part on FHWA’s Seismic Retrofitting Manual for Highway Bridges (May 1995). The assessment procedure used by NYSDOT is both empirical and qualitative. This method of assessment is useful for evaluating existing structures in areas of low to moderate seismic activity. It allows for a quick and reliable identification of vulnerable structures and their conditions. It allows a bridge owner to prioritize structures that need to be retrofitted, rehabilitated, or replaced; and it identifies areas where further study is needed. In 2003 NYSDOT began a pilot program to assess 450 bridges in New York City.  These bridges are on and over designated emergency routes. The results of the study indicate that 50% of the assessed bridges require some form of remedial work.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bridges
KW  - Earthquake resistant design
KW  - Emergency routes
KW  - Empirical
KW  - Evaluation and assessment
KW  - New York (New York)
KW  - New York State Department of Transportation
KW  - Qualitative methods
KW  - Rehabilitation
KW  - Remediation
KW  - Replacement
KW  - Retrofitting
KW  - Seismic vulnerability
KW  - Seismicity
KW  - Specifications
KW  - Vulnerability
UR  - https://trid.trb.org/view/839931
ER  - 

TY  - CONF
AN  - 01080805
AU  - Budek, Andrew
AU  - Lee, Chin Ok
AU  - Priestley, M J Nigel
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Seismic Design of Circular Bridge Columns With Unstressed Prestressing Strand for Transverse Reinforcement
PY  - 2006
SP  - 21p
AB  - Following ATC-32 provisions for shear-critical bridge columns using Gr. 60 transverse reinforcement to limit shear-crack width can result in structures that suffer from shear congestion to the point of being unbuildable. To investigate the possibility of using high-strength reinforcement at lower volumetric ratios, five reinforced concrete columns were tested using unstressed Gr. 250 prestressing strand as transverse reinforcement. Aspect ratio of the test columns was 2, and the columns were tested in double bending. Axial load was varied, and both single-wire and seven wire prestressing strand were used. Both quasi-static and dynamic testing was performed. In three columns designed for competent shear performance, with a limiting design strain in the transverse reinforcement of 0.005 at maximum shear, excellent results were obtained through the use of volumetric reinforcement ratios that were considerably below that specified by ATC-32. Even though strain in the reinforcement was 250% higher than the currently codified limiting yield strain, the commensurately wider shear cracks did not degrade performance, and the columns failed in flexure at high drift and ductility levels. Seven-wire strand had slightly better performance than single-wire. Two columns were underdesigned for shear, to examine the impact of dynamic loading. Dynamic effects were found to have no effect on ultimate shear strength. Test results are compared to columns of similar configuration in the PEER database and other published sources to place them in context with current research and practice.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Axial loads
KW  - Bridge columns
KW  - Circular
KW  - Cracking
KW  - Double bending
KW  - Dynamic loads
KW  - Earthquake resistant design
KW  - Flexure
KW  - Prestressed strands
KW  - Reinforcement (Engineering)
KW  - Shear (Mechanics)
KW  - Strain (Mechanics)
KW  - Strand
KW  - Transverse reinforcement
UR  - https://trid.trb.org/view/839594
ER  - 

TY  - CONF
AN  - 01080803
AU  - Mahin, Stephen
AU  - Sakai, Junichi
AU  - Jeong, Hyungil
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Use of Partially Prestressed Reinforced Concrete Columns to Reduce Post-Earthquake Residual Displacements of Bridges
PY  - 2006
SP  - 12p
AB  - To minimize residual displacements in reinforced concrete columns, a design is proposed whereby a longitudinal post-tensioning tendon replaces some of usual longitudinal mild reinforcing bars. The seismic performance of such partially prestressed, reinforced concrete columns is investigated through a series of earthquake simulator tests. The effects of unbonding of longitudinal mild reinforcement and providing a steel jacket are also investigated. The partially prestressed, reinforced concrete columns studied perform remarkably well under strong ground excitations. Very small permanent deformations are observed after the tests, especially when the longitudinal mild reinforcement is unbonded and a steel jacket is provided.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Bonding
KW  - Bridges
KW  - Columns
KW  - Deformation
KW  - Design
KW  - Dislocation (Geology)
KW  - Earthquakes
KW  - Jackets (Structures)
KW  - Partially prestressed concrete
KW  - Reduction (Decrease)
KW  - Reinforced concrete
KW  - Seismic performance
KW  - Simulation
KW  - Steel
KW  - Tendons
UR  - https://trid.trb.org/view/839869
ER  - 

TY  - CONF
AN  - 01080802
AU  - Zhou, Yan
AU  - Zhang, Leiming
AU  - Liu, Xila
AU  - Multidisciplinary Center for Earthquake Engineering Research
TI  - Collapse Simulation of RC Frame Under Earthquakes. II: Verification Studies - Collapse of Cypress Viaduct
PY  - 2006
AB  - A new modeling scheme for collapse analysis of reinforced concrete (RC) frames is outlined in Part I. In this part, the results from collapse analysis of the Cypress Viaduct under the Loma Prieta earthquake are summarized to establish the validity of the new modeling scheme. Considering general similarities in soil conditions and proximity, the ground motion records obtained at Emeryville are chosen. Real material parameters are also collected as the input. The simulated collapse process showed that during ground movement it was the failure of the pedestals that triggered the collapse of the viaduct, which is consistent with damage observation and speculation from the Earthquake Engineering Research Center (EERC) of the University of California, Berkeley.
U1  - Fifth National Seismic Conference on Bridges & HighwaysMultidisciplinary Center for Earthquake Engineering ResearchCalifornia Department of TransportationFederal Highway AdministrationTransportation Research BoardSan Francisco,CA,United States StartDate:20060918 EndDate:20060920 Sponsors:Multidisciplinary Center for Earthquake Engineering Research, California Department of Transportation, Federal Highway Administration, Transportation Research Board
KW  - Collapse
KW  - Cypress Freeway
KW  - Earthquake resistant design
KW  - Earthquakes
KW  - Failure
KW  - Frames
KW  - Loma Prieta Earthquake, October 17, 1989
KW  - Mathematical models
KW  - Modeling
KW  - Parameters
KW  - Pedestals
KW  - Proximity
KW  - Reinforced concrete
KW  - Seismicity
KW  - Simulation
KW  - Soil conditions
KW  - University of California, Berkeley
KW  - Viaducts
UR  - https://trid.trb.org/view/839683
ER  -